2010 Honda CB 600 FA-9 0.6L Petrol · WU10 GAX

The most recent DVSA examination on 6 May 2026 resulted in a pass, but it is worth noting that this successful test followed a substantial failure on 28 April 2026 by just eight days, indicating that significant rectification work was undertaken to clear the previous major defects. That earlier failure was serious in nature, comprising fluid leaks on both front fork legs, a contaminated nearside front brake disc, an excessively loose drive chain, and an excessively stiff or notchy steering headbearing. When reviewing the broader trend, the history shows a clear pattern of progressive front suspension deterioration, as a light misting on the nearside fork in February 2024 and February 2025 escalated to serious fluid leaks by January 2026 and April 2026, alongside a steering headbearing that has been flagged as slightly notchy in 2024 and dangerously stiff in 2026. This is not a stable maintenance picture; rather, it points to a motorcycle whose chassis and running gear have been deteriorating and which required considerable investment to return to a roadworthy condition. The advisories raised on the most recent pass regarding pitted fork tubes suggest that the underlying seal damage has not been fully resolved. With around 51,450 miles recorded over a sixteen-year lifespan, the annual usage of approximately 3,200 miles is notably low for a motorcycle, suggesting periods of either very light recreational use or significant standing time. Such low annual mileage is often accompanied by its own set of mechanical concerns, as prolonged inactivity can lead to fluid degradation, internal corrosion of brake and clutch hydraulic systems, and oxidation of internal engine components despite low wear on consumable parts. The relatively low mileage also means that the major wear items evidenced in the MOT history, particularly the steering headbearing, suspension, and chain and sprockets, are likely suffering from age-related deterioration and lack of regular use lubrication rather than high-mileage fatigue. The combination of low usage and accumulating advisories is consistent with a machine that has been left standing between intermittent rides, allowing seals to perish and grease to lose its protective properties. A prospective buyer should treat the suspension and steering issues as the foremost priority for inspection. The fact that the forks were recently leaking and the steering headbearing was excessively stiff demands a thorough physical check before purchase; both fork stanchions should be examined for pitting scoring or corrosion under the currently fitted seals, and the steering should be rotated lock to lock with the front wheel lifted to confirm smooth, consistent movement without binding, notchiness, or clonking. On a test ride, pay close attention to any front-end wallowing, diving excessively under braking, or uneven handling, as these are typical symptoms of weakened fork internals or a worn headbearing. Given that the latest advisory notes pitted fork tubes, budgetary provision should be made for full fork seal replacement and potentially the stanchions themselves if pitting is severe, alongside a headbearing re-grease or replacement. Beyond the documented failures, this low-mileage sixteen-year-old machine warrants careful inspection of age-related items not fully covered by the MOT. Tyres should be examined closely for sidewall perishing and cracking, as old rubber deteriorates regardless of tread depth, and a 2010 machine is highly likely to need replacements. The braking system warrants attention to confirm the nearside front disc was replaced following the contamination failure, and the calipers, which may have bound during periods of standing, should be checked for free operation. Brake fluid, coolant, and fork oil should all be considered due for renewal based on calendar age rather than mileage. The drive chain and sprockets, having been adjusted and inspected across multiple tests, will benefit from a thorough clean and re-lubrication, and the battery should be load-tested, as low annual mileage frequently results in a chronically undercharged or sulphated unit. Finally, the minor exhaust leak at the silencer collector joint flagged in 2025 should be rechecked, and general service history verified to confirm the engine has received regular oil changes despite the low annual mileage.