2001 Honda CBR900RR 0.9L Petrol · Y751 APW

The defining story for this CBR900RR is one of largely uneventful roadworthiness punctuated by a single, very specific electrical defect rather than any pattern of mechanical wear. On 23 February 2024 the motorcycle passed its MOT with no recorded defects, but the very same day it was also failed for a dangerous stop lamp that remained illuminated when the brakes were released, a fault classified under the 4.3.2 (a) (iii) stop lamp section. The two entries appear together, which strongly suggests the failure was identified and rectified during the same visit and the pass was issued once the repair was confirmed. Apart from this isolated incident there is no history of recurring advisories, no recorded brake, suspension, exhaust, or lighting deterioration, and no corrosion issues appearing anywhere in the record. Mechanically, the documented profile is therefore one of stability, with the only red flag being a sticky brake light switch rather than any structural or drivetrain concern. The usage profile is unusually sparse for a 25 year old machine, with just 16,847 miles recorded over the vehicle's lifetime, equating to roughly 674 miles per year. That is exceptionally low even by motorcycle standards and points strongly to extended periods of storage rather than regular gentle use. A test gap from 2001 through to early 2024 is itself notable and consistent with either an off-road status, a cherished plate transfer, or a bike that has spent the majority of its life garaged and infrequently ridden. The implications of such low accumulation are significant for a buyer: the engine, gearbox, transmission, chain and sprockets, brake calipers, master cylinders, fuel system, and even internal electrics are all susceptible to deterioration from standing rather than wear from use. Rubber components in particular harden and perish with age regardless of mileage, and a quarter century of intermittent use will have placed considerable strain on seals, diaphragms, and flexible brake lines simply through oxidation rather than mechanical fatigue. For a prospective buyer, the absence of any advisories means there are no specific component failures to chase up, but the near quarter century of life and the confirmed low mileage make a hands-on mechanical inspection all the more essential. On a test ride, pay close attention to the feel of both brake levers for any sponginess or excessive travel that would indicate perished flexible hoses or a sticking master cylinder rather than simply bedding-in. Listen for any clonks or thuds from the front end over uneven surfaces, which would suggest aged suspension bushes, seized fork stanchions, or tired head races, all common on a bike that has stood for long stretches. Check that the engine fires promptly from cold without excessive smoke, as a fuel system left idle for long periods can suffer from varnish build-up in injectors or carburettor jets, and confirm that the chain moves freely without tight spots, given the very low mileage relative to age. Further, inspect the condition of the tyres carefully, as twenty five year old rubber compounds can degrade regardless of tread depth, and verify the date code on the sidewalls. Examine the entire brake system, including caliper pistons, for any signs of seizing or pitting caused by infrequent use, and check the fluid for discolouration, which would indicate it has not been changed in a considerable time. Look closely at every electrical connector, the main switchgear, and the regulator rectifier output, as prolonged storage is notorious for corroding multi-plugs and draining batteries repeatedly, which on these models can cause erratic charging behaviour. Finally, check for any signs of perished intake rubbers, dry-rotted fuel lines, and oil leaks around the cam cover and stator area, all of which become more probable on a machine that has spent so much of its life stationary rather than being exercised regularly.