2001 Honda CBR900RR 0.9L Petrol · Y975 AVG

A motorcycle with a quarter-century on the clock yet only two recorded MOT tests across its lifetime tells a story of intermittent rather than consistent use, and the 2026 test result reflects the mechanical reality of a sports machine that has spent prolonged periods off the public road. The most recent examination on 11 June 2026 returned a pass, but it did so with three advisories attached, all relating to components that deteriorate through age and inactivity rather than through mileage accumulation. With only one prior test on file from November 2021, there is insufficient historical data to identify a trend of improvement or deterioration, but the presence of multiple advisories on a low-mileage machine confirms that standing time and natural rubber degradation are the dominant wear factors here, not high-mileage fatigue. The gap between 2021 and 2026 is itself significant, as it suggests the bike was either off the road for several intervening years or operated in a manner that did not require MOT presentation, meaning seals, bushes and flexible components have aged without the benefit of regular movement. Recorded mileage of 26,120 miles against a 2001 registration equates to roughly 1,045 miles per year on average, which is exceptionally low for any road-going vehicle and particularly so for a sports motorcycle whose components are designed around more active use. Whether this figure reflects genuine limited riding, prolonged SORN periods, or unrecorded mileage between tests cannot be established from the MOT data alone, but the mechanical implications are consistent: brake calipers may have developed surface corrosion on the pistons, the clutch and brake master cylinders are likely to have stiff seals, the fork seals and shock absorber internals will have aged elastomer compounds, and the fuel system and internal engine lubrication may have suffered from extended standing. The light oil misting already noted on both the nearside and offside front shock absorbers is a typical symptom of seals that have lost flexibility through age rather than use, and is an early indicator of the broader pattern of perishable rubber and polymer components reaching the end of their service life regardless of the odometer reading. For a prospective buyer, the priority inspection points are the suspension and exhaust components flagged in the recent advisories. The front shock absorbers showing oil misting should be examined closely for wetness around the seal lips, and the bike should be pushed up and down with the front wheel off the ground to feel for any hydraulic resistance or a smooth versus stiction-bound stroke, as light misting frequently progresses to a noticeable weep. The rear exhaust note being recorded as noisy warrants a physical check of the mounting rubbers, link pipe joins and any heatshield contact points while the engine is running from cold and at operating temperature, since exhaust leaks on inline fours often present only once thermal expansion has occurred. The buyer should also inspect the entire exhaust system for blueing, corrosion perforations and security of fixings, and confirm there is no blowing sound that increases with throttle. Beyond the directly flagged items, a test ride and static examination should focus on the symptoms commonly associated with low-mileage motorcycles of this age. The brake calipers should be pumped up from cold and watched for slow pad retraction, which indicates corroded piston bores, and the lever feel should be firm without a wooden or spongy quality. Steering head bearings, swingarm pivot bearings and linkage bushes are likely to be dry and stiff from standing, so listen for clonks or notchiness during low-speed manoeuvres and over bumps. The tyres will be well past their serviceable lifespan in terms of age even if the tread depth is acceptable, so sidewall cracking, rigidity of the rubber and the date code should be checked. Finally, the chain and sprockets will have developed surface rust and may have stiff O-ring seals, the coolant and brake fluid should be assumed to be original and require replacement, and the fuel system will benefit from fresh fuel, a new filter and inspection of the injectors for varnish deposits before the bike is relied upon for regular use.