2022 BMW R 1250 RT LE 1.3L Petrol · YC72 ABV

A single MOT test entry sits on file for this 2022 BMW R 1250 RT LE, and that test, recorded on 8 August 2025, returned a pass with one advisory noting that the rear tyre was worn close to the legal limit under inspection item 5.2.3 (e). With no prior tests captured in the DVSA record and no failures present, the documented roadworthiness picture is narrow but unblemished, although the advisory does indicate that the rear contact patch was approaching the 1 mm tread threshold at the time of examination. Because motorcycles of this age and class typically first require an MOT at three years from registration, the absence of earlier tests aligns with the statutory testing window rather than any anomaly. The overall trend, based purely on what is recorded, is one of compliance with no outstanding defects, but the single-data-point nature of the record means there is limited longitudinal evidence on which to base a broader judgement. Against an age of roughly four years, the recorded odometer reading of 13,504 miles equates to an annual accumulation of approximately 3,376 miles, which is modest for a touring-orientated machine such as the R 1250 RT. Lower annual mileage on a motorcycle of this type can reflect occasional leisure use rather than regular commuting or long-distance travel, and it also raises the possibility of extended periods of standing, particularly if the bike was stored over winter months. Mechanically, such a usage profile tends to preserve major drivetrain components, including the boxer engine, transmission and final drive, but it can accelerate ageing of items that degrade through inactivity, such as battery state of charge, brake disc corrosion from moisture exposure, and tyre compound hardening. Conversely, brake pad and friction material wear is likely to be lighter than on a higher-mileage example, as evidenced by the absence of any braking-related advisories on the record. For a prospective buyer, the rear tyre advisory is the principal item to investigate in person, as the test result indicates it was close to the 1 mm minimum tread depth at the August 2025 examination. Even allowing for additional mileage since that test, replacement is probable and should be factored into any negotiation. On a physical inspection, check the rear tyre for cracking in the sidewall rubber, uneven wear across the tread face which could indicate alignment or suspension geometry issues, and verify the date code to confirm it is not an aged original fitment. On a test ride, listen for any thuds or clonks transmitted through the rear end over uneven surfaces, which can point to worn Paralever bearings or shock absorber mounting bushes, and pay attention to any weave or instability at speed that could indicate tyre carcass fatigue or pressure irregularities. The remainder of the evaluation should focus on the areas most affected by low-mileage and intermittent use. Inspect the brake discs, both front and rear, for obvious lip corrosion or pitting around the outer edges, which is common on machines that have spent significant time stationary, and confirm the calipers release cleanly without any binding. Examine the battery terminals for corrosion and check that the battery holds voltage under cranking, as standing periods accelerate discharge. Inspect all suspension linkages, the Telelever front and Paralever rear pivot points, and the steering head bearing area for any play or notchiness when the bike is off the stand. Finally, examine the underside and lower frame areas for any signs of fluid weeping from the engine, final drive, or brake calipers, and ensure all switchgear, lighting, and the infotainment system function correctly, as electrical gremlins can develop on infrequently used machines.