1925 Rover 9 1.1L Petrol · YK 5296

The most recent official DVSA MOT test on this vehicle was conducted on 1 November 2023, at which point the car was passed with no defects or advisories recorded against it. Across the eight test entries available, every result is a pass, and aside from two user-entered comments relating to tyre condition in 2009 and 2014, no advisory notices or failure items have been logged by the examining station. The absence of recurring brake, steering, exhaust, lighting or suspension advisories suggests that, at least on the dates of testing, the vehicle has consistently met the minimum roadworthiness standard. With no defects recorded in the last three tests and a gap of over nine years since the last noted tyre concern, the overall maintenance trend visible in the MOT record can be regarded as stable rather than deteriorating. Recorded mileage stands at 3,452 miles on a vehicle that is approximately 101 years old, giving an average annual usage of around 34 miles per year, which is exceptionally low. The MOT history does not provide annual mileage readings for direct correlation, but such a figure strongly suggests very limited use, with extended periods of the car being stored or stood between infrequent outings. Mechanically, ultra-low mileage and prolonged standing tend to be harder on certain components than regular use, as seals, gaskets and flexible hoses may dry out, brake calipers can seize or bind through surface corrosion on the pads and discs, and the 12V battery is susceptible to sulphation and loss of capacity if not maintained on a trickle charger. Coolant, brake fluid and engine oil will still degrade on a calendar basis regardless of miles covered, so time-based servicing intervals are more relevant here than mileage-based ones. For a prospective buyer, a careful physical inspection is strongly advised before purchase, beginning with a thorough examination of all four tyres for age-related perishing or cracking of the sidewalls and tread face, as this defect has already been flagged twice in the MOT history and rubber compounds typically require replacement well before ten years regardless of tread depth. The brake system should be checked for seized or binding calipers, often indicated by hot-smelling wheels after a short drive or uneven brake disc corrosion with lipped edges, and the discs themselves inspected for severe surface pitting that could necessitate skimming or renewal. All flexible brake hoses, fuel lines and suspension bushes should be examined for cracking and perishing, and the exhaust system checked for internal corrosion and structural integrity, particularly at the manifold, joints and silencer mounting points. Fluids should be sampled or dipstick-checked for condition and replaced if their age cannot be verified, and the battery load-tested to confirm it holds sufficient charge, as a flat or weak unit on a seldom-used veteran car is a common cause of starting and electrical issues. On a test drive, listen for suspension clonks or knocks over uneven surfaces, which may indicate worn bushes, tired shock absorbers or perished mounting components, and pay attention to any brake shudder, pulling to one side under braking, or a spongy pedal that could suggest seized calipers, exhausted fluid or old flexible hoses. Observe whether the engine starts promptly from cold and whether the cooling and charging systems function correctly, as a brief drive may mask underlying issues that only manifest once the vehicle is worked. Finally, verify the continuity of any service history stamps or invoices, confirm the provenance of the recorded mileage, and ascertain whether the vehicle has been stored in dry, ventilated conditions, as this will materially influence the extent of corrosion and the residual service life of consumables on what is otherwise a remarkably original and well-presented classic.