FORD KUGA ST-LINE PHEV CVT2021 · 2.5L HYBRID ELECTRIC

The vehicle presents a clean bill of health at its most recent MOT on 10 November 2025, recording a pass with zero defects at 61,487 miles. That is a notable improvement over the 2024 test, where multiple advisories were flagged. The maintenance trend is therefore resolving, suggesting the previous owner addressed the defects identified in the November 2024 inspection rather than allowing them to deteriorate further. The 2023 test at 46,102 miles was also completely clean, meaning the faults that appeared in 2024 were not chronic but rather developed and then rectified within a single twelve-month cycle. At roughly five years old with 61,487 miles on the clock, this Kuga has covered an average of approximately 12,297 miles per year, which sits on the higher side for a vehicle of this age. The mileage accumulation between tests tells a consistent story: roughly 7,000 miles were added between November 2023 and November 2024, followed by approximately 8,377 miles between November 2024 and November 2025. There are no suspicious gaps in the record that would suggest the car sat unused for extended periods, and the annual test dates fall neatly around the same November window each year, indicating regular and predictable use rather than sporadic or neglected ownership. The 2024 test is the only entry that reveals any mechanical or consumable concerns, and both categories warrant attention during a pre-purchase inspection. The inner edges of both front tyres were worn through to the casing on the 225/60/18 tyres, a condition typically caused by incorrect tracking geometry or worn suspension bushes rather than simple neglect. A competent inspector should check the front suspension arms, bushings, and track rod ends for play, and verify that the four-wheel alignment is within specification. The offside rear shock absorber was also flagged for a light misting of oil at the same test. Although this was resolved before the 2025 pass, the replacement or repair of that damper should be confirmed, and both rear shock absorbers examined for signs of fresh oil residue, corrosion, or bottoming-out during a road test. The high annual mileage also places additional stress on the CVT transmission and the PHEV drivetrain, so a smooth, judder-free test drive under both electric and combined power is essential. Brake discs, pads, and the condition of the regenerative braking system should be inspected given the mileage covered, particularly if a proportion of that use involved motorway or stop-start driving.