2022 Ford Puma ST-Line X Mhev 1.0L Petrol · AD13 AGD

The vehicle's most recent DVSA MOT test, conducted on 2 January 2026, resulted in a clean pass with no defects or advisories recorded, and this follows an equally clean pass on 21 January 2025. With no advisories raised across the two recorded tests, the official roadworthiness trend indicates a stable maintenance profile with no recurring or emerging concerns flagged by the examining station. The absence of brake, suspension, tyre, or corrosion advisories is particularly reassuring for a 2022 Puma that has now entered its fourth year on the road, suggesting that the previous keeper maintained the consumables within acceptable tolerances prior to test. The recorded mileage of 15,268 miles against an approximate four-year age equates to an annual usage rate of around 3,817 miles, which is substantially below the typical UK average and indicates a car that has either been used predominantly for short urban journeys or has experienced prolonged periods of standing between uses. This low and likely irregular usage pattern carries specific mechanical implications beyond what the bare MOT record can reveal. Low annual mileage tends to accelerate calendar-based degradation of certain components, including brake disc corrosion from infrequent use, tyre sidewall perishing from age rather than wear, 12V battery sulphation from incomplete charge cycles, and deterioration of oils and coolant due to long service intervals measured in years rather than miles. Given the clean MOT history but the low-mileage profile, a prospective buyer should prioritise a thorough physical inspection of the items most affected by standing or short-trip use. The tyres should be examined closely for sidewall cracking, perishing, or uneven shoulder wear, as the tread depth may appear serviceable while the rubber compound has aged; replacement should be budgeted if any surface crazing is visible. The brake discs and calipers should be checked for surface corrosion, pitting, or any evidence of binding, particularly on the rear axle where a seized caliper or handbrake mechanism is common on lightly used vehicles. A test drive should include firm brake applications to confirm there is no judder or pulsation from corroded disc surfaces, and a careful listen for any scraping or grinding that could indicate pads dragging against heavily rusted steel. The 12V battery should be load-tested, as low-mileage vehicles frequently suffer from premature battery failure due to chronic undercharging from short journeys. Finally, attention should turn to the time-based service items that do not depend on mileage accumulation. The hybrid supervisory systems, engine oil and filter, brake fluid, coolant, and the manual or DCT gearbox oil on the 1.0 EcoBoost mild hybrid drivetrain should all be verified against Ford's calendar-based service schedule, typically every twelve months or twelve thousand miles, whichever comes first. Inspecting the service book or digital service history for annual stamps will confirm whether these intervals have been observed, as oil that has aged two or three years loses its protective and detergent qualities regardless of the odometer reading. The underbody, exhaust mounting rubbers, and suspension bushes should be examined for corrosion or perishing from standing exposure, and a road test should confirm smooth operation of the mild hybrid system, absence of any warning lights on the dashboard, and normal performance from the start-stop functionality, all of which would confirm that the low recorded mileage genuinely reflects light use rather than masked underlying issues.