2026 Ford Puma ST-Line Mhev Auto Hybrid electric (clean) · AP75 EXU

The defining mechanical story for this 2026 Ford Puma ST-Line MHEV Auto is essentially a complete blank canvas, as the DVSA MOT database currently holds no test records whatsoever for the vehicle. This absence of data does not mean the car has never been examined, but it does mean that any prospective buyer is being asked to make a purchase decision without the benefit of an independent annual roadworthiness audit. The first MOT test for vehicles of this age will not become due until the third anniversary of first registration under current DVSA rules for cars first registered from 2014 onwards, meaning it is entirely normal for a 2026 model to have no recorded test history on file as of today, 4 September 2026. The fact that mileage is listed as unknown in the available data further underscores how little verified information exists about this specific unit, and any assessment at this stage must rest almost entirely on a physical inspection rather than on documented compliance. With no mileage figures on record and the vehicle being effectively brand new, there is no annual accumulation rate to calculate, no testing gaps to analyse, and no longitudinal usage pattern to interpret. Mechanically speaking, a sub-one-year-old Puma with first registration in 2026 would typically be still within its manufacturer warranty period, which generally covers three years or 60,000 miles for new Ford passenger vehicles in the UK, while the MHEV mild-hybrid system components carry their own separate warranty coverage. The unknown mileage prevents any assessment of whether the car has covered a typical first-year mileage of several thousand miles or has been used more heavily. For a buyer this also means that there is no independent mileage record from DVSA examinations against which the odometer could currently be cross-checked. Because there are no advisories, failures, or component-specific defects recorded against this registration, it is not possible to identify any recurring problem areas such as brake pipe corrosion, front suspension arm wear, or exhaust issues that have historically affected Puma models of earlier generations. Any targeted inspection should therefore focus on the areas that have commonly generated advisories on Ford Puma chassis in previous test cycles, namely the front brake discs and pads for wear or lipping, the rear suspension coil springs and bushes for any signs of cracking or sagging, the underbody and subframe mounting points for any early signs of surface corrosion particularly around wheel arches and jacking points, and the tyres for uneven shoulder wear which can indicate tracking or suspension geometry issues. On a test drive, particular attention should be paid to any knocking or clonking noises from the front suspension over speed humps and uneven road surfaces, any pulling to one side under braking which may suggest a binding caliper or warped disc, and any vibrations through the steering wheel at higher speeds. For the mild-hybrid 48V system specifically, the buyer should verify that the belt-driven integrated starter generator and the associated lithium-ion battery pack are functioning as intended, listening on the test drive for any unexpected warning messages on the instrument cluster relating to the hybrid system or any hesitation or judder during the automatic stop-start transition. The seven-speed automatic gearbox, where fitted, should be checked for smooth shifts across all gears with no flare, slip, or harsh engagement, and a fluid check should be requested. Steering response should be precise without any vibration, wandering, or clunking when turning lock to lock. Finally, because the DVSA record is empty, a pre-purchase inspection by a qualified independent garage familiar with Ford MHEV systems would be strongly advisable to establish a documented baseline of mechanical condition, as the first MOT test is still some months away and any latent issues would currently only be detectable through physical examination.