2025 Ford Puma Titanium Mhev Hybrid electric (clean) · CU75 GGV

As a 2025 model year Ford Puma Titanium MHEV, this vehicle is at the very beginning of its life cycle and, by virtue of its registration date, would not yet have required its first statutory roadworthiness examination. UK MOT testing becomes compulsory from the third anniversary of a vehicle's first registration, meaning a car of this age should not yet possess a DVSA test record. The absence of any MOT history is therefore entirely consistent with the vehicle's age rather than indicative of any hidden mechanical concern or evasion of testing. Without recorded examinations, there is no prior pass-fail pattern, advisory wear data, or corrosion history to establish a longitudinal trend in roadworthiness. Mileage context cannot be established against the vehicle's age because no recorded mileage has been supplied, and there is no MOT certificate from which an odometer reading can be extracted. For a car of this vintage, one would normally expect an annual mileage figure consistent with typical UK usage, generally between 6,000 and 12,000 miles, but with the data unavailable, no judgement can be made on whether the vehicle has been driven regularly, used predominantly for short urban trips, or subjected to sustained motorway mileage. The hybrid mild-hybrid system relies on a 48V belt-driven starter generator and a small lithium-ion battery pack, and the mechanical demands placed on these components, as well as on the conventional 1.0-litre EcoBoost engine, the clutch and dual-clutch transmissions, the brake system, and the tyres, depend entirely on the driving pattern that cannot be verified from the supplied information. Given the complete absence of MOT advisory data, a prospective buyer cannot rely on prior DVSA findings to shortlist specific components for scrutiny. A thorough pre-purchase inspection should therefore take the place of historical review and should be undertaken by a competent independent garage, with particular attention to the areas most likely to affect a Puma of this generation. The rear axle beam, trailing arms, and suspension bushes have been known to exhibit wear and knocking on test, so the vehicle should be driven over uneven surfaces and speed humps with the windows down to listen for clonking or rattling from the rear. Steering should be checked for any vagueness, pulling to one side, or vibration through the wheel, which could indicate worn front suspension components or tracking irregularities. The brakes should be tested at low speed for any judder through the pedal or shudder through the steering, and the discs visually examined for lipping or scoring, as these wear items are commonly flagged early in a vehicle's life if the car has seen frequent urban stop-start use. The exhaust system, including the downstream particulate filter on the EcoBoost unit, should be checked for any rattles, and the underbody should be inspected for any signs of fluid leaks from the engine, transmission, or power steering system. Finally, the mild-hybrid system itself warrants a degree of specific attention during any test drive, as these components do not yet have a long service history in the aftermarket. When starting from cold, observe whether the engine restarts smoothly and whether the 48V system engages without warning lights appearing on the dashboard. On the move, the mild-hybrid assistance should be largely imperceptible, but any unexpected hesitation, rough idle, or illumination of the powertrain malfunction indicator should be treated as a serious concern requiring diagnostic interrogation. All dashboard warning lamps, including those for the tyre pressure monitoring system, the autonomous emergency braking sensors, and the lane keeping system, should be confirmed as extinguishing promptly after ignition, and any residual or intermittent warning should be investigated before purchase. A full Ford dealer or specialist pre-purchase inspection remains the most prudent course of action given the total absence of verifiable MOT history.