2024 Toyota C-HR GR Sport Phev Auto 2.0L Hybrid electric · DB04 DFB

A 2024 Toyota C-HR GR Sport PHEV automatic carries an exceptionally thin official roadworthiness record, with no MOT tests currently held on the DVSA database. Given that the vehicle was first produced in 2024 and is still well within its first three years of registration, this absence of testing data is entirely consistent with UK regulations rather than any cause for concern, as cars of this age are not legally required to undergo MOT inspection until they reach three years old. As the registration anniversary approaches, the first statutory test will establish the baseline condition against which all future assessments will be measured, and until that point any mechanical evaluation must rely on alternative evidence such as pre-sale inspection reports, manufacturer service history, and physical examination rather than documented pass and advisory patterns. Mileage context for this vehicle cannot be assessed against its age, as the recorded odometer reading has not been supplied. For a 2024 model used as a daily driver, average accumulation would typically fall between 8,000 and 15,000 miles annually, but plug-in hybrid vehicles are sometimes subjected to shorter urban commutes with frequent charging rather than sustained motorway use, which can suppress overall mileage while concentrating wear on specific components. A prospective buyer should request the current odometer reading and cross-reference it with any documented service intervals to establish whether the usage profile has been predominantly urban, mixed, or long-distance, as each pattern places different demands on the brake system, high-voltage battery, and internal combustion components of the PHEV drivetrain. Given the absence of any recorded advisories, failures, or component wear data, the inspection approach must shift entirely toward a thorough physical assessment. The GR Sport variant features sport-tuned suspension, so particular attention should be paid to the condition of the front and rear coil springs, anti-roll bar linkages, and wishbone bushes for any signs of deterioration that would otherwise appear as advisories at the first MOT. Test driving should focus on detecting knocking or clonking noises from the suspension over uneven surfaces, vague or imprecise steering response, uneven tyre wear which can indicate geometry misalignment, and any pull to one side under braking. The PHEV system also warrants a thorough check of the underbody protection around the high-voltage components, the charging port assembly, and any visible damage to the undertray that could have been sustained from kerbing given the vehicle's relatively low ride height and sport-oriented styling. On the braking system specifically, prospective buyers should feel for any judder through the pedal during moderate stops, which could indicate warped front discs, and listen for any binding or scraping noises from the calipers that may suggest seized slider pins. The regenerative braking system in a PHEV means the friction brakes may be used less frequently, which can lead to corrosion accumulating on the disc surfaces and reduced braking efficiency until the pads and discs are properly bedded in through firmer application. The tyres, given the GR Sport specification, are likely to be lower-profile items and should be examined closely for uneven inner or outer shoulder wear, sidewall damage from kerbing, and correct specification matching across all four corners. Finally, a full diagnostic scan via the OBD port to check for any stored fault codes within the hybrid powertrain, regenerative braking, and high-voltage battery management systems would be essential, as these electronic faults would not necessarily present during a standard road test but could prove costly to rectify if left unaddressed.