2024 Ford Puma ST-Line X Mhev Auto 1.0L Hybrid electric · EK24 KAE

The subject vehicle, a 2024 Ford Puma ST-Line X MHEV automatic, currently has no recorded DVSA MOT test history available for evaluation. As the vehicle was first registered in 2024 and today is September 2026, it would not yet be due its first compulsory MOT test, which is required once a car reaches three years of age. Consequently, there are no pass results, advisory notices, or failure points to assess, and no maintenance trend can be established from the official record at this stage. The absence of MOT data is therefore entirely expected for a car of this age and is not, in itself, an indicator of poor condition, but it does mean that a prospective buyer cannot rely on regulatory test outcomes to corroborate the vehicle's mechanical state. Because no mileage data has been supplied, it is not possible to calculate an accurate annual usage rate for this Puma or to compare it against typical driving patterns. Given the vehicle is approximately two years old, one would generally expect an average accumulation of between six thousand and ten thousand miles per annum for a car of this class, though this can vary considerably depending on whether it has been used predominantly for urban commuting, motorway travel, or as a second household vehicle. Without recorded mileages, the buyer should pay particular attention to the odometer reading at the point of sale and review the service book or digital service history to verify that intervals have been completed at appropriate thresholds rather than on a calendar basis alone, especially as the Puma features a mild hybrid system that requires specific diagnostic checks during manufacturer servicing. Given the lack of MOT history and unknown mileage, the buyer inspection should focus on age- and calendar-related deterioration rather than wear from high usage. Tyres fitted to a 2024 vehicle should be checked closely for sidewall perishing or cracking from age, even if the tread depth appears adequate, as rubber compounds degrade over time regardless of mileage; Ford original equipment tyres often specify a date code and should ideally not be older than five to six years. The 12-volt battery, which supports both the conventional electrical systems and the mild hybrid 48-volt architecture, should be tested for state of health, as a weakened battery can cause erratic behaviour in the mild hybrid system and lead to dashboard warning lights. Brake discs and calipers should be examined for surface corrosion or seizing caused by standing or infrequent use, particularly at the rear, and the brake fluid should be verified for replacement within the typical two-year interval irrespective of mileage. Further physical checks should include a thorough inspection of the underbody and suspension components for any early signs of corrosion, particularly around wheel arches and subframe mounting points, which can be exacerbated by winter road salt exposure even on relatively young vehicles. The coil springs, suspension bushes, and anti-roll bar links should be examined for any splits, perishing, or play, and a test drive should be conducted over varied road surfaces to listen for any clonks, knocks, or squeaks indicative of worn suspension components. The mild hybrid system, including the belt-driven integrated starter generator and its associated wiring, should be checked for any warning messages on the instrument cluster, and a full dealership diagnostic scan is strongly recommended to identify any stored fault codes that would not yet have triggered an MOT failure. Finally, the engine oil, coolant, and transmission fluid should be inspected for correct levels and condition, and the service history verified to ensure that the manufacturer's recommended schedules for this mild hybrid powertrain have been strictly adhered to.