2022 Toyota Yaris Design HEV CVT 1.5L Hybrid electric (clean) · EO22 LRJ

A 2022 Toyota Yaris Design Hybrid CVT with 68,588 miles on the clock presents a generally encouraging roadworthiness picture based on its DVSA history, though one administrative oddity warrants attention. The most recent test on 9 March 2026 was recorded simultaneously as both a pass and a fail on the same date, with no defects noted against either entry. This duplication typically reflects a clerical re-entry or a retest logged on the same day as the original pass and should not be interpreted as a mechanical concern in itself. The earlier test on 6 March 2025 also returned a clean pass with no advisories, meaning the car has accumulated two consecutive years of defect-free testing. Crucially, the absence of any advisories for suspension components, brake pipes, corrosion, tyres, or exhaust emissions suggests the vehicle has not yet developed the typical wear items associated with a hybrid of this age and mileage bracket. The underlying mechanical story is therefore one of consistent roadworthiness rather than any recurring or escalating defect pattern. The recorded mileage of 68,588 miles over approximately four years translates to an annual accumulation rate of around 17,147 miles, which is notably above average for a Yaris in this segment. Hybrids of this type are often used as urban commuter vehicles where lower mileages are the norm, so this particular example has clearly spent a substantial amount of time on motorway or longer-distance routes. From a mechanical standpoint, higher mileage on a Toyota hybrid system generally means more frequent cycling of the battery pack, inverter, and regenerative braking components, alongside conventional wear on the brake discs and pads. Interestingly, hybrid braking systems often show less pad wear than their petrol-only equivalents due to regenerative assistance, but the discs themselves can suffer from surface corrosion during low-speed phases. The continuous high usage also places greater demand on the suspension bushes, coil springs, and CV joints than would be expected from a lower-mileage equivalent. For a prospective buyer, the clean advisory record is a strong starting point but does not eliminate the need for a thorough physical inspection, especially given the annual mileage. On a test drive, pay particular attention to the steering response and ride quality over uneven surfaces, listening for any clonks or knocks from the front suspension that could indicate premature wear on the wishbones, anti-roll bar bushes, or top mounts given the higher than typical mileage. The CVT transmission should be evaluated for smooth progression through its simulated gear ratios under moderate acceleration; any juddering, slipping sensation, or excessive engine revving without corresponding speed increase would warrant further investigation. Brake pedal feel should be firm and progressive, and the discs should be free from any significant lip or judder when pulling away at low speed, which can indicate corrosion build-up from urban driving phases. Given the absence of corrosion advisories in the MOT history, the underbody, sills, and subframe mounting points should be inspected for any surface rust developing around the suspension turrets, exhaust hangers, and rear beam mounting areas, particularly if the vehicle has been used in areas prone to winter road salt exposure. The hybrid system itself requires a specific health check, so confirmation of any remaining manufacturer warranty on the hybrid battery pack and power electronics is advisable. A compression check or diagnostic scan for any stored hybrid system fault codes would also be prudent, as these are not assessed during an MOT. Finally, verify that the tyres are a matched set with adequate tread depth, as the higher mileage implies they may be approaching their second or third replacement cycle, and uneven wear across the axles could hint at alignment or suspension geometry issues not yet severe enough to fail an MOT but worth addressing proactively.