2026 Toyota C-HR GR Sport Phev Auto Hybrid electric (clean) · EO26 UOM

Because this Toyota C-HR GR Sport PHEV is a current 2026 model year and has no MOT test results recorded against it, no DVSA-verified roadworthiness data exists upon which to draw any historical conclusions. Any assessment of its mechanical condition would rely solely on the recorded mileage and vehicle age, both of which are unavailable in the provided information. The absence of MOT history is entirely expected for a vehicle of this registration year, as cars typically do not require their first Ministry of Transport test until they reach three years of age, meaning this C-HR will not be due for statutory testing until late 2028 or early 2029. Until that point, its roadworthiness is governed solely by manufacturer warranty provisions, any servicing records the supplying dealer or previous keeper may provide, and the owner's own mechanical diligence. With no MOT tests on file and no recorded mileage supplied, there is no usage history to compare against the vehicle's age or to calculate an annual accumulation rate. As a plug-in hybrid, the C-HR GR Sport combines a petrol engine with an electric drivetrain and a high-voltage battery pack, and while average annual mileage for a PHEV of this type would typically fall in the region of 8,000 to 12,000 miles, this cannot be confirmed without odometer data. A buyer should therefore satisfy themselves of the true mileage through service book stamps, diagnostic interrogation of the hybrid system, and any dealership or fleet records that may accompany the vehicle, as mileage verification is essential when assessing a PHEV where both combustion and electric components have wear characteristics dependent on usage patterns. From a roadworthiness perspective, the principal areas to examine on a pre-purchase inspection of a current-model C-HR GR Sport PHEV centre on the hybrid-specific items that are not always covered by standard mechanical checks. The high-voltage traction battery and its associated cooling system should be inspected for any diagnostic trouble codes, and the charging cable and port examined for damage or contamination. The regenerative braking system, which works in tandem with the conventional hydraulic brakes, should be tested to confirm smooth transition between regenerative and friction braking, with any warning messages on the driver display noted. The tyres, given the GR Sport's performance-oriented specification, should be checked for even wear across both axles, as misaligned suspension geometry or uneven torque delivery from the hybrid system can produce inconsistent shoulder wear patterns. On a test drive, the buyer should listen for any abnormal noises from the transmission under load, particularly during the transition between electric-only and hybrid drive modes, and confirm that the system switches seamlessly without judder or delay. The suspension, tuned for sportier dynamics within the GR Sport trim, should be evaluated over uneven road surfaces for any knocking from the front MacPherson strut assemblies, rear trailing arms, or anti-roll bar bushes, all of which are common wear points on C-HR models as mileage accumulates. The steering should remain free from vibration or pulling under braking, and the brake pedal should feel firm without sponginess, paying particular attention to the feel of the friction brakes at low speeds where regenerative blending can sometimes mask caliper or pad issues. Finally, all driver-assistance systems, including adaptive cruise control, lane departure alert, and the pre-collision system, should be confirmed as fully operational, as any malfunction warning lights on these systems may indicate sensor misalignment or calibration faults that would warrant further investigation before purchase.