2025 Ford Puma ST-Line Mhev 1.0L Hybrid electric · EU75 KZP

A prospective buyer reviewing the 2025 Ford Puma ST-Line MHEV should note that there is no official DVSA MOT test history currently recorded for this vehicle. Given that the car is registered in 2025 and today's date is September 2026, it is likely either just outside its first MOT threshold or has not yet accrued sufficient testable time on the road. As a result, it is not possible to evaluate the maintenance trend or comment on any progression of defects, advisories, or failure points. The absence of MOT data should not be interpreted as a clean bill of health; rather, it simply means the vehicle has not yet been formally inspected under the DVSA roadworthiness scheme, placing the onus on the buyer to carry out a thorough physical appraisal before purchase. With no recorded MOT mileage readings available, it is equally impossible to verify the annual usage rate of this Puma or to identify any gaps in driving history or periods of rapid accumulation. This is particularly relevant for a mild-hybrid MHEV model, which relies on regular use to maintain the health of its 48-volt electrical system, lithium-ion battery pack, and regenerative braking components. Infrequent or erratic mileage can mask underlying issues such as depleted hybrid battery state of charge, degraded brake fluid through moisture absorption, and stale fuel in the system. Without mileage consistency, the buyer must assume the vehicle could have been driven extensively, used sparingly as a second car, or even potentially clocked, making verification through the dealership service records and V5C logbook essential. Because there is no MOT failure or advisory history to draw upon, the buyer must instead focus on age-and-mileage-appropriate physical checks. Tyres on a nearly new Puma should be inspected closely for any signs of sidewall perishing, cracking, or ozone degradation, particularly if the vehicle has stood unused for long periods, as even recent tyres deteriorate with calendar age rather than solely through wear. The 12-volt auxiliary battery should be tested for cranking performance, as modern stop-start MHEV systems place heavy demand on it, and any sluggish behaviour on ignition is an early warning of impending failure. Brake discs, especially on a vehicle that may have been parked for extended intervals, are prone to surface corrosion, and binding calipers should be checked by ensuring all four wheels rotate freely and without uneven resistance when the vehicle is lifted. The hybrid system should also be verified as fully operational, with the dashboard confirming the mild-hybrid assist is engaged and the regenerative braking function is charging the battery as expected during deceleration. Finally, attention should be directed toward the time-based servicing items that are independent of mileage. Brake fluid is hygroscopic and typically requires replacement every two years regardless of use, so the buyer should confirm the date of the last fluid change, as degraded fluid dramatically increases stopping distances under heavy braking. Engine oil and the oil filter should be checked for correct grade and cleanliness, with reference to the Ford service schedule, and the air conditioning system, which is often neglected on low-mileage vehicles, should be tested for consistent cooling performance and inspected for refrigerant odours that suggest leaks. The exhaust system should be examined for any blueing at the catalytic converter or downpipe, and the underbody should be visually checked for any early signs of corrosion, particularly around suspension mounting points, subframe bolts, and brake line routing. Given the vehicle's youth, a Ford dealer or independent specialist pre-purchase inspection remains the most prudent course of action to provide peace of mind and to establish a baseline for future maintenance.