2021 Ford Puma Titanium Mhev 1.0L Petrol · FH70 AAZ

The most recent DVSA recorded test outcome for this 2021 Ford Puma TITANIUM MHEV is a pass dated 27 September 2025, with no advisory or failure defects noted against that entry. Interestingly, the same calendar date also carries a failed outcome with no defects recorded, which typically indicates a tester refusal or an aborted re-test administrative entry rather than a mechanical concern. Against this, the earlier 2024 tests, one in October and one in February, both returned clean passes with no advisories. Overall, the recorded MOT history shows a stable maintenance pattern over the last cycle, with no persistent advisories relating to wear items, and no recorded defects around braking, suspension, lighting, tyres, or exhaust integrity, which is a reassuring indicator of consistent upkeep for a five year old vehicle. The recorded mileage of 46,595 against an approximate five year age places annual usage at roughly 9,300 miles, which is broadly typical for a privately owned compact crossover of this type. The MOT entry gaps between February 2024, October 2024, and September 2025 show steady and regular use rather than extended periods of standing, with the mileage progression between tests consistent with a vehicle driven daily. There are no unusually large mileage jumps between tests that would suggest a heavy motorway mileage bias or commercial use, both of which accelerate wear on clutches, brake discs, and suspension components. Equally, there is no indication of prolonged storage, which reduces the likelihood of seized brake calipers, perished rubber components, or severe underfloor corrosion from lack of use. With no recorded MOT advisories on the recent passes, the prospective buyer should focus inspection effort on the age and mileage based consumables that the test may not have fully flagged. Tyres on a 2021 vehicle should be checked for sidewall perishing and cracking, particularly if the originals remain fitted, and tread depth confirmed at multiple points across the width as uneven wear can indicate tracking or suspension geometry concerns. Brake discs, even on a vehicle of this mileage, can show lip corrosion or surface pitting from urban use and seasonal standing, so a thorough test drive should include several firm stops from moderate speed to detect any brake shudder, vibration through the pedal, or pulling to one side that would suggest warped discs or binding calipers. The 12V battery, typically an AGM type in mild hybrid vehicles, should be load tested as calendar age rather than mileage often dictates replacement, and the stop start and mild hybrid boost functions should be confirmed to operate correctly. Fluid servicing on a five year old Puma should be expected to have been addressed regardless of mileage, so the buyer should verify that the brake fluid has been renewed within the last two years, the coolant has been replaced on its calendar interval, and the oil and filter changes have been carried out at the manufacturer recommended intervals with evidence in the service book. Underneath the vehicle, a careful examination of the front suspension arms, anti roll bar bushes, and drop links is worthwhile, as these rubber components harden and crack with age and are common MOT failure points on Fords of this generation even when mileage is modest. The 1.0 EcoBoost mild hybrid drivetrain should be observed from cold start for any timing chain rattle or coolant leaks around the cam cover and water pump area, while the automated manual transmission, if fitted, should be exercised through all gears on the test drive to confirm smooth, hesitation free shifts without clutch slip or judder. A diagnostic scan for stored powertrain fault codes is also advisable, as mild hybrid systems can flag battery management or DC DC converter issues that would not necessarily surface as an MOT failure but could prove costly if ignored.