2025 Cupra Terramar V1 Phev S-A 1.5L Hybrid electric · FP75 WVB

At the time of assessment, there is no DVSA MOT test history available for this 2025 CUPRA TERRAMAR V1 PHEV S-A. As a vehicle first registered in 2025, it would only become eligible for its first mandatory MOT test once it reaches three years of age, meaning the absence of MOT records is entirely expected rather than indicative of neglect or a failure to comply with testing requirements. With no historical test outcomes, advisories, or failure points on file, it is not possible to evaluate a maintenance trend in the traditional sense. Prospective buyers should therefore treat the vehicle as effectively unverified by any independent roadworthiness authority and place greater emphasis on the manufacturer's warranty coverage, the supplying dealer's pre-delivery inspection, and any documented service history from the original owner. Regarding mileage, the recorded odometer reading is not available for cross-referencing against the vehicle's age, which limits any meaningful analysis of annual usage rates. As a nearly new plug-in hybrid SUV, the CUPRA TERRAMAR would typically accumulate mileage at a moderate rate, with the electrified powertrain potentially masking higher actual usage if the owner relied predominantly on electric-only driving for shorter journeys. Without mileage context, buyers cannot determine whether the vehicle has been used predominantly for short urban commutes, longer motorway runs, or has experienced extended periods of standing. This uncertainty is particularly relevant for PHEV models, where battery conditioning, regular charging cycles, and occasional sustained combustion engine running are necessary to maintain long-term drivetrain health. Given the absence of MOT history and unknown mileage, a prospective buyer should approach this vehicle with a heightened level of physical inspection despite its near-new status. Tyres should be examined closely for manufacturing date codes on the sidewalls, as factory-fitted rubber on vehicles that have sat on forecourts or in storage can exhibit perishing or sidewall cracking well before the tread depth reaches its wear limit. The 12-volt auxiliary battery, which is distinct from the high-voltage traction battery in a PHEV, should be tested for state of charge and load capacity, as standing vehicles frequently suffer from premature 12V battery failure. Brake discs and calipers should be inspected for surface corrosion and any evidence of seizing or binding, particularly if the vehicle has covered very low mileage, as the regenerative braking system on the TERRAMAR can lead to rear brake mechanisms seizing from lack of use. Brake fluid, coolant, and the automatic transmission fluid for the S-A gearbox all degrade over time on a calendar basis rather than purely by mileage, so service records confirming these changes within the manufacturer's specified intervals should be verified regardless of odometer reading. On a test drive, particular attention should be paid to the seamless transition between electric and combustion propulsion, listening for any unusual vibrations, clunks, or hesitation during powertrain handover. The suspension, comprising MacPherson struts at the front and a multi-link rear arrangement typical of this class, should be assessed over uneven surfaces for any knocking from anti-roll bar bushes or top mount wear. The driver assistance systems, including lane keeping, adaptive cruise control, and parking sensors, should be verified as fully operational, as any fault codes or warning messages on the digital instrument cluster should be investigated via the CUPRA dealer diagnostic system before purchase. Finally, confirming that the high-voltage battery state of health report, charging cable accessories, and the remainder of the manufacturer's warranty are intact will provide the most reliable assurance of mechanical soundness in the absence of any independent MOT verification.