2022 Peugeot 308 Allure Prem SW S/S Phev A 1.6L Hybrid electric (clean) · KP22 EES

The most recent DVSA MOT test conducted on 15 August 2025 resulted in a pass with no defects or advisories recorded, and this is consistent with the prior examination on 13 December 2024 which also passed without any advisories. With only two test entries on file and both resulting in completely clean outcomes, the documented maintenance trend can be regarded as stable; there is no evidence of recurring defects, deteriorating component wear, or emerging advisories that might suggest underlying mechanical concerns. While the MOT certificate reflects roadworthiness at the point of test only, the absence of any flagged items across two consecutive examinations is a reassuring indicator that the vehicle has been maintained to a satisfactory standard. Buyers should nonetheless remember that an MOT is a snapshot and does not substitute for a comprehensive pre-purchase inspection. Against a vehicle age of approximately four years, the recorded mileage of 7,788 miles equates to an annual average of around 1,947 miles, which is substantially below the typical usage profile for a privately operated vehicle. Such low mileage may reflect occasional use, a primarily urban or short-journey operating pattern, or extended periods of standing between drives. Mechanically, low annual mileage is a double-edged consideration; while it limits wear on major drivetrain components, braking surfaces, and suspension, it elevates the risk of degradation from inactivity. Standing vehicles are prone to moisture accumulation in the engine oil, brake disc corrosion due to surface rust from infrequent rotation, and degradation of lubricants and coolants over time regardless of distance travelled. For a plug-in hybrid of this age and mileage profile, particular attention should be directed towards the 12V auxiliary battery, which on PHEV vehicles supports critical control modules and can suffer sulphation and reduced cranking capacity when the vehicle is left standing for prolonged intervals. The high-voltage traction battery should ideally be checked for state of health, and any diagnostic trouble history reviewed with a franchised dealer or specialist tool capable of reading PHEV system data. Brake calipers, particularly on the rear axle where Peugeot frequently employs electric park brake mechanisms, can seize from corrosion when infrequently operated, leading to binding, uneven pad wear, or a dragging sensation on a test drive. The discs themselves, being of relatively small diameter and made from cast iron, are highly susceptible to surface oxidation if the vehicle has spent considerable time stationary, and any juddering or pulsation through the brake pedal under moderate application should be noted as a possible indicator of uneven disc wear or corrosion. Tyres warrant careful physical inspection regardless of remaining tread depth, as low-mileage vehicles frequently exhibit sidewall cracking, perishing, and ozone-related degradation due to age rather than wear. The production date code on each tyre sidewall should be reviewed, and any rubber older than five years should prompt replacement regardless of legal compliance. Coolant, brake fluid, and transmission fluid specifications should be confirmed against manufacturer service intervals, bearing in mind that Peugeot PHEV systems generally mandate brake fluid replacement on a calendar basis irrespective of mileage due to its hygroscopic nature. A thorough road test should include steady-state motorway driving to confirm high-voltage system engagement and thermal management function, a sustained uphill section to assess hybrid powertrain transition between electric and combustion operation, and low-speed manoeuvring to verify the absence of binding or pulling from the rear brakes. Confirmation of full main dealer or specialist service history, with particular reference to any PHEV-specific diagnostic updates, would provide valuable supplementary assurance beyond the MOT record.