2024 Ford Puma Titanium Mhev 1.0L Hybrid electric · KT24 DMZ

A 2024 Ford Puma Titanium MHEV with no recorded DVSA MOT test history presents an unusual position for a prospective buyer, as the official roadworthiness file is entirely absent rather than demonstrably clean. In the UK, vehicles only become MOT testable once they reach three years of age, so a 2024-registered car passing through a dealer forecourt in late 2026 would only just be approaching or entering its first mandatory test window, which fully explains the empty DVSA record. While this means there are no advisories, corrosion findings, or failure points to scrutinise, it equally means there is no independent, documented proof of mechanical condition from the testing authority. The buyer is therefore relying on Ford's factory build quality, the selling dealer's pre-sale inspection, and the remaining manufacturer warranty rather than any accumulated MOT evidence. The mileage context for this Puma cannot be meaningfully benchmarked because the recorded odometer reading has not been supplied and there are no MOT readings to cross-reference against the vehicle's age. A two to three year old Puma typically accrues somewhere in the region of eight to fifteen thousand miles per year under normal private or commuter use, but without a figure on the dashboard and no MOT test odometer entries to plot against annual intervals, it is impossible to verify whether this particular example has been used predominantly for short urban trips, long motorway commutes, or has covered very low mileage consistent with a second car or lease return. The mild-hybrid powertrain adds a specific consideration here, as the 48V belt-driven starter-generator system, the lithium-ion battery pack, and the associated power electronics are designed to function best with regular use and benefit from consistent running rather than long periods of standing still. On a physical inspection, the absence of MOT history shifts the emphasis heavily onto a thorough hands-on examination of the items that would normally be flagged on a first test at three years of age. Particular attention should be paid to the underside and suspension components, including the front lower control arm bushes, anti-roll bar drop links, and coil springs, as these are known wear points on Puma platforms and would be expected to show early signs of play or knocking. The brake discs and pads should be inspected for lipping on the front disc edges, binding calipers, and uneven pad wear, while the flexible brake hoses and rigid brake pipes should be checked for any surface corrosion or chafing against the underbody. Steering play, uneven tyre wear across the front axle, and any knocking or clonking from the front end over speed bumps would warrant further investigation into the suspension geometry and top mount condition. Given the mild-hybrid specification, the test drive should include a cold start to verify smooth engagement of the integrated starter-generator and confirmation that the powertrain transitions cleanly between electric assistance and internal combustion without warning lights, hesitation, or unusual vibrations on the dashboard. Tyres should be examined for even shoulder wear, cuts, and adequate tread depth, as a 2024 car may still be running its original factory fitment. All fluid levels, including engine oil, coolant, and the brake fluid, should be verified at the dipstick and reservoir, and the underside should be inspected on a ramp for any signs of oil weep from the engine or transmission, exhaust joint integrity, and the condition of the catalytic converter shielding. Finally, confirming the presence of a complete service history, the remaining Ford manufacturer warranty cover, and any outstanding safety recalls through a franchised dealer will be essential to compensate for the lack of MOT documentary evidence.