2026 Tiggo 9 Summit Phev AWD Auto Hybrid electric (clean) · LD26 FEX

There is no official DVSA MOT history recorded for this 2026 Chery TIGGO 9 SUMMIT PHEV AWD automatic, which means the assessment of test outcomes cannot be based on prior pass or fail records. As this is a brand new 2026 model year vehicle registered very close to the current date, the absence of MOT data is entirely expected and not a negative indicator; UK MOT testing does not legally commence until the vehicle reaches three years of age. Without a historical test trend to evaluate, it is not possible to comment on whether maintenance discipline has been stable, worsening, or improving, and the prospective buyer should rely on the vehicle's pre-delivery inspection (PDI), manufacturer warranty documentation, and any recorded service stamps to establish a baseline of mechanical integrity. The mileage recorded as "unknown" prevents any meaningful analysis of annual usage rates, mileage gaps, or accumulation patterns relative to the vehicle's age. Given that this is essentially a new vehicle from the 2026 model year, the mileage should be very low and consistent with pre-delivery, demonstrator, or delivery mileage only. PHEV powertrains place unique demands on both the internal combustion components and the high-voltage hybrid system, so unusually high mileage on such a new chassis could indicate fleet, rental, or heavy commercial use, all of which warrant closer scrutiny of the hybrid battery management system, brake wear (which can be uneven on PHEVs due to regenerative braking masking pad wear), and overall condition. Conversely, very low mileage is not necessarily beneficial, as short journeys without full battery charges can lead to insufficient engine warm-up, potential oil dilution, and incomplete DPF-style regeneration cycles if applicable. In the absence of MOT advisory records, the buyer must shift attention to age-appropriate physical checks that would normally be informed by MOT defect history. Tyre sidewalls and tread should be inspected for perishing or cracking, particularly if the vehicle has been stored for extended periods, and tread depth measured to confirm compliance with the legal 1.6mm minimum across the central three-quarters of the tyre. Brake discs should be examined for surface corrosion from standing, a common issue on low-mileage or stored vehicles, and calipers should be checked for seized pistons or sliders that may cause binding or uneven pad wear. The 12V auxiliary battery and the high-voltage traction battery state of health should both be verified, as PHEV lithium-ion packs can degrade if left at a low state of charge for prolonged periods. All fluid levels including engine oil, coolant, brake fluid, and transmission fluid should be inspected for correct fill and condition, with brake fluid particularly susceptible to moisture absorption over time regardless of mileage. Finally, a thorough test drive should be conducted with particular attention to the hybrid system's behaviour, including smooth transition between electric and combustion modes, consistent regenerative braking response, and any warning messages on the instrument cluster. The driver should listen for any abnormal noises from the suspension over uneven surfaces, as coil springs, anti-roll bar links, and suspension bushes can all be assessed audibly for knocking or clonking. Steering response should be precise without vibration or pulling, which could indicate tracking or alignment issues even on a new vehicle if it has been transported or handled roughly. All electronic systems including infotainment, driver assistance features, parking sensors, cameras, and climate control should be fully operational. Given the absence of MOT data and the complexity of the PHEV powertrain, a pre-purchase inspection by a qualified independent technician familiar with hybrid vehicles would be a prudent investment to confirm mechanical and electrical integrity before commitment.