2022 Peugeot 3008 GT Puretech S/S Auto 1.2L Petrol · LR22 HKP

A 2022 Peugeot 3008 GT PureTech automatic presents a highly reassuring mechanical profile based on its recorded DVSA history, with consecutive pass certificates issued in March 2025 and March 2026, both carrying zero advisories or defects. The absence of any flagged items across two annual tests suggests that the major safety-critical systems such as braking efficiency, suspension linkages, exhaust integrity, and structural corrosion have all been deemed compliant at the point of inspection. This kind of unbroken clean sheet on a relatively modern PureTech turbocharged petrol is particularly notable, given that some early examples of this engine family have been subject to manufacturer campaigns regarding timing belt wear and coolant system sealing; the fact that nothing has been flagged provides a useful benchmark of underlying mechanical health. A buyer should still treat the MOT record as a snapshot rather than a guarantee, but the trajectory here is unambiguously positive. With 29,607 miles accumulated over roughly four years of registration, the vehicle is running at approximately 7,400 miles annually, which is broadly typical for a car of this age and segment. The mileage recorded between the two MOT tests is consistent with steady, moderate private use rather than high-mileage motorway commuting or stop-start urban abuse. At this accumulation rate, major drivetrain consumables such as the clutch pack in the automatic transmission, turbocharger bearings, and dual-mass flywheel components remain well within their expected service life. Brake discs and pads will have worn proportionally, and tyres will have seen multiple replacement cycles already, but no item should be approaching end-of-life purely on mileage grounds. Given the clean MOT sheet, there are no specific components flagged for the buyer to investigate that would indicate recurring weaknesses. Nevertheless, the PureTech 1.2-litre turbo engine warrants particular attention during a physical inspection, as early production units were known for premature timing belt stretch and occasional coolant leaks from the thermostat housing and oil filter cooler area. On a test drive, listen carefully for any rough idle, uneven tick-over, or metallic ticking from the front of the engine on cold start, and check the underside for any residue of pink or green coolant staining near the timing cover. Allow the engine to reach full operating temperature and confirm the cooling fan cycles correctly, as a delayed or non-operational fan can point to thermostat failure. For the rest of the vehicle, focus the test drive on the automatic transmission behaviour, ensuring that gear changes from the EAT8 box are smooth and free of hesitation or shunt, particularly between second and fourth gears where some units have exhibited software-related judder. On uneven road surfaces, listen for any clonks or knocking from the front suspension, which could suggest worn top mounts or anti-roll bar bushes that would not necessarily fail an MOT but could become advisory material in the near future. Inspect all four tyres for even wear across the tread, as misalignment caused by worn suspension arms can produce inner-edge wear that is easy to miss on a cursory look. Finally, examine the underside for any fresh surface corrosion on brake lines, the rear axle, and subframe mounting points, as these are the areas most likely to generate future advisories once the vehicle moves past the five-year threshold.