2026 Omoda 9 Noble Phev AWD Auto Hybrid electric (clean) · ML26 DXV

The vehicle in question, a 2026 OMODA 9 NOBLE PHEV PHEV with automatic transmission and all-wheel drive, currently has no recorded MOT test history on the DVSA database. As the car is effectively brand new, having been registered in the current model year, it will not require its first statutory roadworthiness examination until its third anniversary of registration, in line with current DVSA regulations for new vehicles. Consequently, there is no historical pass or fail data from which to assess a maintenance trend, defect pattern, or advisory progression. A prospective buyer must therefore rely entirely on the supplied pre-delivery inspection documentation, manufacturer warranty records, and a physical appraisal rather than on any government test history. Regarding mileage, the recorded distance covered is not available, and there is insufficient data to compare against the vehicle's age. Given that the car is a 2026 model, it is reasonable to assume that any mileage accrued is very low and likely the result of initial dealer preparation, demonstration use, or short-term ownership since registration. Low initial mileage on a plug-in hybrid of this nature is not necessarily a concern, but it does mean that components designed to operate under normal driving conditions, such as the combustion engine, clutchless e-CVT transmission, regenerative braking system, and all-wheel-drive coupling, may not have been fully exercised. A brief confirmation of the odometer reading at the point of sale, ideally cross-referenced with the in-service date, would be prudent to verify the car has been adequately run-in and that the high-voltage battery has undergone sufficient charge and discharge cycles. In the absence of MOT data, a thorough physical inspection is essential, focusing on age-related and standing-condition issues. Externally, the tyres should be examined for sidewall perishing or cracking, as even unused tyres degrade over time, and the tread depth should be measured to ensure it meets the legal minimum of 1.6mm across the central three-quarters of the tread. The alloy wheels should be inspected for kerb damage and signs of brake disc corrosion, particularly if the vehicle has been stored for extended periods, as standing corrosion can lead to surface pitting or binding calipers. The 12-volt auxiliary battery, which is known to fail prematurely in some new vehicles due to parasitic drain from infotainment and control modules, should be load-tested, and the high-voltage traction battery state of health should be verified through the diagnostic menu or manufacturer report. All fluid levels and conditions, including the engine oil, coolant, brake fluid, and PHEV-specific systems, should be checked for degradation, as time-based servicing intervals apply regardless of distance covered. On a test drive, particular attention should be paid to the operation of the hybrid powertrain, ensuring smooth transition between electric and petrol modes without excessive vibration or warning messages. The brakes should be tested for any shudder, judder, or pull, which would suggest warped discs or seized caliper slides, and the regenerative braking feel should be progressive. The suspension should be assessed for any knocking or clonking over uneven surfaces, which could indicate worn anti-roll bar bushes or drop links, and the all-wheel-drive system should be confirmed as engaging smoothly without warning lights. Finally, the infotainment, driver assistance systems, and charging functionality should be fully demonstrated, with a record of any outstanding software updates or manufacturer technical service bulletins, to ensure the vehicle is presented in a fully operational and roadworthy condition commensurate with its new status.