2023 Hyundai Tucson Ultimate Tgdi Phev 4X4A 1.6L Hybrid electric (clean) · ML73 VJO

A clean and largely uneventful DVSA record defines the mechanical picture for this 2023 Hyundai Tucson PHEV, with the single recorded MOT test on 27 July 2026 returning a pass and no advisories or failures logged. With only one test on file, it is not possible to speak to a longitudinal trend, but the absence of any flagged defects on a three-year-old vehicle at 5,546 miles is a neutral data point rather than an endorsement of long-term condition. The first MOT would normally be required at the three-year mark, which this vehicle has just reached, so the record here represents the earliest statutory checkpoint rather than a history of repeated compliance. No brake, suspension, tyre, corrosion, exhaust, or lighting items have been documented as marginal, which removes a layer of common used-car concerns but does not substitute for a physical inspection of components that MOT testing does not cover. The recorded mileage of 5,546 miles across three years equates to roughly 1,849 miles annually, which is markedly below typical utilisation for a modern family SUV. This low annual accumulation can indicate short journeys, occasional weekend use, or extended periods of standing, all of which carry specific mechanical implications. Plug-in hybrid powertrains driven predominantly on short cycles may experience elevated wear on the 12V auxiliary battery, brake calipers and discs due to underuse, and on the plug-in hybrid battery itself if left at a high or low state of charge for prolonged periods. Conversely, the combustion engine components, including the 1.6 turbocharged petrol unit and its associated emissions control systems, may have seen limited thermal cycling, which can lead to oil seal drying, coolant passage deposits, and increased condensation within the exhaust system. Tyres fitted to a low-mileage vehicle of this age can also suffer sidewall cracking or perishing from stationary ageing, even if tread depth remains adequate. For a prospective buyer, a physical inspection should prioritise the items that low usage tends to compromise first. The brake calipers and handbrake mechanism should be checked for seizing, particularly at the rear, as corrosion on slider pins and the internal mechanism is common after long standing periods. On a test drive, listen for scraping, grinding, or binding under light braking, and verify that the vehicle rolls freely on a flat surface with the handbrake released. The 12V battery should be load tested, as repeated short trips in hybrid mode are insufficient to maintain its charge, and a flat or weak cell will produce warning messages and start-up issues. Tyres warrant close scrutiny for cracking in the sidewall and tread blocks, as three years of standing can degrade the rubber compound even at modest mileage. Finally, confirm that the PHEV system activates correctly, the high-voltage battery shows a healthy state of charge, and that the vehicle switches seamlessly between electric, hybrid, and petrol modes without warning lights or error messages on the dashboard. A diagnostic scan of all control modules is advisable, as MOT records will not capture any stored fault codes relating to the hybrid powertrain, charging system, or driver assistance systems fitted to the Ultimate specification.