2023 Ford Puma ST-Line Mhev 1.0L Hybrid electric · NG23 PFX

The most recent DVSA MOT test for this 2023 Ford Puma ST-Line MHEV was conducted on 3 April 2026 and resulted in a pass with no defects or advisories recorded against the vehicle. A clean pass with no advisories is the most favourable outcome a buyer can hope to see on an MOT record, indicating that on the day of testing the vehicle met all statutory roadworthiness requirements for items such as lighting, steering, suspension, brakes, tyres, and exhaust emissions. While a single clean test on its own is a positive indicator, it does represent a limited snapshot, and the absence of any prior test history in the supplied records means the overall maintenance trend can only be described as stable based on the available data. Prospective buyers should still treat this as a starting point for a physical inspection rather than conclusive proof of mechanical condition, particularly given the relatively recent introduction of this generation of Puma. With approximately 18,228 miles recorded over a three-year period, the vehicle has covered roughly 6,076 miles annually, which sits broadly within the typical usage bracket for a modern supermini crossover. This mileage profile suggests a mix of urban and shorter journeys rather than sustained motorway use, which has particular implications for certain components. Diesel-style DPF concerns are not relevant here as the Puma ST-Line MHEV uses a petrol powertrain, but the mild-hybrid 48-volt system, brake system, tyres, and 12V battery can all be affected by predominantly low-speed, stop-start driving patterns. There is no indication of excessively high mileage that would imply accelerated wear on clutches, suspension bushes, or drivetrain components, nor is there evidence of the vehicle having been left standing for extended periods, which would raise concerns about brake seizure or fluid degradation. Given the clean MOT record and the modest annual mileage, physical inspection should focus on age- and usage-related deterioration rather than specific flagged defects. Tyres should be examined closely for sidewall perishing or cracking, as rubber compounds degrade with age regardless of tread depth, and the spare or repair kit should be verified as present and in date. The 12V battery should be load-tested if possible, as short-hop urban use and any periods of standing can shorten battery life, and the 48V mild-hybrid lithium-ion battery pack and associated drive belt should be checked for warning messages on the instrument cluster. Brake discs should be inspected for surface corrosion, particularly on the rear axle, and a test drive should confirm that the handbrake holds cleanly without excessive travel, as calipers can bind after light use. Fluid condition, including engine oil, coolant, and brake fluid, should be assessed against the service schedule stamped in the service book, as brake fluid in particular is hygroscopic and typically requires replacement every two years regardless of mileage. On a road test, the buyer should listen for any clonks or knocks from the front suspension over speed bumps, which can indicate worn anti-roll bar bushes or top mount wear common to this class of vehicle. Steering should feel precise without vibration or pulling to either side, and the clutch should engage smoothly without slipping under load or producing graunching noises when cold. The 1.0-litre EcoBoost hybrid engine should start promptly and idle smoothly, with any hesitation, misfire warning light, or rough running suggesting possible coil pack or injector issues worth investigating via a diagnostic scan. Finally, confirming a full Ford main dealer or specialist service history with stamps matching the recommended intervals will provide strong reassurance that the mild-hybrid system, cambelt or timing chain, and essential fluids have been properly maintained, complementing the favourable MOT outcome and giving a complete picture of the vehicle's mechanical integrity.