2021 Ford Puma ST 1.5L Petrol · RO06 HOW

The vehicle presents a thoroughly clean and consistent DVSA MOT history, with three consecutive pass certificates recorded on 17 January 2024, 15 January 2025, and 12 January 2026, each returning no advisories, no minor defects, and no failures. This represents an exemplary maintenance trend, suggesting that the previous keeper has either addressed wear items proactively before the annual test or that the vehicle simply has not yet reached the threshold where component deterioration triggers an advisory or failure. For a prospective buyer, this unbroken run of clean passes is a positive indicator of conscientious ownership, though it should be noted that the MOT represents only a snapshot of roadworthiness on the day and does not guarantee the mechanical condition of major drivetrain components or the service history of non-tested items. With 62,039 miles recorded on a 2021 model, this Ford Puma ST is accumulating mileage at approximately 12,400 miles per annum, which is notably above the UK average of around 7,500 to 8,000 miles. While this high annual usage increases wear rates on consumable components such as brake pads, brake discs, tyres, clutches (on the manual variant), and suspension bushes, it also typically means the vehicle has been exercised regularly, reducing the risk of standing-related deterioration such as brake caliper seizure, dry corrosion on brake rotors, flat-spotted tyres, or perished coolant hoses. The mileage accumulation appears linear across the three MOT records, with no sudden jumps suggesting clock irregularities or missed tests. Buyers should however anticipate that consumable replacement intervals will be shorter on a high-mileage example, and component fatigue items such as coil springs, drop links, and anti-roll bar bushes may be closer to requiring attention than on a lower-mileage equivalent. Given the clean MOT record, physical inspection should focus on age-and-mileage-related items that the annual test may not fully capture. Tyres warrant close examination for both tread depth and, critically, sidewall condition, as five-year-old rubber can suffer perishing and cracking from UV exposure and ozone degradation even where tread remains legal; check the DOT date code on the sidewall for confirmation of manufacture date. Brake discs should be inspected for lipping at the outer edges, hot spots, and surface corrosion that could indicate binding calipers, while the front brake pads should be measured for remaining friction material as high-mileage use accelerates wear. The 12V battery is approaching a typical replacement window of five to six years, so its cranking performance and state of charge via a diagnostic check is advisable, and look for any slow-start symptoms that could indicate weakening cells. Underbonnet inspection should verify fluid condition and service history, including engine oil and filter changes, coolant replacement, brake fluid renewal (recommended every two years regardless of mileage due to hygroscopic moisture absorption), and manual gearbox oil if applicable. On a test drive, listen for any suspension clonks or knocks over uneven surfaces that could indicate worn top mounts, control arm bushes, or anti-roll bar drop links, and pay attention to steering precision as worn front suspension components frequently manifest as vague handling or tramlining. Listen for any unusual transmission noises, clutch slip or judder under load, and verify that the brake pedal feels firm without sponginess or excessive travel. Finally, inspect the underside of the vehicle for fluid leaks, corroded exhaust mounting rubbers, and any structural corrosion particularly in the wheel arches, sills, and subframe mounting areas, as these are common age-related concerns on performance-oriented hatchbacks subjected to higher annual mileages.