2023 Nissan Juke Tekna HEV CVT 1.6L Hybrid electric · SC72 SJR

The most recent DVSA examination for this 2023 Nissan Juke Tekna HEV CVT, recorded on 10 July 2025, resulted in a pass with no defects or advisories noted at the time of test. With only a single MOT entry on file, it is not yet possible to establish a definitive trend of improvement or deterioration, but the absence of any flagged items on this occasion indicates the vehicle was presented in a satisfactory roadworthy condition. Given the limited MOT history available, prospective buyers should treat this single clean pass as a baseline rather than conclusive proof of long-term mechanical integrity, and place greater emphasis on corroborating service history and a physical inspection. The recorded mileage of 26,686 miles over an approximate three-year ownership period equates to an annual usage of around 8,895 miles, which sits broadly in line with the national average for a vehicle of this age and class. This moderate rate of accumulation suggests the Juke has been used for a balanced mix of urban and shorter journey duties rather than sustained high-mileage motorway use, which is generally favourable for longevity of the hybrid powertrain, braking components, and suspension. The mileage progression from new to current is consistent and proportionate, without any evident large gaps that would imply prolonged standing periods, nor any sharp spikes that might suggest heavy commercial or long-commute utilisation. For a hybrid variant, regular use is mechanically beneficial as it keeps the high-voltage battery cycled and prevents the petrol engine and associated components from suffering the effects of extended idleness. Given the relatively young age of the vehicle and the clean MOT record, any concerns are likely to be age- and calendar-related rather than wear-driven. The first area to scrutinise is the condition of the tyres, specifically sidewall perishing and cracking, which can occur even on low-mileage vehicles due to UV exposure and the natural ageing of the compound. Although the tread depth may well be within legal limits on a three-year-old car, rubber degrades chemically over time, and perished sidewalls are grounds for replacement regardless of remaining tread. Additionally, the 12-volt auxiliary battery, which supports the hybrid system control modules, can suffer reduced capacity if the vehicle has been left unused for any extended stretches, even if the overall annual mileage appears average. It is prudent to have this battery load-tested as part of any pre-purchase evaluation, as failure of the auxiliary battery in a hybrid vehicle can lead to non-start conditions and error codes within the hybrid system. Further inspection points should include a thorough check of all fluid services, as brake fluid and engine coolant degrade on a time basis irrespective of mileage, and a three-year-old hybrid should ideally have its brake fluid refreshed to remove moisture content and maintain braking performance. During the test drive, listen carefully for any binding or uneven pulling from the brakes, which may indicate a seized caliper often associated with vehicles used predominantly for short urban journeys where the discs do not reach sufficient temperature to self-clean. For the hybrid drivetrain specifically, observe the transition between electric and petrol propulsion for any unexpected vibrations or warning messages on the instrument cluster, and confirm that the CVT transmission delivers smooth, step-free acceleration without hesitation or juddering. Finally, examine the underside and wheel arch liners for any early signs of surface corrosion, particularly given the increasing use of salt on UK roads during winter months, even on a relatively young vehicle, and ensure all driver-assistance systems, cameras, and sensors are functioning correctly as these are commonly scrutinised at MOT and can be costly to recalibrate.