2021 Ford Puma ST-Line Mhev 1.0L Petrol · SW21 TJO

The most recent DVSA examination on 25 August 2026 returned a PASS outcome, although the tester recorded two advisories relating to perishing on both rear tyres, which were manufactured in 2020 and are now six years old despite the vehicle itself only being five years old. Looking at the broader test history, the vehicle has demonstrated a generally stable and well-maintained pattern, securing clean passes at both the August 2025 and September 2024 tests with no advisories or defects recorded on either occasion. The only prior failure was a minor functional issue on 9 September 2024 concerning an inoperative windscreen washer, which was evidently rectified and resulted in a pass the following day. The sudden appearance of tyre-related advisories at the latest test warrants attention, as it indicates that age-related rubber degradation is beginning to manifest, even though no immediate failure was triggered. With a recorded mileage of 32,781 miles over approximately five years, the vehicle has covered around 6,556 miles annually, which is broadly typical for a modern light car and falls comfortably within expected usage parameters for a Ford Puma ST-Line MHEV of this vintage. There are no significant gaps in the mileage progression across the recorded MOT entries, suggesting the car has been used consistently rather than left standing for extended periods, which is generally favourable for mechanical components such as the mild-hybrid electrical system, brake discs, and clutch. While the annual mileage is not excessive, it is sufficient to have generated meaningful wear on consumables, and the relatively modest accumulation means the buyer should still expect age-based degradation independent of mileage, particularly to rubber and fluid components. Given that the latest advisories specifically concern perishing on rear tyres dated 2020, this is a critical inspection point prior to purchase. Tyre sidewall cracking, often visible as fine fissures in the rubber compound, is a calendar-driven degradation that affects grip and can lead to premature failure under load, regardless of remaining tread depth. Both rear tyres should be examined closely for circumferential and radial cracking, particularly in the sidewall flex zone, and replacement should be anticipated imminently if cracking is extensive. During a test drive, listen for any increase in road noise from the rear axle, which can indicate compromised tyre integrity, and check for any pulling to one side under braking, which may suggest uneven wear secondary to suspension geometry issues. It would also be prudent to inspect all four tyres, as the front pair may be of similar age and approaching the same condition, and to verify that the wheels are free from kerbing damage that could exacerbate future cracking. Beyond the advisories, a prospective buyer should conduct a series of age and mileage-appropriate physical checks. Given that the vehicle is now five years old, the 12V auxiliary battery supporting the mild-hybrid system should be load-tested, as batteries of this age commonly show diminished cranking performance, particularly after periods of short-trip use. Brake discs and calipers should be examined for surface corrosion, especially if the vehicle has experienced any extended standing time, with attention paid to whether the calipers release cleanly when warm, as binding can manifest as drag, uneven pad wear, or a pulling sensation on the test drive. The coolant, brake fluid, and transmission fluid should be assessed against their recommended service intervals, as calendar-based degradation of fluid chemistry occurs regardless of mileage. Additionally, the underbody and suspension components, including coil springs, bushes, and anti-roll bar links, should be inspected for corrosion and wear consistent with 32,781 miles of UK road use, and the exhaust system checked for any signs of mounting failure or corrosion at joints, all of which are standard considerations for a five-year-old vehicle in this class.