2024 Ford Kuga ST-Line Phev CVT Hybrid electric (clean) · SY74 PFF

Because this 2024 Ford Kuga ST-Line PHEV CVT has no MOT tests recorded on the DVSA database, the historical roadworthiness picture for this vehicle is effectively a blank sheet. Any prospective buyer must therefore recognise that no statutory evidence exists within the MOT record to confirm that it has ever been presented for testing, passed, or carried advisories or defects. As a 2024 model year vehicle, it will only become MOT-testable from its third anniversary of first registration, which falls within the calendar year 2027 under the current testing regulations, so the absence of MOT history at this stage is normal rather than a cause for alarm in itself. The defining mechanical story for this car is therefore entirely forward-looking, and any conclusions about its condition must rely on pre-delivery checks, warranty documentation, and physical inspection rather than on DVSA evidence. The recorded mileage for this Kuga has not been supplied, and without that data it is not possible to reconcile usage against the vehicle's age of roughly two years. PHEV variants of the Kuga are frequently used for mixed commuter duty, combining shorter electric-only trips with longer petrol-assisted journeys, which tends to keep brake wear comparatively low through regular regenerative deceleration but places consistent demand on the high-voltage battery pack, the cooling system for that pack, and the petrol engine ancillaries when the unit cuts in. A buyer should ask for a full mileage audit and any in-service history, particularly verifying whether the vehicle has been plugged in and charged routinely rather than left at a low state of charge for extended periods, as prolonged low SoC or infrequent use can degrade the lithium-ion traction battery and leave the petrol engine running more often than designed. On a physical inspection, the items that most commonly appear in early MOT advisories on Kugas of this generation are the front brake discs and pads, the rear suspension bushes and trailing arms, and the underbody trim and splash shields. Specific symptoms to listen and feel for on a test drive include a dull knock from the offside rear over broken tarmac, which can point to a worn rear trailing arm bush; vibration through the steering wheel or a pulsing sensation through the brake pedal during light to moderate pedal pressure, which is consistent with front disc lipping or runout; and a faint graunch or binding sensation when the rear nears come off the brakes at walking pace, suggesting a sticking rear caliper slider. Equally, when first selecting drive from cold, listen for a brief whine from the transmission area as the CVT hydraulic pump primes, and confirm that the transition between electric and petrol propulsion is smooth rather than accompanied by a noticeable clunk. Beyond the running gear, this PHEV should be inspected with particular attention to the high-voltage charging port, the 12V auxiliary battery condition, and any evidence of coolant weeping from the EV thermal management system, as these areas are not typically captured by a standard visual appraisal. All four tyres should be checked for even shoulder wear, which can indicate a tracking or alignment issue, and the underside examined for any oil misting around the petrol engine sump and for corrosion starting to bloom on exposed suspension arms. Finally, before committing to the purchase, obtain a full diagnostic scan for any stored fault codes in both the combustion and hybrid powertrain control modules, as intermittent hybrid system warnings frequently do not illuminate a dashboard telltale but are recorded within the ECU memory.