2022 Ford Puma Titanium Mhev 1.0L Petrol · WK22 TKF

The Ford Puma Titanium MHEV most recently passed its MOT test on 6 February 2026 with no defects or advisories recorded, and the prior test on 4 February 2025 also resulted in a clean pass. With two consecutive pass entries and no advisories logged on either occasion, the recorded maintenance trend is stable and presents a favourable picture from a regulatory standpoint. The absence of any advisory notes means that DVSA inspectors did not identify components that were worn but not yet at failure threshold, which is the most common way minor deterioration surfaces in the MOT record. For a prospective buyer, this clean history reduces, but does not eliminate, the need for physical inspection, as MOT testing is a point-in-time check and does not evaluate every serviceable item on the vehicle. Recorded mileage stands at 25,506 miles over an approximate four-year period, which equates to around 6,376 miles annually. This rate is broadly typical for a modern petrol hybrid crossover and suggests the vehicle has been used for a mixture of urban and shorter journeys rather than sustained high-mileage motorway work. The mileage progression between the two recorded MOTs is modest, and there is no evidence of a significant gap in use that would raise immediate concerns about extended standing periods. That said, even at average annual mileage, the cumulative effect of four years of wear on consumable items such as brake pads, discs, tyres, and the 12-volt battery should be considered when assessing the vehicle's present condition and likely near-term servicing requirements. Given the clean MOT record and moderate usage, a prospective buyer should focus on age-and-mileage-related checks rather than looking for specific recurring defects. Tyres should be examined closely for sidewall cracking or perishing, as rubber degrades with calendar age regardless of tread depth, and the DOT date code should be confirmed to ensure the tyres are not excessively old. Brake discs should be inspected for surface corrosion or lipping, and the calipers should be checked for freedom of movement to rule out any binding, particularly given the relatively low annual mileage which can contribute to corrosion from infrequent use. The 12-volt battery, which supports the mild hybrid system's electrical loads, should be load-tested, and the charging system verified, as batteries in stop-start hybrid vehicles are subject to frequent cycling. A thorough test drive should include attention to the suspension, listening for any clonks or knocks over speed humps and uneven surfaces that could indicate worn bushes, drop links, or top mount deterioration, all of which are common on vehicles of this age regardless of MOT outcome. The mild hybrid system itself, including the integrated starter generator and the associated 48-volt components, should be checked for any warning messages on the instrument cluster, and a diagnostic scan for stored fault codes is advisable even though no defects were recorded at the time of test. Fluid condition and service history should be verified, ensuring that engine oil, coolant, brake fluid, and transmission fluid have been changed in line with the manufacturer's time-based intervals rather than purely on mileage, as calendar-aged fluids can degrade protective properties. Finally, the exhaust system should be examined for any signs of corrosion or mounting deterioration, the bodywork checked for any accident damage, and all service book stamps or digital service records cross-referenced to confirm the vehicle has been maintained to schedule.