2021 Hyundai Tucson N Line S T-GDI HEV Auto 1.6L Hybrid electric (clean) · WK52 ABY

A clean two-test MOT record with no advisories recorded on either occasion places this Tucson in an objectively tidy position from a roadworthiness documentation standpoint, with both tests on 2025-09-10 and 2024-07-31 returning pass results and no defects noted. The absence of any recorded advisories means there is no paper trail of wear items approaching failure thresholds — no corroded brake pipes, no tired suspension components, no fluid leaks flagged at test. This is a short history, however, covering only the two MOT tests that became due after the vehicle's third anniversary, so the document evidence is limited in scope. A prospective buyer should treat the clean sheet as encouraging rather than conclusive, as the test is a snapshot of safety-critical items at one point in time and does not evaluate the broader mechanical condition of the hybrid powertrain, high-voltage battery, or service-interval items such as the 12V auxiliary battery, brake fluid, or coolant. The recorded odometer reading of 21,056 miles against an age of approximately five years translates to an annual accumulation of roughly 4,211 miles, which sits well below the typical usage rate for a vehicle of this age. Such a low annual figure can indicate genuine light use, but it can equally point to extended periods of standing, which carry their own mechanical considerations — dry-rotted rubber components, seized brake calipers from infrequent operation, and degradation of lubricants and coolants that are only mobilised under regular running. The mileage progression between the 2024 test and the 2025 test cannot be cross-checked from the data provided, but the overall figure remains modest. For a hybrid of this type, prolonged inactivity can be particularly relevant to the 12V auxiliary battery, which tends to suffer when the vehicle is left standing for long stretches between drives, and to brake components that may show corrosion on the discs from infrequent use rather than pad wear. On a physical inspection, particular attention should be paid to the front brake discs and pads, where corrosion pitting rather than friction wear is the more likely finding given the low mileage — look for heavy surface rust on the disc outer edges and feel for any binding or judder when pulling away. The tyres should be checked for signs of perishing or sidewall cracking consistent with age rather than wear, and the tread depth measured to confirm it remains above the legal 1.6mm minimum given the limited mileage accumulated. On the test drive, listen for any clonks or knocks from the front suspension over uneven surfaces, as low-mileage vehicles that have been stood can develop seized or dry bushes that only become apparent under load. Steering should feel precise without pulling to either side, and the brake pedal should be firm and progressive without excessive travel. The hybrid system itself warrants specific checks that fall beyond the MOT scope. Confirm that the vehicle transitions smoothly between electric and petrol propulsion, that the high-voltage system shows no warning messages on the dashboard, and that the engine starts promptly without excessive cranking. Inspect under the bonnet for any signs of oil seepage from the engine or transaxle, and verify that the coolant reservoir remains at the correct level with no staining suggesting recent top-ups. The charging port and associated cables, where fitted, should be inspected for damage. Finally, request evidence of the manufacturer's service schedule having been followed, as the hybrid system requires periodic inspection of items such as the inverter coolant and high-voltage cabling that an MOT test does not cover, and these records will give a far more complete picture of the vehicle's mechanical state than the MOT history alone.