2025 Ford Kuga ST-Line Phev CVT 2.5L Hybrid electric · WM25 LUP

A 2025 Ford Kuga PHEV presented with no recorded MOT history is effectively an unverified vehicle from a roadworthiness documentation perspective. Because the car is only around one year old, the absence of any test entry is consistent with a vehicle that may not yet have required its first MOT (which becomes mandatory at three years of age), so the lack of data does not indicate neglect or concealed defects at this stage. However, it does mean there is no documented pass or fail evidence to evaluate the maintenance trajectory. The trend cannot be classified as stable, worsening, or improving, as no comparative data exists within the supplied record. Any mechanical narrative is therefore restricted to what a physical inspection can reveal rather than what prior tests confirm. Mileage pattern cannot be assessed against age because no recorded odometer readings have been supplied. Without test dates showing progression, it is not possible to identify gaps in usage, rapid accumulation, or periods of low running that might suggest irregular driving patterns. For a 2025 plug-in hybrid, an unusually low annual figure could imply infrequent charging and limited use of the electrical drivetrain, which sometimes masks issues with the high-voltage system until a diagnostic check is performed. Equally, a very high figure for a one-year-old car would warrant closer scrutiny of the regenerative braking components and tyre wear. The absence of this data leaves the usage profile entirely undetermined. Any prospective buyer should arrange a pre-purchase inspection focusing on items that an MOT would normally catch but which currently have no documented history. Particular attention should be paid to the rear brake calipers and discs, as binding is a known pattern on earlier Kuga generations and would only be identified by physical examination or a brake roller test. The coil spring suspension, front and rear anti-roll bar bushes, and the underbody structural condition should be inspected for early corrosion or cracking, particularly around subframe mounting points. Tyre tread depth, evenness of wear across axles, and the condition of the 12-volt auxiliary battery (a frequent failure point on PHEVs) should all be verified. Finally, requesting a full dealer or specialist diagnostic read-out of the hybrid powertrain, including any stored fault codes in the battery management system, would compensate for the absence of any DVSA test record.