2020 Ford Puma Titanium 1.0L Petrol · YP20 LRJ

A predominantly clean MOT record defines this 2020 Ford Puma, with four passes against only one failure, and the most recent test on 6 August 2026 returning a clean pass with no advisories or defects recorded. That follow-on pass is particularly relevant because the previous test in September 2025 also returned a clean sheet, suggesting the items flagged in 2024 were addressed. The single failure, recorded on 21 August 2024, was a headlamp aim defect on the nearside, classified as a prs (pass after rectification) rather than a dangerous or major failure, and the same visit logged advisories on the front brake pads and discs alongside a nearside front tyre worn down to 2 mm. None of these advisories reappeared in 2025 or 2026, which indicates the wear items were either replaced or had not yet reached the fail threshold. Overall, the mechanical story is one of intermittent front-end wear that has not progressed into a pattern of repeat advisories. The mileage profile of 73,825 miles over roughly six years equates to an annual accumulation of about 12,300 miles, which sits at the upper end of typical private use and is consistent with regular long-distance commuting or motorway mileage. There is no evidence in the record of extended periods off the road or of significant mileage gaps between tests, with annual readings progressing steadily. This pattern tends to accelerate wear on the very components that have already drawn advisories here: the front brake discs, pads, and tyres, as well as suspension bushes, anti-roll bar links, and the clutch if it is a manual variant. Higher annual mileage also places more thermal stress through the braking system and more load on the front tyres, particularly on a front-wheel-drive platform like the Puma. For a prospective buyer, the priority areas on a physical inspection should mirror the components that have drawn advisories. The front brake discs should be examined for lipping at the outer edge, hot spots visible as blueing on the disc surface, and any obvious scoring or run-out when the wheel is rotated by hand; warped discs will typically produce a judder through the steering wheel under medium to firm braking from higher speeds. The front brake pads should be checked for remaining friction material, with particular attention to the inner pads, as those were specifically flagged on both sides. The nearside headlamp should be inspected for correct alignment against a flat wall, as the 2024 prs suggests the adjustment mechanism may have been disturbed or fatigued. The front tyres should be measured with a tread depth gauge, with both inner and outer shoulders checked for uneven wear patterns that could point to alignment or suspension geometry issues, especially camber or worn front wishbone bushes. On a test drive, listen for clonking or knocking noises from the front suspension over speed humps, broken road surfaces, and during full-lock low-speed manoeuvres, as these symptoms commonly indicate worn anti-roll bar drop links, top mounts, or suspension bushes which would be expected to show wear given the mileage. Steering should be precise with no pulling to either side under steady throttle, and any vagueness through the centre of the wheel or knocking on full lock would warrant further investigation. The brake pedal should feel firm and progressive without excessive travel, and any grinding, squealing, or vibration under braking should be treated as a likely disc or pad issue. Finally, given the annual mileage, it is prudent to inspect the condition of the coolant, brake fluid, and engine oil for service interval compliance, as these are not MOT items but are relevant to long-term reliability on a higher-mileage example.