2026 Ford Puma Select EV Electric · YS26 SWO

There is no MOT test outcome to report for this vehicle, as the official DVSA MOT history contains no recorded tests at all. This is unsurprising given that the vehicle is a 2026 Ford Puma and is therefore likely to be either brand new, very recently registered, or perhaps pre-registered stock that has yet to enter the MOT testing cycle. Under current UK legislation, vehicles do not require an MOT until they reach three years of age, so an absence of testing data at this stage is normal and cannot itself be taken as evidence of poor maintenance or undisclosed defects. Without any pass or fail history, advisories, or recorded mileage progression, it is not possible to identify a maintenance trend whether stable, worsening, or improving. Any prospective buyer must therefore place full reliance on the physical condition of the vehicle, the completeness of its service documentation, and any Ford main dealer or specialist inspection undertaken prior to purchase. The recorded mileage for this vehicle is described as unknown, which means no meaningful comparison between mileage and the vehicle's age of approximately one year can be drawn. Annual mileage cannot be calculated from the available data, and there are no recorded gaps or rapid accumulation patterns to assess. In the absence of confirmed mileage, a buyer should verify the odometer reading directly against the V5C registration document, any available service invoices, and the in-vehicle trip computer records to ensure consistency. Where mileage is genuinely low, particular attention should be paid to time-related degradation of components such as brake fluid, coolant, tyres, and the 12-volt battery, all of which deteriorate with calendar age rather than purely with use. Given the absence of any recorded MOT defects or advisories, buyer guidance must focus on age-appropriate and standing-related wear checks rather than addressing any specific recurring issues. The tyres should be examined closely for sidewall perishing or cracking, which can occur even on lightly used vehicles, and the tread depth verified against the legal minimum of 1.6mm across the central three-quarters of the tread. Brake discs and calipers may have developed surface corrosion from standing, particularly if the vehicle has been stored or used only infrequently; binding calipers can be detected on a test drive by unusual pulling to one side, excessive heat or smell from a wheel after driving, or a spongy brake pedal. The 12-volt battery, particularly on an EV where auxiliary systems place consistent load, should be tested for state of health, as batteries can sulphate and lose capacity through underuse. All fluid levels and their service intervals should also be confirmed, with brake fluid ideally renewed every two years and coolant inspected for condition and concentration regardless of mileage. Finally, on a road test, the prospective buyer should listen for any suspension knocks or clonks over uneven surfaces, which could indicate premature wear of bushes, coil springs, or top mounts even on a nearly new vehicle, particularly if it has been driven on poor road surfaces. The electric powertrain should be evaluated for smooth power delivery, absence of warning messages on the driver information panel, and the state of charge and range capability of the high-voltage battery, as degradation can occur even in low-mileage examples through prolonged storage at extreme states of charge. The service book should be examined to confirm that the manufacturer's initial inspection or pre-delivery checks have been completed and stamped, and any remaining Ford warranty or extended cover verified in writing. In summary, although the lack of MOT history is consistent with the vehicle's age, a thorough physical inspection and verification of documentation remain essential.