2014 Honda CR-V EX I-Dtec 2.2L Heavy oil · IXZ 2062

This 2014 Honda CR-V i-DTEC presents a highly encouraging roadworthiness profile, with four consecutive clean MOT passes recorded from 2022 through late 2025, the most recent being on 24 November 2025. A single earlier failure on 18 October 2022 is documented without associated defect entries, which typically indicates a retest scenario where the vehicle was repaired and successfully passed just six days later on 24 October 2022. Since that resolution, the SUV has returned straight-pass results across three annual tests with zero advisories or failures logged, suggesting the underlying issue was addressed conclusively and has not resurfaced. The absence of any recurring advisories relating to corrosion, suspension wear, brake component condition, or exhaust integrity is a strong indicator of sustained mechanical soundness, particularly noteworthy for a diesel SUV approaching its twelfth year of service. The mileage profile of approximately 135,661 miles across twelve years equates to an average annual accumulation of around 11,300 miles, which sits comfortably within the expected band for a vehicle of this age and type. There are no recorded gaps in testing history that would suggest prolonged periods off the road, and the consistent year-on-year MOT attendance implies regular use rather than sporadic activity. For a diesel powertrain of this generation, this kind of steady mileage is mechanically beneficial, as it tends to keep the turbocharger, DPF system, and dual-clutch or torque converter components working within their intended operating parameters and reduces the risk of cold-start wear and oil seal degradation associated with short journeys or extended lay-ups. The mileage progression between tests appears consistent with normal driving patterns. From a targeted inspection standpoint, the absence of any recorded advisories means the usual wear items associated with a high-mileage CR-V have not been flagged as approaching failure thresholds during official testing. However, a buyer should still pay close attention to the suspension system during a physical inspection and test drive, particularly listening for clonks or knocks from the front suspension arms and anti-roll bar bushes over speed humps and uneven surfaces, as these components are known wear items on chassis of this era. Steering response should be checked for any vagueness, knocking, or pulling to one side under braking, which could indicate worn drop links or top mounts that have not yet reached advisory level. On the diesel side, cold starting behaviour, the presence of any unusual smoke on initial startup, and the smoothness of the automatic or manual gear selection should all be evaluated, as the i-DTEC engine can develop injector or turbocharger-related symptoms with high accumulated mileage. Brake feel should be tested progressively from low to moderate speed, paying particular attention to pedal firmness and any judder through the steering wheel, which on this generation of CR-V can point to warped front discs rather than pad wear alone. The underside of the vehicle, particularly the rear arch areas and subframe mounting points, should be visually inspected for any bubbling or surface corrosion, as the CR-V is not immune to rust in these zones despite the clean MOT record, which only requires visual identification of dangerous corrosion rather than advisory-level surface oxidation. Finally, verify that the diesel particulate filter has been regularly exercised through sustained higher-speed running, as urban-dominated mileage profiles can lead to DPF regeneration issues over time. Given the exceptionally clean recent test history, this vehicle represents a well-maintained candidate that warrants only the standard level of due diligence expected for any used diesel SUV of this age and mileage.