2011 Honda CR-V 2.2L Diesel · AP60 AAY

A clear pattern of progressive chassis and exhaust wear has emerged on this 2011 Honda CR-V across its recent MOT history, with no outright failures but a gradually lengthening list of advisories that point to a vehicle entering the latter stages of its component life. The most recent test on 6 January 2026 recorded a pass alongside an advisory for heavily corroded exhaust flanges at the first and last joints, signalling that the exhaust system is on borrowed time and likely to require replacement within the next service interval. The 2025 test flagged both front inner anti-roll bar D-bushes as incorrectly seated in their clamps, an issue that typically causes a slight slackness in the front sway bar and can accelerate wear on the bushes themselves. Going back further, a 2023 advisory highlighted a worn nearside front lower suspension arm inner bush beginning to split, a known weak point on CR-Vs of this generation. The trend overall is one of slow deterioration rather than acute failure, but the accumulation of three advisories over four years suggests the suspension and underside assemblies need close physical scrutiny before purchase. With 152,733 miles on a fifteen-year-old vehicle, this CR-V has covered an average of roughly 10,182 miles annually, a figure that sits comfortably within the normal range for its age and indicates consistent use rather than long periods off the road or unusually heavy motorway mileage. There are no significant gaps in the MOT testing record, with annual tests recorded consecutively from 2022 through 2026, meaning the car has been in regular use and inspected every year. Mechanically, this kind of steady mileage tends to be kinder than sporadic low-mileage use because it keeps fluids circulating, prevents moisture build-up in the oil, and avoids the drying-out of seals and boots that plagues cars left standing. At the same time, 152,000 miles is a substantial figure for a vehicle of this type, so wear on the engine mounts, gearbox, transfer box, and rear differential mounts should be considered normal maintenance territory rather than red flags. Given the recurring suspension advisories, particular attention should be paid to the front anti-roll bar and lower control arm assemblies during a physical inspection. With the vehicle on a lift, check that the anti-roll bar D-bushes are now correctly seated in their clamps and that the bar itself rotates freely without excess play, as a loose clamp will produce a noticeable clonking or knocking over uneven road surfaces. The nearside front lower arm inner bush flagged in 2023 should be examined for any further splitting, and the arm itself checked for any movement when levered with a pry bar, as a deteriorated bush will cause vague, wandering steering and a slight shimmy under braking. Jack the front of the car and rock each wheel at the three and nine o'clock positions to detect any play in the bottom ball joints or wheel bearings, both of which are consumable items at this mileage. The exhaust advisory from January 2026 is the most pressing immediate concern. On a cold start, listen for any hissing or ticking from the front and rear joint flanges, as corroded flanges often draw air before producing an audible blow. With the engine running, check underneath for any visible soot trails around the joints, and feel for escaping gases at the first and last flexible sections. A thorough underside inspection should also look for any brake pipe corrosion, particularly along the underbody runs, and for any signs of fluid seepage from the rear differential or transfer unit, as both are known service items on higher-mileage CR-Vs. A test drive should include firm braking from around 30 mph to check for any pull, judder, or vibration through the pedal, as well as steady-state motorway driving to detect any droning from the exhaust or vibrations through the steering that might indicate worn engine or gearbox mounts.