2013 Honda CR-V 2.2L Diesel · EO13 PXM

A clean and uninterrupted five-year MOT pass streak, culminating in a defect-free test on 11 March 2026, presents this CR-V as a notably well-maintained example within the 2013 model range. Across every annual examination since 2022, the vehicle has recorded no advisories, no minor defects, and no failures, which is a particularly reassuring outcome for a thirteen-year-old SUV that has seen active service through British winters. The absence of any structural corrosion advisories around the subframe, suspension mounting points, or underbody is especially significant for this generation of CR-V, as early production years of the i-CTDi and i-VTEC petrol models were occasionally noted for rear arch and sill surface corrosion. The consistent clean record suggests that the vehicle has not yet reached the threshold where examiner-flagged wear items, such as deteriorating bushes or ageing brake components, have triggered advisory limits. From a roadworthiness perspective, the trajectory is stable and currently poses no immediate cause for concern based purely on the documented test results. With 104,638 miles accrued over thirteen years of registration, the annual mileage averages out to approximately 8,049 miles per year, which sits comfortably within the typical usage bracket for a privately owned family SUV of this age. There are no anomalies in the mileage progression recorded across the MOT history, no sudden jumps that would indicate clocking concerns, and no extended periods where the vehicle was absent from the testing record, suggesting continuous road use rather than long-term storage. This kind of steady, moderate-mileage accumulation is mechanically beneficial because it keeps the drivetrain, seals, and suspension components working regularly without subjecting them to the rapid wear associated with high-mileage motorway use. The 2.0 i-VTEC petrol unit in particular favours regular running to prevent carbon build-up around the inlet valves, so a vehicle that has been used consistently rather than left standing should be in healthier mechanical condition internally. For a prospective buyer conducting a physical inspection, the priority areas should reflect what one would realistically expect to encounter at this mileage on a CR-V approaching its mid-teens. Even though no advisories have been recorded, the front lower control arm bushes, rear trailing arm bushes, and anti-roll bar drop links commonly reach the upper wear threshold around the 100,000-mile mark, so these should be inspected for perishing, cracking, or free play by rocking each wheel with the car raised. On the test drive, listen for clonking or knocking from the front suspension over speed humps and uneven road surfaces, which would indicate worn wishbone or anti-roll bar link bushes. Similarly, the rear shock absorber top mounts and coil springs are known to deteriorate with age; any audible knocking from the boot area over rough tarmac warrants further examination. The braking system, although not yet flagged, also warrants close attention at this mileage. The front brake discs on this generation typically measure close to or just below the minimum thickness by 100,000 miles, and the rear caliper slide pins can seize from corrosion, leading to uneven pad wear. During the test drive, apply the brakes firmly from around 40 mph to check for any pedal pulsation, which would suggest disc runout, and listen for any grinding or scraping that might indicate pad material worn to the backing plate. Steering response should remain precise, but any vagueness around the straight-ahead position or knocking felt through the steering wheel under braking could point to worn front drop links or top mount bearings. Finally, although the MOT history shows no emissions advisories, the 2.0 i-VTEC benefits from a visual inspection of the exhaust manifold for the characteristic heat-shield rattle and a check for any blue smoke on startup, which would suggest valve stem oil seal deterioration common to high-mileage Honda petrol units.