2012 Honda CR-V 2.2L Diesel · FH12 FEX

The most recent DVSA examination dated 5 August 2026 returned a Pass, which on the surface is reassuring, however the immediate prior assessment on 20 July 2026 resulted in a Fail with two Dangerous defects and two Major items. This represents a marked deterioration in mechanical condition rather than a stable maintenance trajectory, and the repeat appearance of chassis-related Major defects within twelve months points to an underlying wear pattern that has not been comprehensively addressed. The recurring advisories for underside corrosion and rear brake disc wear further indicate a vehicle that is being kept on the road at minimum cost rather than receiving proactive rectification of known deterioration. With 106,412 miles recorded over fourteen years, annual usage works out at roughly 7,600 miles per year, which is broadly typical for the platform. The mileage progression between tests is fairly steady at around 7,000 to 8,000 miles annually, with no significant gaps or sudden accumulations, so the wear profile is consistent with regular commuter use rather than prolonged standing or motorway mileage. At this odometer reading, attention should logically turn to the cumulative fatigue items such as suspension bushes, coil springs, anti-roll bar hardware, brake system wear and any age-related degradation of rubber and electrical components, particularly given the chassis defects already recorded. The most concerning items are the fractured nearside rear coil spring and the excessively worn anti-roll bar linkage ball joints recorded at opposite sides on the two recent Fails. Coil spring fracture is a known failure point on higher-mileage CR-Vs and typically presents as a clonking or rattling noise over uneven road surfaces, a visible drop in ride height at the affected corner, and sometimes abnormal tyre wear due to altered suspension travel. Anti-roll bar ball joint wear manifests as a metallic knock or clunk transmitted through the body when traversing speed humps, potholes or during direction changes, and if left unchecked can compromise stability. A prospective buyer should carry out a thorough road test specifically listening for these noises, ideally over broken surfaces, and have the vehicle raised to inspect all anti-roll bar drop links, bushes and the remaining spring for any sign of cracking or sagging. Given the symmetry of wear already demonstrated, replacement of all four corners' linkage hardware rather than just the failed side is strongly recommended, and the remaining springs should be inspected for age-related embrittlement even if not yet fractured. The Dangerous defect regarding exhaust fumes ingress into the passenger compartment must also be verified as fully rectified, with particular attention paid to the condition of the rear exhaust mounting, any flexible section, and the bodyshell sealing around the tail pipe aperture, as well as the rear brake discs which were noted as pitted, scored and subject to fluctuating service brake performance, both of which can manifest as brake shudder under firm pedal application and reduced stopping consistency. Beyond the recorded defects, the advisories for general underside corrosion warrant a close visual examination of the floorpan, subframe mounting points, suspension arms and brake line routes, because surface corrosion that is merely advised today can progress quickly to a structural MOT failure within one or two test cycles on a vehicle of this age. The persistent minor defects for the nearside registration plate lamp and nearscreen stone chip should be addressed simultaneously as they would each take only minutes to remedy and would otherwise be repeated at every test. From a calendar-age perspective, a fourteen year old CR-V should be assessed for time-based degradation regardless of mileage, including the condition and age of the 12 volt battery, which typically fails between five and seven years, the brake fluid which absorbs moisture and should be renewed on a two yearly cycle, and the engine coolant which on this generation Honda is known to degrade and can lead to water pump and radiator failure. Tyre sidewalls should be examined carefully for cracking and perishing caused by age rather than wear, as old rubber becomes hazardous even with adequate tread, and a check of the service book or independent invoices for evidence of cambelt, water pump, transmission fluid and spark plug servicing at the correct intervals is essential, as neglect of these items on a high-mileage Honda of this era can lead to disproportionately expensive repair bills.