2013 Honda CR-V 2.0L Petrol · FH13 MZP

The most recent MOT test on 29 January 2026 produced a pass, but only after rectifying three major defects recorded on the same date: inoperative near-side front and off-side rear registration plate lamps and a malfunctioning Tyre Pressure Monitoring System. The lighting failures are minor electrical items, typically resolved by replacing the affected bulb or LED unit and checking the underlying fuse and earthing points, but the TPMS fault is more noteworthy. On a Honda CR-V of this generation, TPMS issues commonly stem from a failing sensor valve stem, a corroded valve, or expired sensor batteries, and the system will require a diagnostic reset and likely new sensors after replacement. Prior to this, the vehicle passed cleanly in January 2025 and January 2024 with no advisories, suggesting the current issues are isolated rather than indicative of a broader pattern of neglect. The recurring advisories on the rear brake pads in January 2022 and January 2023 indicate those pads were reaching the end of their service life, and it is important to verify whether they were subsequently replaced; if not, they will now be well overdue and require immediate attention along with inspection of the rear discs for lipping or corrosion. The earlier front tyre wear advisories from December 2020 further reinforce the need for a thorough inspection of the current tyres for both tread depth and even wear patterns. With approximately 81,748 miles recorded over 13 years, this CR-V has covered roughly 6,288 miles annually, which is broadly typical for its age and suggests regular but moderate use. There is a one-year gap between the December 2020 test and the January 2022 test, which may simply reflect MOT exemption timing or a missed test rather than extended standing. That said, the mileage progression across tests should be reviewed to identify any unusual gaps or rapid accumulation that might suggest inconsistent use. Importantly, MOT tests are annual and mileage is only recorded at the point of test, so there are inherent limitations in relying on this data alone to assess true usage patterns between tests. A service book full of stamps at regular intervals would significantly bolster confidence in the recorded mileage and overall mechanical upkeep, particularly given the age of the vehicle. Given the age of this CR-V and its MOT history, a prospective buyer should approach the physical inspection with both the documented defects and general age-related degradation in mind. The TPMS fault should be confirmed as rectified and the warning light verified as extinguished on ignition, while the rear brake pads and discs warrant close scrutiny for remaining pad material, disc lipping, and importantly, brake caliper binding which is common on vehicles that see mixed urban and standing use. On a test drive, listen for suspension clonks or knocking over uneven surfaces, which would suggest worn anti-roll bar bushes, drop links, or top mounts, and feel for any pulling under braking that could indicate seized caliper slide pins or uneven pad wear. The steering should be checked for vagueness or clonks consistent with worn track rod ends or front suspension compliance, and a thorough inspection underneath the vehicle for any fresh fluid leaks from the engine, transmission, or differential is essential given the mileage. Even on the test drive, any blue smoke from the exhaust on start-up could indicate valve stem oil seal degradation, which is a known concern on higher-mileage Honda petrol engines. Beyond the documented items, a 13-year-old vehicle demands attention to time-based deterioration regardless of mileage. Tyre sidewalls should be carefully examined for perishing and age-related cracking, particularly on the inner shoulders which are often missed, and the production date code on each tyre checked to ensure none are excessively aged, as rubber degrades regardless of tread depth. The 12V battery should be load-tested, as batteries typically require replacement every five to six years and a failing unit can produce intermittent electrical faults that mimic more serious issues. All fluids, including engine oil, coolant, brake fluid, power steering fluid, and any automatic transmission fluid, should be checked for condition and service history, with brake fluid ideally replaced every two years due to its hygroscopic nature. The exhaust system should be inspected for corrosion at the box joints, mounts, and silencer, as exhaust components are particularly vulnerable on a vehicle of this age. Finally, ensure all warning lights extinguish promptly on ignition and that the climate control, infotainment, and central locking operate correctly, and consider a compression test or diagnostic scan to confirm internal engine health given the mileage.