2022 Honda HR-V Advance I-MMD CVT 1.5L Hybrid electric (clean) · FP22 GTY

A 2022 Honda HR-V with this DVSA record presents a notably sparse mechanical history, with only two MOT tests logged and both returning a clean pass with no advisories or defects recorded. The most recent assessment on 26 March 2026 was an outright pass, and the previous test on 31 March 2025 was similarly clear, meaning there is no documented evidence from the official testing record of wear items, corrosion, brake deterioration, or suspension concerns at the point of these examinations. This absence of advisory entries is the defining feature of the file, though it is important to recognise that the testing window covers only the post-third-anniversary phase of the vehicle's life, so any pre-2025 deterioration of components such as brake pads, tyres, or front suspension components would not appear in the official record. With no failures, no advisory trends, and no recurring component flags, the DVLA data alone does not raise any specific mechanical red flags. The recorded mileage of 53,461 against a vehicle that is approximately four years old translates to an annual accumulation of around 13,365 miles, which is on the higher side of average for a car of this type and age. This places the HR-V in a usage bracket consistent with regular commuter or mixed long-distance running rather than occasional light use. Mechanically, higher annual mileage typically accelerates wear on the friction materials in the braking system, brings tyre replacement cycles forward, and increases the load on the i-MMD hybrid powertrain, including the high-voltage battery, the e-CVT transmission, and the regenerative braking components. The jump from the 2025 test to the 2026 test, combined with the pre-test mileage accumulation implied by the current reading, suggests the vehicle has been worked consistently between examinations rather than being left standing, which is generally favourable for avoiding the moisture ingress and corrosion issues that affect low-use hybrids, but does mean consumable replacement is more likely to be imminent. Given the clean advisory record but the higher-than-average mileage, a prospective buyer should focus the physical inspection on the components most likely to have reached the midpoint of their service life. The brake discs and pads should be examined for lipping on the disc edges, pad material thickness, and any scoring, as brake wear scales directly with mileage and the rear discs on a hybrid can suffer from corrosion due to the regenerative system taking much of the braking load. The tyres should be checked for even shoulder wear, which can indicate suspension geometry misalignment, and the spare or inflation kit should be confirmed present and serviceable. The underside should be examined for any oil residue from the hybrid powertrain or conventional engine seals, as higher-mileage i-MMD units can develop weeping gaskets, and the high-voltage battery cooling system should be inspected for any signs of debris accumulation in the intake. On a test drive, particular attention should be paid to the transition between electric and hybrid propulsion, listening for any unusual vibrations or juddering from the transmission that could indicate wear in the e-CVT internals, and noting whether the regenerative braking feels consistent or intermittent. The suspension should be evaluated over uneven surfaces for any knocking from the front lower arms, compliance bushes, or anti-roll bar drop links, as these are wear-prone on higher-mileage examples even when not flagged at MOT. Steering should be checked for any pull to one side, which could suggest geometry issues or uneven brake caliper binding, and the brake pedal should be assessed for any sponginess or excessive travel that might indicate caliper slide pin seizure. Finally, a diagnostic scan for any stored hybrid system or emissions-related fault codes is advisable, as these will not form part of a standard MOT check but are relevant to the long-term condition of the i-MMD powertrain.