2010 Honda CR-V 2.2L Diesel · FX60 DTO

Chronic front-tyre wear and recurring brake-disc pitting form the defining mechanical pattern of this 2010 Honda CR-V across the recorded test history, with the most recent event on 2 April 2026 being a pass achieved only after a same-day failure was addressed. The 1 April 2026 test recorded a Dangerous defect for an offside front inner tyre with cords exposed at 1.6mm tread, alongside an advisory for the nearside equivalent. This mirrors the February 2024 failure, where the offside front tyre was again dangerously exposed on the inner edge while the nearside was flagged as advisory. Such symmetry across both events points to a persistent geometry or suspension issue driving inner-edge shoulder wear rather than simple rotation neglect. The braking record is similarly consistent: pitted or scored front discs were noted in 2023, 2025, and the early advisories, suggesting the discs have been on a slow degradation curve without yet crossing into the failure threshold. Other items, including the deteriorated front suspension arm ball joint dust covers flagged in 2023, an exhaust joint defect carried from the 2024 failure into the pass, and a 2022 minor exhaust gas leak, all point to a chassis and underbody that is ageing predictably at this mileage. Usage on this CR-V averages roughly 9,597 miles per year across a sixteen-year service life, which is broadly typical for its age and gives no immediate red flag from either a low-mileage corrosion perspective or a high-mileage wear standpoint. The MOT sequence is continuous from 2022 onward with no significant gaps in testing, indicating the vehicle has remained in regular road use rather than being laid up. The relatively even spread of annual tests supports a consistent commuting or utility role, which at this cumulative 153,550 miles means the engine, transmission, and four-wheel-drive system have absorbed well above the seven-figure wear threshold expected from such use. The lack of long stationary periods reduces the likelihood of seized calipers, perished fuel lines, or severe underbody corrosion that can plague vehicles left dormant, but the higher-mileage accumulation does place greater demand on timing chains, clutch or torque-converter behaviour, and rear differential operation, none of which MOT testing covers directly. For a prospective buyer, the inner-edge front-tyre wear pattern documented across two separate test cycles should be the first priority on inspection. A test drive should focus on steering behaviour: any pulling to one side under steady acceleration or braking, uneven feathering detectable by running a hand across the tread shoulders, or clonking noises from the front suspension over uneven surfaces would indicate the geometry or compliance bushes responsible for the wear have not been resolved. The 2023 advisory on both front suspension arm ball joint dust covers warrants close attention to the condition of those boots today, as perished covers allow water and grit into the joints and accelerate wear that ultimately produces loose, knocking steering. Lift the front wheels if possible and check for play in the ball joints and track rod ends; the 2023 failure specifically recorded a deteriorated offside front track rod end dust cover, so any seepage of grease or fresh deterioration around that joint is a renegotiation point. The braking system needs particular scrutiny because the same advisory has appeared on the front discs three times in the recorded period. On a road test, expect to feel a degree of pedal judder or vibration through the brake pedal under firm sustained stopping if the disc corrosion has progressed since the last inspection, and listen for grinding or scraping noises that would indicate pad wear sensors contacting worn metal. The exhaust joints flagged as defective in 2024 should be checked for ticking or hissing on cold start, particularly at the front and rear mounting points, as compromised mounts can allow the system to sag and contact the chassis. Finally, although MOT records do not include underbody structural assessment beyond what is visible from below, a fluid survey of the engine bay for oil seepage around the valve cover gasket and a check of the rear differential and transfer case fluids would be prudent given the mileage, alongside a thorough inspection of the rear subframe and inner arches for any emerging corrosion that would become the next compliance risk once the current advisories escalate.