2014 Honda CR-V SR I-Dtec 4X2 1.6L Heavy oil · NJ64 AAZ

The vehicle most recently passed its MOT on 4 June 2025 with no defects or advisories recorded, continuing an uninterrupted run of clean test passes stretching back to at least 14 May 2022. Across four consecutive examinations spanning roughly three years, the DVSA record shows zero advisory items, zero failures, and zero minor defects, which on the surface presents an exceptionally well-maintained compliance history. While this clean record is reassuring and indicates that the car has consistently met statutory roadworthiness standards, it is worth noting that a pass does not equate to a comprehensive mechanical inspection; the MOT specifically tests safety-critical and emissions-related items rather than general mechanical condition, and a clean sheet can sometimes mask underlying wear that has not yet reached failure thresholds. Nonetheless, the consistency of the results suggests the vehicle has been conscientiously maintained and that the owner has addressed issues promptly between tests. The recorded mileage of 105,484 miles on a 2014 Honda CR-V equates to an average annual usage of approximately 8,790 miles, which sits squarely within the typical range for a vehicle of this age and class. There is no evidence in the supplied data of unusually low annual mileage that would suggest prolonged periods of standing, nor are there any dramatic spikes that would indicate inconsistent or high-intensity use such as towing or commercial operation. This steady accumulation pattern is mechanically favourable, as it implies regular fluid circulation, consistent warm-up of mechanical components, and a reduced likelihood of issues associated with vehicles left idle for extended periods. That said, at this overall mileage bracket, a CR-V of this vintage should be approaching the latter stages of life for several major consumables, including brake discs and pads, clutch components if fitted with a manual gearbox, and the timing chain service interval, all of which warrant independent verification regardless of the favourable MOT record. Given the absence of any recorded advisories, the prospective buyer must focus on age- and mileage-related deterioration that the MOT does not explicitly cover. Tyres should be examined closely for sidewall perishing and cracking, as twelve-year-old rubber can suffer significant ozone degradation even with adequate tread depth, and the manufacturing date code on the sidewall will confirm whether they are original or recently renewed. Brake discs should be inspected for lipping, surface corrosion, and binding calipers, particularly on a rear drum or electronic parking brake setup common to this generation of CR-V, as seized calipers can mimic a serviceable system while reducing efficiency. The underside and inner sills should be checked for corrosion, especially around the rear wheel arches, subframe mounting points, and exhaust hangers, as Honda CR-Vs from this era are known to develop surface corrosion in these areas. Under the bonnet, particular attention should be paid to the condition of the 12-volt battery, which at twelve years of age is almost certainly due for replacement and can cause starting and electronic glitches if marginal. All fluid levels and their service history should be verified, including engine coolant, brake fluid, transmission fluid, and differential oil if four-wheel drive, as these degrade on a calendar basis rather than purely on mileage and should be changed according to time rather than odometer intervals. On the test drive, the buyer should listen carefully for any suspension clonks or knocks over speed humps and uneven surfaces, which would indicate worn anti-roll bar bushes, drop links, or strut top mount bearings, all common wear items at this mileage. The steering should be checked for vagueness, knocking on full lock, or any sign of power steering fluid leaks, and the automatic or manual transmission should be exercised through all gears to confirm smooth, clean changes without slipping or juddering. The i-VTEC petrol engine or i-DTEC diesel, depending on specification, should be started from cold and allowed to idle while the buyer listens for any timing chain rattle, auxiliary belt squeal, or diesel injector knock on start-up. The all-wheel-drive system, if equipped, should be tested on a loose surface to confirm prompt engagement without binding or unusual noises, as the rear differential coupling and propshaft components are known wear points on higher-mileage examples. Finally, a full Honda main dealer or specialist service history check, including verification of cambelt or timing chain replacement, coolant, and transmission fluid services, would provide valuable reassurance that this otherwise clean and consistently maintained example has been serviced to the correct intervals.