2007 Honda CR-V 2.2L Diesel · P400 ADA

Corrosion is the defining mechanical story of this 2007 Honda CR-V, and it has escalated in the most recent test. The February 2026 MOT was a pass, but it carried five corrosion-related advisories: heavy surface corrosion to both front and rear subframes, corrosion to both front suspension arms, and heavy surface corrosion across the underside generally. This is a notable worsening from the 2025 test, where the subframe corrosion was noted without the "heavy" qualifier and without the additional underside and suspension arm entries. While none of this corrosion has been assessed as seriously weakening the structure, the trajectory is clearly deteriorating rather than stable, and on a 19-year-old vehicle this is the single most important factor a buyer must weigh. Alongside the rust, the record shows a recurring pattern of front suspension wear — track rod end ball joint play flagged in 2023 and again in 2025, lower arm ball joint play in 2023, anti-roll bar link play in 2018 and 2021, worn lower arm rear bushes in 2021, and a minor defect in 2022 for severely deteriorated ball joint dust covers on both sides. Despite all of this, the vehicle has never failed an MOT in the recorded history, which spans eight tests from 2018 to 2026. Recorded mileage stands at 146,164 miles, which works out at roughly 7,700 miles per year — entirely typical for a vehicle of this age and neither suspiciously low nor excessively high. The test dates show consistent annual or near-annual presentation with no significant gaps, suggesting continuous use rather than extended periods standing. There is a minor anomaly in that the 2024 test is absent from the record, with the sequence jumping from July 2023 to February 2025, which may simply reflect a change in test timing rather than a lay-up, but it is worth confirming with the seller. Steady, moderate annual mileage on a petrol CR-V of this era is generally unremarkable mechanically; the wear items flagged in the history — suspension joints, bushes, tyres, rear brake discs — are consistent with normal accumulation at this rate rather than abuse or neglect. For a prospective buyer, the priority inspection item is the corrosion. Get the vehicle on a ramp if at all possible and examine both subframes, the front suspension arms, brake and fuel lines, and the rear chassis rails and sills, since heavy surface corrosion noted in February 2026 will only have progressed since. Press a screwdriver gently against suspect areas to check for soft or flaking metal beneath the surface scale, and budget for rust treatment and undersealing as a near-term expense if the metal remains sound. The rear brake back plates were noted as corroded in 2022 and the rear discs as worn and pitted, so inspect these too, and check the parking brake holds firmly on an incline given its performance only just met the threshold that year. On the test drive, concentrate on the front suspension and steering, which account for the bulk of the recurring advisories. Listen for knocks or clunks over uneven surfaces, which would point to worn track rod ends, drop links, or lower arm bushes, and check for any vagueness or free play at the steering wheel straight ahead. The inner-edge tyre wear flagged on the front in 2025 and the repeated nearside rear tyre wear suggest possible alignment or geometry issues, so feel for any pull to one side and inspect the current tyres for uneven shoulder wear. Finally, confirm the rear exhaust system is secure and quiet, as the rear silencer was noted as slightly loose in 2021 and the rear box in poor condition in 2022. If the structure proves sound underneath, the consistent pass record and typical mileage make this a serviceable example, but the asking price should reflect the corrosion remediation the MOT history clearly indicates is coming.