2012 Honda CR-V 2.2L Diesel · RO62 HPC

The vehicle presented passed its most recent DVSA MOT test on 19 August 2026, achieving a pass certificate after a prior failure was recorded on the immediately preceding day. The current status carries only an advisory regarding deterioration of the rear registration plate that is not considered likely to result in misreading, which is a cosmetic rather than mechanical concern. When reviewing the broader trend across the recent test history, the maintenance profile appears broadly stable but with emerging front suspension concerns. The 2024 test included a dangerous defect on the offside front tyre for sub-legal tread depth alongside a nearside advisory for edge wear, and the 2025 test flagged front brake disc surface wear through pitting and scoring. The early 2026 failure specifically centred on anti-roll bar linkage ball joint wear and deteriorated suspension arm ball joint dust covers at both front corners, followed immediately by a pass after presumably remedial replacement. The pattern suggests that while the vehicle has been consistently presented for testing and rectified defects to achieve passes, the front suspension and braking components are now entering a phase of accelerated wear that warrants close scrutiny. The recorded mileage of 122,503 miles over a fourteen year service life equates to an annual accumulation of roughly 8,750 miles, which sits within the typical range for a vehicle of this age and represents genuine road use rather than long-term standing or excessive high-mileage abuse. The MOT records demonstrate annual testing compliance and confirm mileage progression consistent with continuous usage, with no extended gaps that might indicate prolonged storage. This usage pattern is mechanically favourable insofar as it suggests the engine, transmission, and drivetrain components have remained in regular service, helping to avoid issues such as seized brakes, deteriorated internal seals, and stale lubricants that afflict low-mileage or stored vehicles. Conversely, the accumulated mileage does place natural wear pressure on the original clutch, dual mass flywheel if fitted, and timing chain components, all of which should be evaluated through service history verification and a thorough test drive assessment. Given the recurrence of front suspension advisories and the recent major failure items relating to anti-roll bar linkage ball joints and suspension arm ball joint dust covers, a prospective buyer should conduct a focused inspection of the front suspension and steering geometry. On a test drive, listen for any clonking, knocking, or rattling noises over uneven road surfaces, particularly when traversing speed humps or potholes, as these symptoms typically indicate worn anti-roll bar links, drop links, or bushes. Pay particular attention to the steering response for any vagueness, tramlining, or pulling to one side, which may suggest worn bushes or compromised geometry following the recent component renewal. Inspect the inner and outer CV joint gaiters for splits or grease loss, and examine the condition of the front tyres for uneven inner or outer shoulder wear, which is a classic indicator of misalignment or worn suspension components. Verify that any replacement anti-roll bar components fitted prior to the August 2026 pass test are of OEM or reputable quality, and request documentation of the rectification work to confirm the job was completed professionally. Beyond the recorded defects, the buyer should perform a comprehensive age and mileage appropriate evaluation covering several areas not always captured during standard MOT testing. Inspect all four tyres including the sidewalls for perishing, cracking, and ozone damage, as tyres older than six years from manufacture can suffer structural failure regardless of remaining tread depth; the DOT date stamp on each tyre should be checked. Examine the brake calipers, particularly at the rear, for any signs of seizing or binding that may have developed from standing periods between uses, and check the brake fluid colour through the reservoir, which if dark brown indicates time-based degradation requiring a fluid change irrespective of mileage. Inspect the underbody, wheel arches, and subframe mounting points for corrosion, paying close attention to the rear wheel arches and sill seams where CR-V models of this generation are known to suffer surface corrosion. Verify the age and condition of the 12 volt battery, which typically requires replacement every five to seven years, and confirm the cooling system has been serviced with fresh coolant within the last two to three years to prevent internal corrosion of the radiator and heater matrix. Finally, ensure the service book is fully stamped and cross-referenced with the recorded mileage to confirm the cambelt or timing chain service interval has been observed, as neglected timing components on high-mileage CR-Vs can lead to catastrophic engine failure.