Generations
Mk3 — Second Generation
2001–2006
2.0 i-VTEC, 2.2 i-CTDi
RD — Third Generation
2007–2012
2.0 i-VTEC, 2.0 i-VTEC, 2.2 i-DTEC
RE — Fourth Generation
2012–2018
2.0 i-VTEC, 1.6 i-DTEC, 2.2 i-DTEC
RW — Fifth Generation
2018–2023
1.5 VTEC Turbo, 2.0 i-MMD Hybrid
Mk5 — Fifth Generation
2018–2023
1.5 VTEC Turbo
Top issues to watch for
The most serious Honda Cr V problems ranked by severity. We track 11 known issues — here are the ones you need to know about first.
Dangerous
Subframe corrosion near suspension mounting points (RD/RE)
MOT data shows CR-V models from 2007-2018 fail at 25.1x the fleet average for structural corrosion within 30cm of suspension component mounting points. This affects the load-bearing subframe structure, particularly around the rear suspension pickup points and front lower arm mountings. The failures occur across all mileage bands including low-mileage examples, indicating a design vulnerability to UK road salt. Corrosion in these prescribed areas constitutes an immediate MOT failure and renders the vehicle unsafe to drive.
What happens if ignoredStructural failure of the subframe could result in suspension collapse, loss of directional control, and potentially fatal accidents. The vehicle is illegal to drive with this defect. Professional structural welding repairs typically cost £800-£2000 but may not be economically viable on older examples where the corrosion is extensive.
Independent garage
£800–£1,500
Specialist
£1,000–£2,000
Main dealer
£1,500–£3,000
Parts only
£200–£500
Major
Dual mass flywheel failure (RE)
The dual mass flywheel (DMF) on N22A diesel engines in fourth generation CR-Vs is prone to internal spring failure and bearing wear. The DMF consists of two steel discs connected by springs and a bearing race to dampen engine vibrations. When the internal springs break or the bearing wears, the DMF loses its dampening capability and develops a characteristic rattling noise. This is a known weakness on Honda diesel engines of this era and typically requires replacement alongside the clutch assembly.
What happens if ignoredComplete DMF failure can damage the clutch disc and pressure plate, increasing repair costs. The car remains driveable but will have poor refinement and increasing vibration. DMF replacement requires gearbox removal and is typically combined with full clutch replacement, costing £500-£1000 total.
Independent garage
£500–£800
Specialist
£600–£900
Main dealer
£800–£1,200
Parts only
£200–£400
Major
DPF blockage and regeneration issues (RE)
The diesel particulate filter (DPF) on fourth generation CR-V diesel engines frequently blocks due to insufficient regeneration cycles, particularly in vehicles used primarily for short urban journeys. The DPF requires regular high-temperature operation to burn off accumulated soot particles. When blocked, the engine management system triggers warning lights and reduces power output. This is exacerbated by the CR-V's relatively low exhaust gas temperatures compared to cars, making successful regeneration more difficult to achieve.
What happens if ignoredComplete DPF blockage will trigger limp mode, severely reducing power and making the vehicle unsuitable for normal use. Professional DPF cleaning costs £200-£400, while replacement units cost £800-£1500 fitted. Continued driving with a blocked DPF can damage the turbocharger and engine.
Independent garage
£200–£800
Specialist
£300–£1,000
Main dealer
£500–£1,500
Parts only
£400–£1,000
Major
Suspension component corrosion (RD/RE)
MOT data shows CR-V models fail at 47.2x the fleet average for suspension component corrosion, affecting control arms, subframes, and mounting brackets. The failures span all mileage bands including relatively low-mileage examples, indicating poor corrosion resistance of suspension components when exposed to UK road salt. This is distinct from but related to the subframe structural corrosion issue, affecting individual suspension components rather than load-bearing structure.
What happens if ignoredCorroded suspension components can fail suddenly, causing loss of directional control and potential accidents. Replacement of individual corroded suspension arms typically costs £150-£400 per side, but multiple components often require attention simultaneously, increasing total repair costs.
Independent garage
£150–£400
Specialist
£200–£500
Main dealer
£300–£700
Parts only
£80–£200
7 more known issues tracked
Including wear items, electrical niggles, and generation-specific problems.
MOT failure hotspots
Based on DVSA MOT test data. These are the items where the Honda Cr V fails at a significantly higher rate than the average car.
Headlight fault
Lights & Electrics · 0-20k miles
MOT failure rate: 81x the fleet average
Sample: 926 tests
Emissions failure
Exhaust & Emissions · 40-60k miles
MOT failure rate: 71x the fleet average
Sample: 1,272 tests
Track rod ends worn
Steering · 0-20k miles
MOT failure rate: 69x the fleet average
Sample: 479 tests
Subframe bushes or mounts worn
Suspension · 80-100k miles
MOT failure rate: 52x the fleet average
Sample: 8,773 tests
Structural corrosion
Bodywork · 40-60k miles
MOT failure rate: 37x the fleet average
Sample: 697 tests
Suspension joint dust cover severely deteriorated
Suspension · 60-80k miles
MOT failure rate: 35x the fleet average
Sample: 45,588 tests
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Related
Honda Cr V reliability FAQs
What are the most common problems with the Honda Cr V?
The Honda Cr V has 11 known issues across 4 severity levels. The most serious are: Subframe corrosion near suspension mounting points (RD/RE).
Is the Honda Cr V reliable?
The Honda Cr V has 1 dangerous and 6 major known issues. Most can be avoided with a thorough pre-purchase check and full service history.
How much does it cost to fix Honda Cr V problems?
Repair costs range widely. The most significant issue (Subframe corrosion near suspension mounting points (RD/RE)) costs £800–£1,500 at an independent garage. Minor issues can be under £200. Always get a full inspection before buying.
Which Honda Cr V generation is most reliable?
The Mk3 (2001–2006) has the fewest dangerous issues (0). However, condition and service history matter more than generation — a well-maintained earlier car can be more reliable than a neglected newer one.