1.6 / 2.2 i-DTEC engine: faults and reliability

• 1.6 i-DTEC 120 (N16A1, single turbo, from 2013)

  2013–2020 · 120 hp · N16A1

  With caution

  Testimonies collected by Fiches-auto.fr for the Honda Civic (2012-2017) document several cases of DPF, EGR, turbo and injector faults on this 1.6-litre block; on the Civic from 2017, the same problems appear less often. It is worth checking the emissions system's maintenance history before buying.^[2][7]

• 1.6 i-DTEC 160 (N16A4, twin turbo, CR-V)

  2013–2018 · 160 hp · N16A4

  With caution

  It is the version with the most documented faults in the whole i-DTEC family: among 47 testimonies from owners of the CR-V with this engine, Fiches-auto.fr records several cases of EGR clogged with soot, DPF warnings, turbo failures (including one at 6,000 km) and injector problems. No single fault rules it out, but it is worth checking the history of these systems thoroughly before buying.^[3]

• 2.2 i-DTEC 150 (N22B1/B3/B4, from 2008)

  2008–2018 · 150 hp · N22B1, N22B3, N22B4

  Buy

  It is the version with the best reputation in the family: Accord owners consulted by Fiches-auto.fr mostly rate it well, with several cases of more than 200,000 km without major faults. The DPF, EGR and turbo faults documented in the CR-V with this same block appear mainly from 100,000-150,000 km onwards, not early on.^[3][4][6]

• 2.2 i-DTEC 180 Type S (N22B2, from 2010)

  2010–2015 · 180 hp · N22B2

  With caution

  We have not found testimonies from owners specific to the 180 hp version, as distinct from those of the 150 hp version with which it shares an engine block. Given the lack of data of its own for this particular variant, we apply the same caution as for the standard version.^[1]

Buy: No known serious faults, or they have already been corrected, in this version. With caution: Worth buying if something specific is verified: history, a replaced part or a completed campaign. Avoid: High risk of a serious fault that is hard to check for or prevent.

1. 1High severityCommonFrequency: CommonTurboTurbocharger failureThe turbo is one of the i-DTEC's components with the most documented faults, in both the 1.6 and the 2.2: there are published cases in the Civic and CR-V (both generations) from 6,000 km to over 290,000 km, with failures ranging from actuator wear to complete breakage.Appears at around 87,000 km
2. 2Critical severityOccasionalFrequency: OccasionalTimingTiming chain wear or breakage at high mileageThe i-DTEC uses a timing chain, not a belt, a design that in most cases lasts the life of the engine. Even so, Fiches-auto.fr records documented cases of chain breakage in the Honda CR-V from 145,000 km, with internal damage that in one case forced an engine replacement.Appears at around 145,000 km
3. 3Critical severityOccasionalFrequency: OccasionalInjectionDiesel injector wear or failureThe i-DTEC's common-rail piezoelectric injectors can start to knock or fail with wear, especially from 70,000-170,000 km; in one documented case in the Honda CR-V, a seized injector ended up damaging the engine.Appears at around 70,000 km
4. 4Medium severityCommonFrequency: CommonEmissions controlClogged DPF and limp mode due to failed regenerationsYes: the i-DTEC's diesel particulate filter (DPF) can become clogged if the car mostly does short journeys that do not allow regeneration to complete, lighting its warning light and triggering a limp mode with less power. It is documented in the Civic and CR-V, almost always from 45,000-90,000 km.Appears at around 45,000 km
5. 5Medium severityCommonFrequency: CommonEmissions controlEGR valve clogged with soot and sensor failureYes: the i-DTEC's EGR valve can accumulate soot and seize, and its sensor or pipe can fail over time. It is documented mainly in the Honda CR-V (2007-2013 and 2012-2019 generations), with cases from 109,000 km.Appears at around 109,000 km

Severity colours: low, medium, high, critical. How we rate them

Manufacturer

Honda Motor Co.

Family

i-DTEC

Fuel

Diesel

Displacement

—

Cylinders

4

Fuel system

Turbo

Injection

Common rail

Timing

Chain

Power

120–180 hp

Peak torque

350 Nm

Production

2008–2020

Makes

Honda

Technical data^[1][5][6]

1. 2008–2018

   2.2 i-DTEC 150 (N22B1/B3/B4, from 2008)

   The engine with which Honda launched the "i-DTEC" name in 2008 in the Accord, replacing the earlier 2.2 i-CTDi; from the 2010 facelift it also arrived in the CR-V under the same name. Common-rail with piezoelectric injectors and up to five injections per cycle.^[1][9][11]

2. 2010–2015

   2.2 i-DTEC 180 Type S (N22B2, from 2010)

   Higher-output version of the same 2.2 block, with 180 hp compared with 150 hp for the standard version and slightly more torque (280 lb-ft against 260, according to Wikipedia), reserved for the Accord Type S.^[1]

3. 2013–2020

   1.6 i-DTEC 120 (N16A1, single turbo, from 2013)

   Entry-level version of the i-DTEC family, with a single turbocharger, for the smaller and lighter models: Civic, CR-V and HR-V. It keeps the timing chain and has had a particulate filter as standard since launch.^[1][5][8]

4. 2013–2018

   1.6 i-DTEC 160 (N16A4, twin turbo, CR-V)

   Higher-output variant of the 1.6, with two turbochargers in series instead of one, reserved for the better-equipped fourth-generation Honda CR-V. It shares its block, timing chain and injection with the 120 hp version.^[1][3]