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2.2 i-DTEC (N22B)

2006–2018 · diesel · 2199cc · 150hp

Engine codes: N22A, N22B

Maint. Sensitive

Reliability, common problems and owner reviews for the Honda CR-V 2.2 i-DTEC (N22B). Check this before you buy used.

Capable of 300,000+ km with the right care, but the cost risk is the emissions/ancillary set: the DPF sits right after the turbo and clogs on short trips (forced regen €150–250), the EGR pipe cracks, the DMF and HP pump wear, and — critically — it MUST run 0W-30 low-SAPS oil (dealers historically filled wrong 5W-30, damaging DPF/turbo). The 180hp Type-S clutch is weak. A 2011+ car with correct-oil history and EGR pipe done is the sweet spot.

Same engine, other cars

This is the same physical engine (N22A) sold under different names across brands. Reliability is broadly shared — cross-check these:

Known Issues

Wrong oil → DPF/turbo damagecritical

Requires 0W-30 low-SAPS oil; wrong 5W-30 (historically dealer-filled) damages DPF and turbo.

Fix / Workaround: Verify correct low-SAPS oil history; only use 0W-30 low-SAPS.

Repair cost: €0–€2000

Typically appears after: 100,000 km

DPF clogging (post-turbo)critical

DPF immediately after turbo clogs on short trips; forced regen €150–250 and not always successful.

Fix / Workaround: Motorway runs; correct oil; clean/replace if blocked.

Repair cost: €300–€1500

Typically appears after: 120,000 km

EGR pipe crackingrecurring

EGR pipe cracks — a known cost item.

Fix / Workaround: Replace EGR pipe (updated part).

Repair cost: €150–€500

Clutch weakness (Type-S 180hp)recurring

Clutch is weak for the torque, esp. 180hp — judder from rest, idle rattle.

Fix / Workaround: Replace clutch + DMF.

Repair cost: €700–€1300

DPF clogging / oil dilution (i-DTEC)recurring

i-DTEC DPF clogs on short trips; interrupted regens can dilute oil with fuel.

Fix / Workaround: Motorway regens; check oil level/dilution; correct oil.

Repair cost: €300–€1200

Typically appears after: 120,000 km

EGR / injectorsrecurring

EGR sooting and injector wear with age.

Fix / Workaround: Clean EGR; injector test.

Repair cost: €200–€900

Typically appears after: 150,000 km

Year Cutoffs

2011: Before — Pre-facelift — more EGR pipe / DPF risk. After — 2011+ facelift with correct-oil history = sweet spot.
2010: Before — i-CTDi — simpler, no DPF, very well regarded. After — i-DTEC — DPF added; more short-trip-sensitive.

Mileage Thresholds

After 120,000 km: DPF/EGR/clutch attention.

After 180,000 km: DPF/EGR attention (i-DTEC).

Pre-Purchase Checklist

  • ☐Verify 0W-30 low-SAPS oil history (critical)
  • ☐DPF / EGR pipe history
  • ☐Prefer 2011+; short-trip drivers pick the 2.0 i-VTEC petrol
  • ☐Idle DMF/clutch rattle check
  • ☐i-CTDi is the tougher diesel
  • ☐i-DTEC: DPF + oil-dilution checks
  • ☐Motorway use suits it

Frequently asked questions

Is the Honda CR-V 2.2 i-DTEC (N22B) reliable?

Maint. Sensitive — Capable of 300,000+ km with the right care, but the cost risk is the emissions/ancillary set: the DPF sits right after the turbo and clogs on short trips (forced regen €150–250), the EGR pipe cracks, the DMF and HP pump wear, and — critically — it MUST run 0W-30 low-SAPS oil (dealers historically filled wrong 5W-30, damaging DPF/turbo). The 180hp Type-S clutch is weak. A 2011+ car with correct-oil history and EGR pipe done is the sweet spot.

What are the common problems and reviews for the Honda CR-V 2.2 i-DTEC (N22B)?

The most commonly reported problems: Wrong oil → DPF/turbo damage, DPF clogging (post-turbo), EGR pipe cracking, Clutch weakness (Type-S 180hp), DPF clogging / oil dilution (i-DTEC), EGR / injectors.

Is a used Honda CR-V 2.2 i-DTEC (N22B) worth buying?

Fine if serviced correctly — but it punishes neglect hard. History and the right consumables matter.