Honda 2.2 i-CTDi (N22A1/N22A2)Injectors
Diesel injector failure or wear on the 2.2 i-CTDi
Why this rating?
High severity: Risk of a serious engine, turbo or gearbox failure.
Frequency occasional: Fiches-auto.fr documents an injection pump failure with replacement of an injector at 86,000 km on the Honda Civic, as well as scattered mentions of faulty injectors alongside other emissions-system parts on the same model, and an injector leak at 190,000 km on the Honda Accord. These are fewer cases than for the dual-mass flywheel or the turbo in the same sources, so we rate it as occasional.[1][2]
Symptoms
- A metallic knocking that varies with acceleration is one of the symptoms owners describe when the final diagnosis is an injector.[1]Engine knock: other faults that cause it · As soon as possible
- The engine warning light can come on if the ECU detects an injector outside the expected parameters.[1]Engine warning light: other faults that cause it · Garage soon
- A leak around the injector can show up as a small diesel or oil leak around the cylinder head.[2]Oil leak: other faults that cause it · Monitor
Why it happens
Common-rail injectors work constantly at high pressures; wear of their internal components or poor-quality diesel can alter the spray pattern or cause leaks over time.[3]
Fiches-auto.fr documents an injection pump failure with replacement of an injector at 86,000 km on the Civic and an injector leak at 190,000 km on the Accord, without the sources specifying the exact cause of the wear in each case.[1][2]
If it is not repaired: An injector that sprays badly or loses its seal causes uneven running and higher consumption; a prolonged leak of diesel into the engine oil can also dilute it, although we have not found a case of this kind documented specifically for this engine.[2]
Affected cars and years
Documented on the Honda Civic (2006-2011) and the Honda Accord (2003-2008); there are no accounts of our own for the CR-V or FR-V with this engine.[1][2]
| Version | Years | Codes |
|---|---|---|
| 2.2 i-CTDi 140 (N22A1/N22A2, 2003-2011) | 2003–2011 | N22A1N22A2 |
Models fitted with the affected versions
Honda
- Honda Civic VIII2006–2011
- Honda Accord VII2003–2008
- Honda CR-V II2005–2006
- Honda CR-V III2006–2009
- Honda FR-V2004–2009
How much it costs to repair
Includes: Diagnosis and replacement of the affected injector or injectors.[1][2]
A Civic owner quoted by Fiches-auto.fr puts a job on the injection pump and an injector at around €2,200, and an Accord owner puts an injector leak at around €500; these are figures from French garages, not verified for Spain.
Prices in Spain, including VAT. A workshop hour costs on average €38–66 at independent garages and €77–134 at dealerships in Spain, depending on the region and the brand. How we calculate costs
How to check for it before buying a used car
- When cold, listen for a metallic knocking more pronounced than usual on a common-rail diesel.
- Ask whether it has always been filled up at trusted stations; poor-quality diesel speeds up injector wear.
Parts needed
The part or kit that fixes this fault, according to the sources.
Common-rail diesel injector[3]
Sprays the diesel into the combustion chamber at high pressure; it is replaced if it sticks, sprays badly or loses its seal.
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How to prevent it
- Always fill up at trusted stations and avoid driving with the tank almost empty so as not to strain the pump and injectors with possible impurities.
Recalls, campaigns and claims
As of 27 September 2026, we have no record of recalls, campaigns or extended manufacturer warranties for this fault. Check with an official dealer using the chassis (VIN) number: they will tell you whether the car has any outstanding campaign.
What owners say
Frequently asked questions
Are the Honda i-CTDi's injectors common-rail?
Yes, it is a common-rail direct injection system, like the rest of the diesels of its generation.[3]
What can you do now?
We will put you in touch with a partner only if you authorise it in the form.
Other 2.2 i-CTDi faults
- High severityFrequency: CommonTurboTurbocharger failureThe 2.2 i-CTDi's variable-geometry turbo fails fairly often from 110,000 km, with cases documented up to 290,000 km on the Honda CR-V and Civic; we have not found equivalent accounts for the Accord or FR-V.Appears at around 110,000 km
- Medium severityFrequency: Very frequentClutchDual-mass flywheel and clutch wearYes: the 2.2 i-CTDi's dual-mass flywheel and clutch wear out fairly often, with cases documented from 30,000 km and replacements already common between 100,000 and 160,000 km. It is well documented on the Civic, Accord and CR-V.Appears at around 30,000 km
- Medium severityFrequency: CommonCylinder head and blockCracked exhaust manifoldYes: the 2.2 i-CTDi's exhaust manifold can crack with mileage, especially on the Civic and Accord, with cases documented between 100,000 and 200,000 km; Honda covered at least one case under its manufacturer's warranty.Appears at around 100,000 km
- Medium severityFrequency: OccasionalEmissions controlClogged or faulty EGR valveThe 2.2 i-CTDi's EGR valve can clog with soot or fail with use, with emissions warnings on the dashboard; the available documentation is more limited than for the dual-mass flywheel or the turbo, with isolated cases from 137,000 km.
More faults with the injectors on other engines and cars
- High severityFrequency: Very frequentOM651Delphi piezo injector failure (220/250 CDI)Yes: 220 and 250 CDI models built between 2008 and 2011 had Delphi piezo injectors that were prone to failing and seizing in the cylinder head. Mercedes-Benz replaced them under warranty in 2009 and switched the 220 CDI to solenoid injectors from 2010-2011, but the 250 CDI kept them.Repair (garage): €3,600–€5,900
- High severityFrequency: CommonBMW N52 / N53N53 piezoelectric injector failureThe N53's piezoelectric direct injectors fail frequently and cause misfires, rough idle and limp mode; replacing them is expensive and they must be coded.
- High severityFrequency: CommonMZR-CDOil dilution from leaking injector seals and DPF regenerationsOn the 2.0 and 2.2 MZR-CD, injector seals that age badly and incomplete particulate filter regenerations on short journeys can let unburnt diesel into the sump, diluting the oil and leaving the engine with less lubrication.
- High severityFrequency: CommonOM642Wear and failure of the Bosch piezo injectorsThe OM642's Bosch piezo injectors can fail from around 150,000-200,000 km, especially with poor-quality diesel; they cannot be repaired, only replaced. Because it is a V engine, those on the rear bank are harder to reach, which pushes up labour costs.Repair: €4,500–€6,500
- High severityFrequency: Common2.2 CDI (OM646)Injector seal leak with carbonisation around the seatYes: the copper washer that seals each injector can harden and let combustion gases through, forming a black crust of carbon around it. It is a known fault on Mercedes CDI diesels of this era, with injectors described as fragile on both the OM611 and the OM646.
- High severityFrequency: Common2.2/2.5 dCiInjection pump or injector failureThe 2.2 dCi's common rail injectors fail fairly often on the X-Trail and Almera, with cases of seizing and leaks; on the Almera with the older YD22DDT, the documented fault is in the injection pump electronics, not the injectors.
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Sources
Every fact on this page links to its source. If you find an error, let us know.
- Fiabilité et pannes Honda Civic (2006-2011)Fiches-auto.fr · Other source · consulted 27 September 2026 · in French
- Avis et fiabilité Honda Accord (2003-2008)Fiches-auto.fr · Other source · consulted 27 September 2026 · in French
- Honda N engineWikipedia · Other source · consulted 27 September 2026