Honda 1.6 / 2.2 i-DTEC (N16 / N22B)Turbo
Turbocharger failure on the 1.6 / 2.2 i-DTEC
Why this rating?
High severity: Risk of a serious engine, turbo or gearbox failure.
Frequency common: It is the fault that appears most regularly across the four Fiches-auto.fr pages consulted (Civic 2012-2017, Civic 2017-2022, CR-V 2007-2013 and CR-V 2012-2019): a broken turbo at 6,000 km and again at 87,300 and 87,800 km, and a faulty wastegate diaphragm at 102,000 km in the CR-V with the 160 hp 1.6; failures at 110,000, 122,000 and 290,000 km in the CR-V (2007-2013); and a turbo that, according to the owner, "exploded" at 137,000 km in the Civic. It appears in practically every generation we have reviewed, although with fewer mentions in the latest Civic and in the HR-V.[1][2][3][4]
Symptoms
- Abnormal whistling or whining that changes with revs, typical of a turbo with play or leaks.[2]Turbo whistle: other faults that cause it · Garage soon
- Loss of power or a feeling that the engine is not "coming on boost" normally.[3]Less power: other faults that cause it · Monitor
- Bluish smoke if the turbo starts passing oil into the intake or exhaust because of worn seals.[3]Blue smoke: other faults that cause it · Garage soon
- In the most serious cases, such as complete breakage, the engine can lose power suddenly.[1]Engine stalls: other faults that cause it · As soon as possible
Why it happens
The turbo works constantly at very high temperatures and revs; over time, its bearings, shaft or wastegate diaphragm wear out.[2]
Fiches-auto.fr documents turbo failures in practically every i-DTEC generation and engine variant reviewed, from very early breakages (6,000 km) to wear at very high mileage (290,000 km), with no single pattern of cause.[1][2][3]
If it is not repaired: A damaged turbo can leave metal debris in the intake and oil circuits; if not repaired, it can lead to a progressive loss of power or to a major engine failure from that debris getting in.[2]
Affected cars and years
Documented in the 1.6 (Civic, CR-V) and in the 2.2 (CR-V); the highest concentration of cases appears in the CR-V with the 160 hp twin-turbo 1.6.[1][2][3]
| Version | Years | Codes |
|---|---|---|
| 1.6 i-DTEC 120 (N16A1, single turbo, from 2013) | 2013–2020 | N16A1 |
| 1.6 i-DTEC 160 (N16A4, twin turbo, CR-V) | 2013–2018 | N16A4 |
| 2.2 i-DTEC 150 (N22B1/B3/B4, from 2008) | 2008–2018 | N22B1N22B3N22B4 |
| 2.2 i-DTEC 180 Type S (N22B2, from 2010) | 2010–2015 | N22B2 |
Models fitted with the affected versions
Honda
- Honda Civic IX2013–2017
- Honda Civic X2017–2019
- Honda CR-V III2010–2012
- Honda CR-V IV2012–2018
- Honda HR-V II2015–2020
- Honda Accord VIII2008–2015
How much it costs to repair
Includes: Replacement of the complete turbocharger, including labour.[1][2]
A testimony collected by Fiches-auto.fr puts the turbo replacement on the 2.2 i-DTEC at around €3,600, and another CR-V case, with a wastegate diaphragm failure, at about €3,800; these are figures from French garages, not verified for Spain, so we do not pass them on as a quote of our own.
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
- On a road test, accelerate hard and check that the power comes in progressively, with no whistling or smoke.
- Ask whether the turbo has already been replaced and, if so, ask for the invoice to find out whether it is a new or reconditioned part.
Parts needed
The part or kit that fixes this fault, according to the sources.
Turbocharger[2]
Increases intake pressure to raise power; replaced if its bearings, shaft or wastegate wear out.
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How to prevent it
- Leave the engine idling for a few seconds before switching it off after a demanding journey, so the turbo cools down gradually.
- Keep to the oil change intervals: degraded oil lubricates the turbo bearings less well.
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
Is the Honda i-DTEC's turbo reliable?
It is the component with the most documented faults on the whole engine, present in practically every generation consulted, with cases ranging from 6,000 km to over 290,000 km.[1][2][3]
Which version has the most turbo problems?
The CR-V's 160 hp twin-turbo 1.6 accounts for the highest number of cases among the sources consulted.[2]
What can you do now?
We will put you in touch with a partner only if you authorise it in the form.
Other 1.6 / 2.2 i-DTEC faults
- Critical severityFrequency: 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
- Critical severityFrequency: 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
- Medium severityFrequency: 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
- Medium severityFrequency: 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
More faults with the turbo on other engines and cars
- High severityFrequency: Very frequent1.6 HDiTurbo failure through lack of lubrication (carbon deposits and union filter)On the 16-valve 1.6 HDi/TDCi engines (2004-2011) the turbo can seize because carbon deposits from the oil clog the mesh filter in the union that feeds it. It is a serious, repeat fault: if only the turbo is replaced without cleaning the circuit, it fails again.Repair (garage): €700–€1,050
- High severityFrequency: Very frequent2.0 Ingenium diéselTurbocharger failureYes: according to several sources, the turbo is the component that causes the most faults on the 2.0 Ingenium diesel. It fails across a very wide mileage range (from around 35,000 to over 140,000 km) and, if it breaks up inside, it can send oil or metal into the engine and destroy it.Repair (garage): €2,600–€3,000Appears at around 35,000 km
- High severityFrequency: CommonBMW N47Turbo and wastegate valve failureThe N47's turbo does not usually fail from general wear, but because of failure of the wastegate valve, which regulates boost and can seize or lose adjustment, sending fuel consumption soaring; oil leaks from the turbo itself are also common.Repair (garage): €900–€1,800
- High severityFrequency: CommonOM651Variable-geometry turbo failure and its pneumatic actuatorThe OM651's variable-geometry turbo tends to fail at the pneumatic actuator (cracks, loss of calibration) before the turbo itself. Symptoms range from a gradual loss of power to permanent limp mode, with whistling or smoke if the problem progresses.Repair (garage): €500–€3,000
- High severityFrequency: Common1.6 dCiPremature turbocharger failure or breakageThe 1.6 dCi turbo fails fairly often, sometimes at low mileage: fiches-auto documents failures between 23,000 and 113,000 km in the Kadjar, Qashqai II, X-Trail III and Espace V, with loss of power and, in several cases, the manufacturer refusing to cover the cost out of warranty.Repair (garage): €3,000
- High severityFrequency: Common2.0 HDiVariable-geometry turbo failures (actuator, sensors and clogging)On the 107/110 hp and, above all, 136-140 hp 2.0 HDi, the variable-geometry turbo fails relatively often: sometimes it is the whole turbo, but often it is the actuator, sensors or hoses, with loss of power and limp mode.
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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 (2012-2017)Fiches-auto.fr · Other source · consulted 27 September 2026 · in French
- Fiabilité et pannes Honda CR-V (2012-2019)Fiches-auto.fr · Other source · consulted 27 September 2026 · in French
- Fiabilité et pannes Honda CR-V (2007-2013)Fiches-auto.fr · Other source · consulted 27 September 2026 · in French
- Fiabilité et pannes Honda Civic (2017-2022)Fiches-auto.fr · Other source · consulted 27 September 2026 · in French