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Honda N22B
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Honda N22B
Verdict
SOLID · 63/100
Est. cost /3yr
€1,200-4,000 over 3 years depending on DPF, EGR, clutch, and routine service costs
Oil interval
10,000 km
Recalls
1
Worst issue
DPF Blockage and Limp Mode
HIGH
Honda N22B
CU3 · Gen8
DPF Blockage and Limp Mode
€400-1,800
HIGH
EGR Valve and EGR Cooler Failure
€300-1,200
HIGH
Clutch Slip Under Boost at High Mileage
€800-2,500
MODERATE
MAF/MAP Sensor Fouling
€50-300
MODERATE
Honda N22B
CU3 · Gen8
•Run VIN through Honda's recall checker and confirm the Takata airbag recall has been completed before purchase
•Connect OBD-II scanner and check for DPF pressure codes, EGR codes, and MAF codes; check logged DPF soot mass value
•Test drive with firm acceleration in 3rd and 4th gear under boost, watch for RPM flare indicating clutch slip
•Inspect EGR pipe routing at the rear of the engine for cracks, oil residue, or coolant staining
•Verify full service history with oil change intervals no longer than 10,000 km and confirm correct low-SAPS oil was used
•Check for evidence of predominantly short-journey use, a partially blocked DPF on a city-used car is a significant hidden cost
•If considering the twin-turbo (180 PS) version, ask specifically about turbo actuator behaviour and any hesitation under load
Honda N22B
CU3 · Gen8
DPF (Diesel Particulate Filter)
Inspect soot load via diagnostics; plan for professional or chemical clean if soot mass is elevated
80,000-180,000 km
EGR Valve and Cooler Pipe
Inspect pipe for cracks and clean EGR valve; replace pipe if cracked to prevent coolant loss
90,000-200,000 km
Dual Mass Flywheel and Clutch
Test for clutch slip under boost; budget for clutch and DMF replacement if slipping detected
150,000-200,000 km
Honda N22B
CU3 · Gen8
Airbag: Frontal Passenger Side Inflator Module (Takata)
Inflator can rupture upon deployment, sending metal fragments toward occupants, risk of serious injury or death. This is a vehicle-wide safety recall, not an engine reliability fault.
Honda N22B
CU3 · Gen8
✓Aluminium block construction reduces weight versus comparable diesel rivals
✓Roller chain-driven twin camshafts, no cambelt replacement required
✓Variable geometry turbo (or twin-turbo on later cars) provides strong low-end torque
✓Capable of very high mileages if DPF and EGR are properly maintained
✓Common rail i-DTEC injection system is well-supported by independent diesel specialists
Honda N22B
CU3 · Gen8
Real consumption
5.7 L/100km
Official consumption
Not available
Oil interval
10,000 km
Oil spec
Honda-approved 5W-30 or 0W-30 fully synthetic diesel engine oil meeting Honda HTO-06 or equivalent ACEA C2/C3 spec
Est. cost /3yr
€1,200-4,000 over 3 years depending on DPF, EGR, clutch, and routine service costs
Honda N22B
CU3 · Gen8
150 hp · 350 Nm
2008-2011
180 hp · 350 Nm
2011-2015
The 180 PS twin-turbo version is quicker off boost and feels stronger low down, but it has an extra turbo and actuator compared to the earlier single-turbo 150 PS engine, meaning more that can go wrong in the boost system over time. Neither version is different from the other in terms of DPF, EGR, or clutch risk, those issues affect both equally. Choose based on documented turbo actuator health and full service history rather than the power figure alone, and get the turbo system checked under load on a test drive for either variant.