Honda Accord CU
Weaknesses, engine ratings and buying advice
The Honda Accord CU (2007–2012) is the Accord that never quite landed in Germany — low sales mean a thin used market. "The better car nobody buys" according to Autobild.
Engine choice: R20A (2.0L i-VTEC, 156 hp) — simplest engine in the range, no direct injection, no turbo, timing chain. Well past 300,000 km without issues. K24A (2.4L i-VTEC, 201 hp) — chain, no design flaws, VTEC character with noticeable punch above 5,000 rpm. N22B (2.2L i-DTEC, 150 hp) — more robust than N22A but diesel-typical: DPF, EGR, dual-mass flywheel, clutch from 115,000 km.
Rear rust and fender edge corrosion is MOT-relevant. EGR pipe on N22B cracks. Rear calipers seize. Check Takata airbag recall!
Test-drive checklist: N22B cold: slight clatter okay, persistent = EGR or turbo. Auto: jerking = gearbox oil never changed. Clutch should engage at mid-pedal.
2026 market: Petrol $2,750–8,800, K24A well-kept up to $11,000. Insider pick: Facelift from 2011 — quieter cabin, better rust protection. The K24A's VTEC character above 5,000 rpm is livelier than any comparable VW 2.0 TSI.
201 PS
Accord · Benzin
Reliable touring engine
Decent272 PS
3.5L J35Z3 SOHC i-VTEC Benzin
2 weaknesses
Good ChoiceBody Variants
The Honda Accord CU is available as Sedan and Tourer — choose your body type for specific insurance data:
Generations
Engine Overview
The Honda Accord CU is available with 8 engine variants — from 150 to 271 hp.
2.2L i-DTEC, evolution of the N22A with piezo injectors and 150 hp. EGR carbon build-up remains an issue, Honda delivered no fundamental redesign. Exhaust manifold cracks occur less often than on the predecessor but aren't eliminated. Timing chain can stretch at mileages over 200,000 km — cold-start rattle is the symptom. DPF issues on short trips as with the N22A. Overall the better Honda diesel: quieter, more refined, more torque. Oil change every 12,000 km, plan EGR cleaning at 100,000 km. A solid choice for high-mileage drivers.
- !! Timing chain stretch at high mileage from 200,000 km
Honda recommends a timing chain inspection every 120,000 km that is not listed in the standard service booklet. From around 300,000 km owners report increasing noise. Replacement costs €2,500 and up.
Symptoms: Rattling or clattering from the timing chain area on cold start - !! Oil dilution from DPF regeneration
During DPF regeneration the engine injects extra diesel which, on short trips, does not evaporate and enters the oil. The oil level rises above maximum; above roughly 7% diesel content, increased wear up to engine failure can follow.
Symptoms: Rising oil level, diesel smell in oil, foamy oil - !! EGR valve carbon build-up and cracks from 100,000 km
The EGR valve is the most common cause of power loss. Carbon deposits and cracks in the valve trigger limp mode. Short-trip driving significantly accelerates carbon build-up.
Symptoms: Power loss, engine limp mode, hesitation, increased fuel consumption
+ 2 more engine weaknesses + vehicle weaknesses
2.2L i-DTEC, evolution of the N22A with piezo injectors and 150 hp. EGR carbon build-up remains an issue, Honda delivered no fundamental redesign. Exhaust manifold cracks occur less often than on the predecessor but aren't eliminated. Timing chain can stretch at mileages over 200,000 km — cold-start rattle is the symptom. DPF issues on short trips as with the N22A. Overall the better Honda diesel: quieter, more refined, more torque. Oil change every 12,000 km, plan EGR cleaning at 100,000 km. A solid choice for high-mileage drivers.
- !! Timing chain stretch at high mileage from 200,000 km
Honda recommends a timing chain inspection every 120,000 km that is not listed in the standard service booklet. From around 300,000 km owners report increasing noise. Replacement costs €2,500 and up.
Symptoms: Rattling or clattering from the timing chain area on cold start - !! Oil dilution from DPF regeneration
During DPF regeneration the engine injects extra diesel which, on short trips, does not evaporate and enters the oil. The oil level rises above maximum; above roughly 7% diesel content, increased wear up to engine failure can follow.
Symptoms: Rising oil level, diesel smell in oil, foamy oil - !! EGR valve carbon build-up and cracks from 100,000 km
The EGR valve is the most common cause of power loss. Carbon deposits and cracks in the valve trigger limp mode. Short-trip driving significantly accelerates carbon build-up.
Symptoms: Power loss, engine limp mode, hesitation, increased fuel consumption
+ 2 more engine weaknesses + vehicle weaknesses
2.0L i-VTEC naturally aspirated, evolution of the R18A with more displacement and torque. Timing chain maintenance-free, VTEC optimised for efficiency. The engine itself is mechanically very robust — over 200,000 km without intervention is normal. Engine mounts wear from 100,000 km (idle vibrations), belt tensioner from 120,000 km. Both cheap to fix. Check valve clearance every 100,000 km. Quiet at idle, an even hum at full throttle. Not an exciting engine, but one of the few 2.0L naturally aspirated units that never lets its owner down.
- ! Valve clearance adjustment (no hydraulic lifters) from 40,000 km
Like all R-series engines, the R20A has no hydraulic valve lifters. Valve clearance must be checked every 40,000 km. Neglect causes wear and rough idle.
Symptoms: Valvetrain ticking, increasingly noticeable at operating temperature, power loss - ! Engine mount and belt tensioner wear from 100,000 km
Engine mounts and the belt tensioner on the R20A have a relatively short service life compared to the engine itself. From around 100,000 km, noticeable vibrations and noises can appear.
Symptoms: Vibrations in the engine bay at idle, clunking when blipping the throttle - ! Accessory belt tensioner from 100,000 km
As on the related R18A, the belt tensioner is a known R-series weak point. A worn tensioner pulley squeals or rattles; if the belt snaps, power steering, alternator and water pump fail.
Symptoms: Squeal on cold start, rattle from the belt drive
+ 1 more engine weaknesses + vehicle weaknesses
2.4L i-VTEC with timing chain — Honda's workhorse for the mid-size range. Chain instead of timing belt saves a service item. VTC solenoid (Variable Timing Control) causes cold-start rattle from 80,000 km: typical 2–3 second clatter on startup, disappears once oil pressure builds. Not engine damage, but annoying and ~€300 to replace. VTEC failure from sludged oil: running the cheapest supermarket oils risks blocked oil passages and VTEC fault codes. 5W-30 every 8,000 km. Valve clearance every 100,000 km. With good care, 250,000+ km without worries.
- !! Rod bearing failure from oil starvation from 200,000 km
Poor or infrequently changed oil can cause the rod bearings and main bearings to spin, leading to total engine failure. Regular oil changes every 7,500–10,000 km are essential.
Symptoms: Metallic knocking, severe oil pressure drop, oil pressure warning light - !! VTC actuator cold-start rattle from 100,000 km
Characteristic rattling or clattering on cold start from the VTC actuator of the variable valve timing system. Typically appears from 100,000 km. High-quality oil and shorter service intervals reduce the risk.
Symptoms: Brief rattle immediately on cold start, VTC/VTEC fault codes P0341, P1009 - !! Excessive oil consumption (stuck oil control rings) from 110,000 km
At higher mileage the lower oil control rings coke up and seize, letting oil into the combustion chamber (TSB 13-077). A Honda oil-consumption test is needed — standard compression tests often miss it. The fix is piston/ring replacement.
Symptoms: Blue smoke under acceleration, steadily dropping oil level with no visible leak, fouled spark plugs
+ 2 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Rust on Sunroof Frame On vehicles with a sunroof the frame can rust due to inadequate drainage. Symptoms: Rust visible on the metal frame beneath the sunroof rubber seal; seal appears wavy or unevenly tensioned; full replacement of the glass panel required. from 100,000 km | High | |
| Rust on Bonnet and Tailgate Rust forms on the bonnet and tailgate on many examples, especially at sheet metal edges. The thin factory paint makes stone chips a starting point for corrosion. Symptoms: Cracks or bubbles in the paint at the bonnet edge and tailgate weld seams; rust visible beneath that spreads more quickly after stone chip damage. from 100,000 km | Medium | |
| Inadequate Underbody Protection Rust forms on the underbody as well as on suspension components and bolts in the engine bay, particularly on vehicles from road-salt regions. Symptoms: Edge rust on subframes and weld seams visible during underbody inspection; seized bolts in the engine bay; noticed at MOT or during tyre changes. from 120,000 km | Medium |
Test Reports
AUTO BILD Accord Used Car Test
The eighth-generation Accord almost always passes its MOT without serious faults. Noteworthy issues only begin to appear after around seven years. Ball joints are criticised more frequently than average from nine years onward.
2020-09Top Reported Issues
Alternatives
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Known Problems and Issues +
A total of 28 weaknesses have been documented for the Honda Accord CU (2007–2012) — 20 engine-related and 8 vehicle-related. Typical issues affect Rust, Brakes, Suspension, Gearbox. Considered reliable: K24A (2.4L i-VTEC), R20A (2.0L i-VTEC), K24Z3 (2.4L K24Z3 i-VTEC).
Accord (N22B, 2008–2012) — Be Careful: Timing chain stretch at high mileage, Oil dilution from DPF regeneration, EGR valve carbon build-up and cracks. Power: 150 PS.
Accord (N22B, 2008–2012) — Be Careful: Timing chain stretch at high mileage, Oil dilution from DPF regeneration, EGR valve carbon build-up and cracks. Power: 179 PS.
Accord (J35Z2, 2008–2012) — Be Careful: VCM oil consumption & oil-fouled spark plugs, Active hydraulic mounts worn by VCM vibration. Power: 271 PS.
What to watch out for with the Honda Accord? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Honda Accord CU have? +
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Last updated: February 2026 · All information without guarantee