The Honda H22A6 is a 2,259 cc, inline‑four naturally aspirated petrol engine produced between 1997 and 2001. It features a dual overhead camshaft (DOHC) valvetrain and Honda's VTEC system, engineered for high-revving performance in premium compact applications. Peak output is 185 PS (136 kW) at 6,800 rpm and 215 Nm of torque at 5,500 rpm, delivering a thrilling, race-inspired character.
Fitted primarily to the European-market Honda Accord Type R (CH1) and Japanese-market Accord SiR-T (CD6), the H22A6 was designed for drivers seeking track-capable handling and engine responsiveness. Emissions compliance for its production period was met through precise electronic fuel injection and catalytic conversion, aligning with Euro 2 standards.
One documented concern is premature wear of the VTEC oil pressure switch, which can cause erratic VTEC engagement or failure to activate. This issue, referenced in Honda Service Bulletin 98-073, is often linked to electrical connector corrosion or internal switch failure. Honda later revised the switch design and wiring harness routing to improve reliability.
Honda
Production years 1997–2001 meet Euro 2 standards (VCA UK Type Approval #VCA/EMS/HONDA-H22).
The Honda H22A6 is a 2,259 cc inline‑four naturally aspirated petrol engine engineered for high-performance sedans (1997-2001). It combines DOHC architecture with Honda's VTEC system to deliver a high-revving, responsive driving experience. Designed to meet Euro 2 standards, it prioritizes performance while maintaining emissions compliance for its era.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,259 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 87.0 mm × 95.0 mm | |
| Power output | 136 kW (185 PS) @ 6,800 rpm | |
| Torque | 215 Nm @ 5,500 rpm | |
| Fuel system | PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Euro 2 | |
| Compression ratio | 10.6:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven | |
| Oil type | Honda 5W-30 or 10W-40 | |
| Dry weight | 152 kg |
The DOHC VTEC valvetrain provides a thrilling, high-revving character ideal for spirited driving but requires precise oil pressure to engage correctly. Adherence to 10,000 km or 6-month oil change intervals is critical to prevent VTEC switch and solenoid issues. Use of high-quality 5W-30 oil meeting Honda specifications ensures optimal lubrication. The timing belt must be replaced every 90,000–100,000 km to prevent catastrophic engine failure, as this is an interference engine. VTEC engagement problems are often traced to the oil pressure switch, with revised parts detailed in Honda SIB 98-073.
Oil Specs: Requires Honda 5W-30 or 10W-40 specification (Honda Service Manual 97-01 Accord).
Emissions: Euro 2 certification applies to all 1997–2001 models (VCA Type Approval #VCA/EMS/HONDA-H22).
Power Ratings: Measured under SAE J1349 standards (Honda Group PT‑1998).
Honda Technical Service Bulletin 98-073
Honda Service Manual (Accord 1997-2001)
VCA Type Approval Database (VCA/EMS/HONDA-H22)
The Honda H22A6 was used across Honda's CH/CD platforms with transverse mounting. This engine received platform-specific adaptations-reinforced engine mounts and a lightweight flywheel in the Accord Type R-and featured a unique intake manifold and ECU mapping. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, just below the exhaust manifold (Honda Service Manual 97-01 Accord). The 8th VIN digit for H22A6-equipped vehicles is typically 'H'. Visually, the engine features a red "VTEC" logo on the silver valve cover. Critical differentiation from the H22A: The H22A6 has a different ECU (P2J) and intake manifold design for the Accord application. Service parts, particularly for the VTEC system, are specific to the H22A6 and not interchangeable with other variants.
The H22A6's primary reliability risk is VTEC oil pressure switch failure, with elevated incidence in vehicles with neglected oil changes. Honda SIB 98-073 identifies the switch as a common failure point, while timing belt neglect remains a critical risk for all interference engines. Extended oil intervals and use of incorrect viscosity make VTEC component longevity and timing belt integrity critical.
Analysis derived from Honda technical bulletins (1997-2001) and UK DVSA failure statistics (2015-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA H22A6.
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