Honda Integra: common faults & what to check

Which Honda Integra are you looking at?

1 generation variant documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Petrol

1 variant documented

2001–2006DC52001–2006DC52.0 petrol (Type R)PetrolDocumented issues10 knownSee faults & what to checkPhoto: OSX via Wikimedia Commons, Public domain.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Honda Integra

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a Honda Integra before you hand over any money. Every documented fault is listed below, each with its own page.

• Serious issue

  Check oil condition and verify change interval records – look for evidence of extended intervals or incorrect oil specification.

  See why

  K20A oil pump pickup screen blockage causing oil starvation

  The K20A 2.0L Type R engine has an oil pump pickup screen that becomes clogged by sludge from infrequent oil changes or incorrect oil specification, causing oil pressure loss at high rpm. On a performance engine that revs to 8,500 rpm, oil starvation causes rapid catastrophic bearing and connecting rod damage. Extensively documented in DC5 Type R communities, particularly on track-used or maintenance-neglected examples.

  What you would notice

  • Oil pressure warning light illuminating under hard acceleration or sustained high rpm
  • Knocking or rumbling from the bottom end under load
  • Oil pressure loss at normal operating temperature under performance driving
  • Catastrophic engine failure in advanced or unaddressed cases

  Typically ≈A$1,840–5,520 to put right.

• Serious issue

  Inspect timing belt through the inspection cover for cracking, glazing, or fraying.

  See why

  B18C timing belt failure on interference engine

  The B18C 1.8L DOHC VTEC in DC2 Integra uses a rubber timing belt requiring replacement every 100,000 km. Belt failure on this interference engine bends intake and exhaust valves and typically destroys the cylinder head. Frequently neglected on high-mileage JDM imports where original Japanese service records are unavailable. A critical pre-purchase inspection point on any DC2.

  What you would notice

  • No warning symptoms before belt failure occurs
  • Engine stops suddenly during operation and will not restart if belt has broken
  • Multiple cylinder compression loss on compression test if valves are bent

  Typically ≈A$370–640 to put right.

• Costly issue

  Inspect the front of the engine for oil weeping around the cam seals and distributor base.

  See why

  B18C cam seal and distributor O-ring oil leaks

  The B18C DOHC engine has dual camshaft front seals and a distributor O-ring that harden and crack with age, producing external oil leaks onto the timing belt cover, exhaust components, and surrounding bay surfaces. Near-universal on original-seal DC2s over 100,000 km. Oil contaminating the timing belt accelerates belt degradation, compounding risk of belt failure. Should be renewed at every timing belt service.

  What you would notice

  • Oil staining on the timing belt cover and surrounding engine surfaces
  • Oil smell from the engine bay when the engine is warm
  • Visible oil seepage around the distributor base at rear of head
  • Oil-contaminated timing belt with orange-brown discolouration

  Typically ≈A$230–510 to put right.

• Costly issue

  Test drive with several brisk 1-to-2 upshifts including one from cold to assess synchro condition.

  See why

  K20A 6-speed synchromesh wear causing 2nd gear grind

  The 6-speed close-ratio manual gearbox in the DC5 Integra Type R develops synchro ring wear on 2nd gear from high-performance use, causing grinding on fast 1st-to-2nd upshifts especially when the gearbox is cold. Accelerated by motorsport use, short-shifting at high rpm, and infrequent gearbox oil changes. A consistently reported DC5 fault across Australia, and UK Type R communities.

  What you would notice

  • Grinding or crunching when upshifting from 1st to 2nd gear quickly
  • Grinding most pronounced when the gearbox is cold
  • Need to slow the upshift or briefly pause to avoid crunching into 2nd
  • Baulking or resistance on 2nd gear engagement

  Typically ≈A$1,380–3,220 to put right.

• Costly issue

  Scan for VTEC oil pressure DTCs.

  See why

  VTEC solenoid screen blockage (B18C and K20A)

  Both the B18C (DC2 1993-2001) and K20A (DC5 2001-2006) engines use a VTEC oil pressure solenoid with a fine mesh screen that captures sludge from infrequent oil changes, blocking oil flow to the VTEC mechanism. Results in loss of high-rpm power and VTEC pressure fault codes. Particularly consequential in performance engines regularly driven to redline. A universal Honda VTEC failure on service-neglected units across both DC2 and DC5 generations.

  What you would notice

  • Engine falls flat above 5,800-6,000 rpm instead of pulling hard through to redline
  • Check engine light with VTEC oil pressure codes P2646, P2647, or P1259
  • Inconsistent or absent VTEC engagement point
  • Oil pressure warning light in severe screen blockage cases

  Typically ≈A$140–410 to put right.

• Costly issue

  Ask for proof the brake booster recall was done.

  See why

  DC5 Integra brake booster seal recall (2006 builds, check VIN)

  Some 2006 DC5 Integra (sold in the US as the Acura RSX) were recalled because the brake master power (vacuum booster) body can be displaced so its diaphragm no longer seals properly. This is a known issue on that build range and it reduces brake assist, so the pedal feels hard and the car takes longer to stop. Honda Australia recalled affected 2006 cars by VIN in 2013 and the US twin was recalled in the same year. The repair is free at a Honda dealer if it has not already been done.

  What you would notice

  • Hard brake pedal needing more effort than usual
  • Longer stopping distances
  • Hissing near the brake pedal when braking

  Typically ≈A$0–830 to put right.

Honda Integra service schedule

What falls due, and at what distance, for each generation of the Honda Integra. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

Other Honda models