Honda Accord: common faults & what to check

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The K24A and K24Z engines incorporate a secondary oil pump integrated into the balance shaft assembly, driven by the crankshaft via a chain. The pump rotor and housing are machined to tight tolerances and are highly sensitive to oil contamination and extended service intervals; worn rotors lose the ability to maintain adequate pressure to the balance shaft journals and upper engine. If the failure progresses, oil starvation to the balance shaft bearings causes scoring and can accelerate into a spun bearing or crankshaft damage requiring full engine replacement.

Where to look: Lower engine block, balance shaft assembly beneath the crankshaft

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The J30A 3.0 V6 in CF/CL Accords is documented to suffer head gasket failure, particularly where cooling system maintenance has been deferred. Coolant passages between cylinder head and block develop micro-leaks that allow coolant to enter oil or combustion gases to pressurize the cooling system. The aluminium cylinder heads are also prone to warping if the engine has ever overheated. Failure is more prevalent on examples with original coolant exceeding 100,000 km or where the radiator has not been flushed.

Example of the part — not this vehicle

Where to look: Cylinder head gasket — top of engine, both cylinder banks on V6

Parts involved: Head gasket.

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The K24A3 cylinder head in the CM Accord is an aluminium DOHC unit torqued onto a cast-iron block. Thermal cycling over many years causes micro-fretting of the multi-layer steel (MLS) head gasket fire-ring at the bore bridge between cylinders 2 and 3, which is the narrowest land on the block deck. Seepage typically presents as combustion gas entering the coolant rather than coolant entering the oil, so the oil dipstick may look normal even as coolant is slowly acidified and the overflow reservoir shows bubbling. This is compounded on high-mileage NZ/AU examples where coolant has never been changed, raising pH and accelerating corrosion of the aluminium head sealing face. The fault is less frequent than in equivalent Subaru or Mitsubishi engines but is documented in CMs with over 180,000 km or a history of overheating events.

Example of the part — not this vehicle

Where to look: Cylinder head gasket at the deck surface between cylinders 2 and 3 — requires engine top-end access

Parts involved: Head gasket.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The L15B7 1.5-litre turbocharged four-cylinder fitted to the CV1 Accord shares its architecture with the CR-V 1.5T, which was the subject of a documented Honda Australia extended customer support program after widespread reports of petrol entering the engine oil. Cold-weather and short-trip driving causes unburnt fuel to wash past rings into the sump, thinning oil and degrading lubrication. NZ's temperate climate and urban stop-start driving produces the same conditions. Oil dilution over 2% accelerates bearing wear.

Where to look: Engine sump / crankcase via dipstick tube

Parts involved: Turbocharger.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

Gasoline enters the engine oil via the cylinder walls during short cold-weather trips before the engine reaches operating temperature, progressively diluting the oil and reducing its viscosity and lubrication properties. Honda acknowledged the defect and issued a PCM software recalibration (TSB A18-090), but the fix only partially mitigates the problem — owners in cooler climates (including NZ winters) continue to report elevated fuel content in oil at service intervals. Severe dilution can accelerate bearing and camshaft wear. Honda extended warranty coverage in the US to 8yr/150k miles for engine damage resulting from this defect.

Where to look: Engine oil sump and dipstick tube

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US-specification 8th-generation Accords equipped with the J35Z2 3.5 V6 and Variable Cylinder Management (VCM) system suffer documented misfires and excessive oil consumption. VCM deactivates cylinders 1, 4, and/or 3 under light load; the inactive cylinders accumulate oil due to poor ring seal when not firing, causing fouled spark plugs, misfires on reactivation, and progressive oil consumption of 1 litre per 1,500 km or more. NHTSA opened investigation PE13-023 into this fault. Note: NZ/AU-specification CP Accords used the K24Z four-cylinder; this fault applies primarily to grey-import US-spec V6 examples.

Where to look: Engine — all cylinders but predominantly front bank (cylinders 1, 3, 4) in V6 configuration

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The BDGA, BWJA, and MKYA 5-speed automatic transmissions used in CM and CP series Accords develop torque converter lockup clutch shudder as the friction lining material degrades with age and heat cycles. When the lockup clutch engages at highway cruising speeds (typically 65–100 km/h), worn friction material causes a momentary slip-grab cycle that transmits as a low-frequency vibration through the drivetrain and floor. Honda revised the ATF specification and issued drain-and-fill service procedures, but many vehicles reach this condition before the service is performed.

Example of the part — not this vehicle

Where to look: Transmission torque converter, forward of the bell housing

Parts involved: Torque converter.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The Variable Timing Control (VTC) actuator on the intake camshaft loses oil pressure during extended engine-off periods, causing a pronounced metallic rattling or grinding noise for 1–3 seconds on cold start. Honda issued TSB 19-013 covering this defect, prescribing a revised VTC actuator assembly. If ignored, the repeated oil-starvation rattle can score the camshaft journals and timing chain tensioner, escalating the repair cost significantly. The fault is structurally separate from oil dilution but commonly co-exists in affected vehicles.

Where to look: Intake camshaft VTC actuator, top of engine beneath valve cover

Parts involved: Timing chain.

Can't confirm for this car

The Honda 5-speed automatic (BKYA/MKYA series) used across 7th and 8th generation Accords is prone to linear solenoid wear, causing torque converter shudder at light throttle and harsh 2-to-3 upshifts. Worsened significantly by ATF degradation or the use of non-Honda DW-1 compatible fluid. Commonly appears from 120,000 km on unmaintained units.

Example of the part — not this vehicle

Where to look: Automatic transmission linear solenoid body, driver's side of transmission casing

Parts involved: Torque converter.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

Owners of the 11th-generation Accord Hybrid (GU) report a pronounced drivetrain shudder when the i-MMD system transitions between EV-only, series-hybrid, and engine-direct-drive lock-up modes during sustained climbing on long highway grades. The electronically controlled engagement clutch that couples the 2.0-litre Atkinson engine directly to the front axle can hesitate to fully engage or partially slip during the mode switch, producing a lurch or vibration felt through the floor and seat. Honda released PCM and hybrid control software recalibration updates in AU and US markets to address mode transition logic. Severity is notably worse when cabin air conditioning imposes additional electrical load on the system.

Where to look: i-MMD integrated drive unit; engine-direct-drive engagement clutch pack between Atkinson engine and front motor-generator

Parts involved: Clutch.

Can't confirm for this car

The 2.0 i-MMD hybrid system uses a dedicated electric coolant pump to maintain the power control unit (PCU/inverter) within operating temperature. The pump motor windings degrade or the impeller seizes, starving the inverter of coolant flow. The PCU overtemperature protection then limits hybrid output or triggers a master warning with HV system alert on the multi-information display. The vehicle may enter limp mode or refuse to enter Ready mode until the PCU cools. Confirmed across AU/NZ dealer records and multiple owner complaints for early-production Accord CV hybrid units, with Honda issuing technical guidance for pump replacement.

Where to look: Power Control Unit coolant circuit, passenger-side engine bay behind the radiator assembly

Parts involved: Water pump.

Can't confirm for this car

At higher mileages (typically above 150,000 km), the valve stem seals in the K24A and K24Z3 engines harden, shrink, and crack, allowing engine oil to be drawn past the intake and exhaust valve stems into the combustion chamber. The oil burns off producing characteristic blue smoke, most visible on cold start when oil has pooled on the valves overnight, and on overrun when manifold vacuum is highest. Continued operation causes oil fouling of spark plugs, catalytic converter degradation, and accelerating oil consumption without external leaks.

Where to look: Cylinder head, valve stems — all 16 intake and exhaust valves

Parts involved: Catalytic converter.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The 10th-gen (CV) Accord and Accord Hybrid have a well-documented A/C condenser defect where out-of-spec manufacturing lets tiny pinholes form in the tube walls, allowing refrigerant to leak out so the A/C blows warm. American Honda acknowledged this with a warranty extension to 10 years / unlimited miles announced in 2021 (service bulletin 21-018 for the petrol Accord and 21-015 for the Accord Hybrid); it is a warranty extension, not a safety recall, so owners are not automatically notified. The condenser also sits low behind the grille with thin protection, so stone-chip punctures compound the problem. Failures appear across the mileage range rather than only on high-km cars.

Where to look: A/C condenser, front of engine bay behind the grille

Can't confirm for this car

The K24A (CL/CM 7th gen) and K24Z (CP 8th gen) 2.4L engines develop timing chain tensioner rattle on cold starts due to oil pressure bleed-back from the tensioner during extended idle or infrequent oil changes. Worsens over time and can progress to chain stretch and cam timing jump. Common from 150,000 km onwards on service-neglected examples.

Example of the part — not this vehicle

Where to look: Front of engine behind timing chain cover; tensioner on the passenger side of block

Parts involved: Timing chain.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The 10th-gen (CV chassis) Accord's 1.5L L15 turbo direct-injection engine is prone to raw fuel washing past the rings into the sump during cold starts and short trips, raising oil level above the dipstick full mark and giving the dipstick a petrol smell. It mirrors the well-documented Civic/CR-V 1.5T dilution issue; Honda responded with a PCM/ECU software update that revises cold-start fuelling and warm-up strategy, and extended powertrain warranty coverage in affected cold-climate markets. The dilution is usually cosmetic in mild NZ/AU climates but thinned oil accelerates wear and, left unchecked over many short-trip cycles, can shorten engine life. Most affected cars show it early and consistently rather than only at high mileage, so check regardless of odometer.

Where to look: Engine sump / dipstick, 1.5L L15 turbo petrol

Parts involved: Turbocharger.

Can't confirm for this car

The Variable Timing Control (VTC) actuator on the K24A engine produces a loud metallic rattle on cold start due to oil pressure lag. When the engine sits overnight, oil drains back from the actuator passages; on startup the phaser spins freely against the timing chain for 3-10 seconds until oil pressure builds and the actuator locks. Repeated cycling accelerates internal vane wear, and a worn actuator eventually rattles even after oil pressure is established.

Where to look: Top front of engine, intake camshaft end behind valve cover

Parts involved: Timing chain.

Can't confirm for this car

The J30A 3.0L V6 VTEC solenoid uses a fine mesh screen that captures sludge from infrequent oil changes, restricting oil flow to the VTEC mechanism. Results in loss of high-rpm power, VTEC pressure fault codes, and in severe cases stalling or oil pressure loss. Primarily affects CL/CM V6 Accords with irregular service history.

Where to look: VTEC solenoid mounted on the cylinder head, accessible from the top of the engine

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The 10-speed automatic transmission (ZF-sourced unit, licensed by Honda) on the K20C4 2.0T Accord has attracted documented complaints of harsh downshifts, delayed upshifts at partial throttle, and a clunking engagement when selecting Drive from Park, particularly when the transmission is cold. Honda released multiple TCU software updates and a revised transmission fluid specification. A small number of cases required valve body replacement. The issue is more pronounced below 40,000 km while the transmission is breaking in, but harsh shifts persisting above this mileage are more likely to indicate a hardware or fluid fault.

Where to look: 10-speed automatic transmission unit, valve body

Parts involved: Mechatronic / valve body.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The Continuously Variable Transmission (CVT) paired with the 1.5T engine exhibits a pronounced shudder or vibration through the drivetrain at 20–50 km/h during light acceleration from a standing start. The cause is torque converter clutch (TCC) slip under light load, which Honda addressed with a revised CVT fluid specification and a reflash of the CVT control module. Transmission fluid degradation or use of non-Honda HCF-2 fluid accelerates the onset. Persistent shudder that does not resolve after fluid replacement and reflash may indicate worn friction material inside the CVT unit.

Where to look: CVT unit, torque converter clutch

Parts involved: Torque converter, Clutch.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The Accord 2.0 i-MMD hybrid drivetrain uses a lock-up clutch (referred to as a 'dog clutch' in Honda technical documentation) that engages the combustion engine directly to the wheels at higher highway speeds for efficiency. Judder or shudder during this clutch engagement — particularly at 80–100 km/h when transitioning from electric to series-hybrid or direct-drive mode — is a documented pattern. Honda issued a PCM and transmission control unit (TCU) reflash addressing clutch engagement pressure mapping, and also recommended a transmission fluid change (using DW-1 ATF). Some vehicles with high kilometre readings exhibit mechanical clutch pack wear not fully correctable by software.

Where to look: i-MMD transmission unit, direct-drive clutch pack

Parts involved: Clutch.

Can't confirm for this car

The idle air control valve (IACV) on the K24A engine is prone to carbon fouling from blow-by deposits accumulating in the bypass passage. Fouling restricts airflow through the idle control circuit, preventing the ECU from maintaining a stable idle. The condition worsens progressively and is accelerated by short-trip driving and infrequent oil changes that increase crankcase vapour contamination. In advanced cases the throttle body butterfly also accumulates carbon deposits, compounding the idle instability.

Where to look: Idle air control valve on throttle body, intake side of K24A engine

Can't confirm for this car

The positive crankcase ventilation (PCV) system on K24A and K24Z engines routes blow-by gases and oil vapour back into the intake tract upstream of the throttle body. Over time, the oil mist carried in the PCV gases condenses on the throttle body bore and butterfly valve, accumulating a thick layer of carbon and varnish. As the deposit layer thickens, it effectively reduces the bore diameter and causes the throttle plate to partially stick in the closed position, disrupting the precise idle air control logic and leading to an unstable or lumpy idle.

Where to look: Throttle body on the intake manifold, accessible from the top of the engine after removing the air intake duct

Parts involved: PCV / oil separator.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The Collision Mitigation Braking System (CMBS) within Honda Sensing has generated numerous NHTSA complaints across the 2018–2023 Accord for applying full or partial emergency braking with no obstacle present. Triggers include overhead gantry signs, bridge structures, roadside objects, and shadows. NHTSA formally opened Investigation PE20-020 in 2020 covering Honda Sensing false activations across multiple Honda/Acura models including the Accord. Honda issued several software updates but complaints continued post-update. A rear-end collision caused by a following vehicle after a false stop represents a direct safety risk.

Where to look: Front radar sensor (lower grille), forward-facing camera (windscreen behind mirror)

Can't confirm for this car

The Accord CV uses a rack-mounted electric power steering motor with brushed construction. Carbon brushes wear progressively, initially causing intermittent steering weight variation and a groaning or grinding noise at parking speeds. Worn brushes cause micro-arc erosion on the motor commutator, leading to increasingly rough torque delivery. In advanced cases the EPS fails completely and the system defaults to unassisted manual steering effort, requiring significant force at low speeds. The fault is most commonly reported on higher-mileage urban Accord CV examples with frequent low-speed manoeuvring. Honda dealer remedy is typically full rack-and-pinion assembly replacement as the EPS motor is not separately serviceable in most cases.

Where to look: Steering rack assembly, driver-side behind the front subframe under the dashboard

Parts involved: Steering rack.

Can't confirm for this car

The column-mounted electric power steering (EPS) motor and its integral control unit develop failures on both CL7/CL9 and CU2 Accords. The EPS motor brushes wear and the control unit PCB develops heat-cycle-induced solder joint cracking, causing intermittent or permanent loss of power assistance. Failure is often progressive, starting with intermittent warning light events before the assist drops out under steering load. The steering remains mechanically operable but requires significantly elevated effort, creating a safety concern particularly at low speed.

Where to look: EPS motor and control unit mounted on steering column beneath dashboard

Parts involved: Steering rack.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

Early 10th-gen (CV) Accords have a documented display-audio software fault where the centre screen fails to show the reversing camera image, reboots on its own, or freezes and needs a hard reset. Honda issued NHTSA safety recall 18V629 (Honda campaign K2G/V2F) covering around 232,000 2018 Accords (and 2019 Insight) to reprogram the display-audio unit so the rearview image displays reliably. Further over-the-air and dealer software updates were released through the production run to address freezing, CarPlay/Android Auto dropouts and 'Camera has stopped' pop-ups. Cars imported to NZ/AU may not have had the recall reflash applied, so verification matters regardless of mileage.

Where to look: Centre display-audio / infotainment head unit and rear camera

Can't confirm for this car

The Denso alternator fitted to K24A and K24Z3 Accord engines is prone to brush wear and diode bridge failure at higher mileages and in humid climates. Brush wear reduces charging output gradually, while diode failure causes AC ripple to enter the charging circuit, corrupting the CAN bus signals and causing erratic instrument cluster readings, ECU error codes, and battery drain. Failure is often misdiagnosed as a battery fault until the alternator output is load-tested.

Where to look: Alternator on lower left side of K24 engine, driven by accessory belt

Parts involved: Alternator.

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The Accord Sport Hybrid relies on a 12V lead-acid auxiliary battery to power the hybrid management computer, high-voltage contactor relays, and control systems on start-up. Unlike a conventional car where a flat 12V battery is merely inconvenient, a failed 12V battery in the i-MMD system prevents the high-voltage traction battery from connecting to the drive system, leaving the vehicle completely unable to start or move. The 12V battery in hybrids experiences shallower but more frequent discharge cycles than in conventional vehicles, and many examples reach battery-end-of-life between 4–6 years regardless of calendar mileage. Honda does not always proactively replace this battery at service.

Where to look: 12V auxiliary battery, located in the boot or under the bonnet depending on trim

Parts involved: 12V battery.

Can't confirm for this car

The CP and CU generation Accords (2008–2015) use a column-type electric power steering system where the EPS motor applies torque directly to the steering column shaft above the rack. The rack and pinion mesh can develop looseness as the anti-backlash spring preload relaxes with age and mileage, allowing the pinion gear to rattle against the rack under road inputs. Additionally, the EPS motor-to-column mounting bracket bolts can work loose, generating a secondary rattle that is difficult to distinguish from the rack mesh noise without disassembly.

Where to look: Steering rack behind the engine bay firewall and EPS motor on the steering column beneath the dashboard

Parts involved: Steering rack.

Can't confirm for this car

AC compressor electromagnetic clutch fails causing loss of air conditioning. Bearing failure prior to clutch seizure produces a squealing noise.

Where to look: AC compressor on front of engine

Parts involved: Clutch.

Can't confirm for this car

The CM Accord rear subframe is a stamped-steel crossmember that locates the rear lateral links and carries suspension loads into the body. Honda applied only a standard e-coat primer to the inner flanges of this pressed assembly; no additional wax-injection or cavity treatment was factory-applied. In NZ and coastal AU environments, salt-laden moisture penetrates the hollow sections of the subframe flanges and initiates crevice corrosion that is invisible externally until the section wall has lost 60–70% of its thickness. Rust-through causes the rear lateral link pickup points to distort, leading to unpredictable rear axle geometry changes at speed. Serious examples exhibit the rear subframe cracking or separating at the mounting points entirely. NZ Warrant of Fitness inspections will fail the vehicle on this finding; repair typically requires subframe replacement from a low-humidity donor vehicle plus seam sealing.

Where to look: Rear subframe crossmember — underside of the vehicle at the rear axle line, between the rear wheels

Parts involved: Body corrosion.

Can't confirm for this car

The CL, CM, CP, and CU Accord rear suspension uses a multi-link arrangement with multiple rubber-bonded bushes in each trailing arm, upper arm, and lower arm. The natural rubber compounds used in the OEM bushes are susceptible to ozone cracking, oil contamination from leaking rear axle seals, and fatigue from high-frequency road inputs. As the bushes collapse axially or delaminate from the metal sleeve, rear wheel toe and camber geometry deviate outside Honda's specified tolerances, causing the vehicle to track incorrectly and scrub the inner tyre edge prematurely.

Where to look: Rear suspension multi-link arms and trailing arms, subframe-to-body mounting bushes

Parts involved: Ball joint.

Can't confirm for this car

The front subframe-to-body compliance bushings deteriorate with age and mileage on both 7th and 8th generation Accords, allowing the subframe to shift under braking and cornering. Results in vague steering, front-end clunking over uneven surfaces, and uneven front tyre wear. Commonly missed on standard WOF inspections but fails on more thorough checks.

Where to look: Front subframe, four mounting bushes at body attachment points

Can't confirm for this car

The pressed-in lower ball joints on CM and CL series front lower control arms use a rubber boot to retain grease and exclude road contamination. The boot splits along the lower seam due to road debris impact and age hardening of the rubber, allowing grease to escape and moisture and abrasive grit to enter the joint. Once contaminated, the ball stud wears rapidly against the socket, increasing axial and radial play to the point where the joint can pull through or separate under load.

Example of the part — not this vehicle

Where to look: Front lower control arm, ball joint at the outboard end connecting to the steering knuckle, both sides

Parts involved: Ball joint.

Can't confirm for this car

The rubber trailing arm bushes in the 7th generation CL7/CL9 Accord rear suspension degrade with age, UV exposure, and accumulated mileage. As the bush compound hardens and cracks, the trailing arm develops lateral and longitudinal play, allowing the rear wheel to shift position under cornering, braking, and acceleration loads. This produces audible tyre scrub, disturbs rear wheel alignment (typically inducing toe-out), and causes accelerated and uneven tyre wear. Severely worn bushes can introduce rear-end instability under heavy braking.

Where to look: Rear trailing arm inner and outer pivot bushes, both sides

Can't confirm for this car

CP2/CP3 Accords use a double-wishbone front suspension where the upper arm ball joint is a separate serviceable component. The upper ball joint wears earlier than the lower on this generation; NZ and Australian mechanic writeups consistently note it as a routine service item on 100,000+ km examples. Worn joints cause tyre-wear irregularity, camber wander under braking, and WoF rejection.

Example of the part — not this vehicle

Where to look: Front upper control arm, outboard joint, both sides

Parts involved: Ball joint.

Can't confirm for this car

The front lower control arm rear compliance bushings on CL7/CL9 Accords deteriorate prematurely, particularly on higher-mileage vehicles. The rubber compliance element cracks and separates from its metal sleeve, causing the control arm to shift under braking and cornering loads. The result is variable toe and camber changes that cannot be corrected by wheel alignment adjustment alone. Honda issued a technical service bulletin in several markets covering revised bushing specification. The fault is more pronounced on vehicles that have experienced hard kerb impacts.

Where to look: Front lower control arms, specifically the rear compliance (toe) bushing mounting to the subframe

Can't confirm for this car

The front and rear brake calipers on Accord models use a sliding pin design where two hardened steel guide pins, coated with high-temperature grease and sealed by rubber boots, allow the caliper body to float laterally as pad material wears. In New Zealand conditions, salt air, road contaminants, and moisture degrade the pin boots, allowing water ingress that causes the steel pins to corrode and seize within their aluminium or steel caliper bracket bores. A seized guide pin prevents the caliper from retracting after brake application, keeping one brake pad in continuous light contact with the disc rotor.

Where to look: Front and rear brake calipers at the caliper-to-bracket guide pin bores, both axles

Parts involved: Brake disc and pads.

Can't confirm for this car

Rear wheel bearings on the CL7/CL9 Accord are a known wear item that fails prematurely compared to manufacturer expectations, with many examples requiring bearing replacement before 180,000 km. The rear hub/bearing assembly is a sealed pressed-in design requiring hub replacement rather than a standalone bearing on most variants. Failure is accelerated by kerb strikes, water ingress from corroded seals, and vehicles that have been lowered or have worn rear suspension geometry.

Where to look: Rear hub/bearing assemblies, both sides, within the rear knuckle

Parts involved: Wheel bearing.

Can't confirm for this car

The upper strut thrust bearing (top mount bearing) on both 7th and 8th generation Accords wears and corrodes with age and water ingress. The bearing allows the strut to rotate with the steering, and when the ball race corrodes or flattens, it produces grinding, creaking, or clunking noises whenever the steering wheel is turned, particularly at full lock during low-speed manoeuvres. In cold conditions the noise is accentuated as the grease stiffens. Severely worn mounts can also cause the strut to bind, introducing a notchy or stiff feel through the steering.

Where to look: Front suspension upper strut mount, within engine bay at each top strut tower

Parts involved: Shock absorber / strut.

Can't confirm for this car

Hydraulic power steering racks on CM/CN and CP Accords develop internal seal failures that allow power steering fluid to leak from the rack ends or past the input shaft seal. The rack becomes progressively loose, requiring larger steering inputs at parking speeds, and leaked fluid can contaminate the subframe and bellows. Honda issued TSB 07-079 covering power steering fluid leaks and rack replacement procedures. Replacements are available as remanufactured units but rack-and-pinion play often worsens rapidly once seals begin failing.

Where to look: Steering rack — mounted across front subframe behind engine

Parts involved: Steering rack.

Can't confirm for this car

The VTEC oil control solenoid O-ring hardens and shrinks on the J30A engine, allowing oil to seep down the outside of the solenoid body and drip onto the exhaust manifold.

Where to look: VTEC oil control solenoid on top of cylinder head

Parts involved: Exhaust manifold.