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Honda1997–2023 Critical issues documented

Honda Accord CP: common faults & what to check

The CP is the Honda Accord built 2008–2017. It was sold here with the 2.0 petrol, 2.4 petrol, and 3.5 V6 petrol. Of the 55 faults documented for the Accord, 20 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

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55

Documented faults

Critical

Most serious

$450–$2,000

Typical repair

48

Service milestones

You're looking at the CP

3 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

Choose a different generation

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.

A 2010 Honda Accord is the CP generation (2008 to 2017).

Start your free check on this Honda Accord

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Honda Accord CPEngine not picked yet

Pick the engine above first: the Accord came with 3, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Honda Accord · 2010

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

What to look out for

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

  • Costly issue

    Check trailing arm bushes for axial play by attempting to move the arm fore and aft by hand.

    See why

    Rear Multi-link Suspension Bush Collapse

    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.

    What you would notice

    • Rapid and uneven tyre wear across the rear axle, characteristically heavier on the inner shoulder of the rear tyres
    • Vague, imprecise, or unstable handling at highway speeds, particularly noticeable during lane changes or in crosswind conditions

    Typically $650–$2,200 to put right.

  • Costly issue

    Check for stored P1 EPS fault codes with an OBD2 scanner.

    See why

    Electric Power Steering Motor and Control Unit Failure

    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.

    What you would notice

    • EPS warning light illuminating on the instrument cluster, intermittently at first then permanently as the fault progresses
    • Sudden increase in steering effort particularly at parking speeds and full lock, with no mechanical obstruction present

    Typically $600–$2,200 to put right.

  • Costly issue

    With engine running, turn steering lock to lock slowly and listen for groan or whine.

    See why

    Power Steering Rack Seal Failure and Fluid Leak

    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.

    What you would notice

    • Power steering fluid puddle under front of vehicle after parking
    • Whining or groaning noise from steering on full lock
    • Steering feels loose or has increased play when manoeuvring at low speed
    • Steering rack bellows visibly wet or stained with fluid

    Typically $700–$2,000 to put right.

  • Costly issue

    Check for subframe movement by applying lateral force from underneath.

    See why

    Front subframe compliance bush collapse

    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.

    What you would notice

    • Clunking from front end over speed bumps and rough surfaces
    • Vague or inconsistent steering response
    • Uneven front tyre wear across tread width
    • Front end wander under firm braking

    Typically $500–$1,000 to put right.

  • Costly issue

    Even slight slop (more than 1 mm) is WoF-rejectable.

    See why

    Front Upper Control Arm Ball Joint Failure

    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.

    What you would notice

    • Clunk from front suspension over rough surfaces, particularly under braking
    • Rapid or uneven outer tyre edge wear
    • Camber visibly off when viewed from front
    • WoF rejection for upper ball joint play

    Typically $400–$900 to put right.

  • Costly issue

    Attempt to push each guide pin in and out of its bore by hand; they should slide smoothly with light resistance from the grease.

    See why

    Brake Caliper Guide Pin Seizure

    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.

    What you would notice

    • Significantly uneven brake pad wear with the inner pad worn substantially thinner than the outer pad on the same corner
    • The vehicle pulling to one side under braking, or a dragging sensation and increased fuel consumption from one wheel remaining partially applied

    Typically $180–$680 to put right.

Honda Accord service schedule

The 3 engines a 2010 Honda Accord was sold with, each with its own intervals. Pick your engine above to narrow this to one. 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.

8th Generation · 2008–2012 · 3.5L (J35Z)

Petrol

Due by distance

  1. 100,000 km

    First major inspection of the serpentine belt and the start of suspension component wear.

  2. 150,000 km

    Critical timing belt interval for the J35 engine - a non-negotiable maintenance item for engine longevity.

  3. 200,000 km

    Catalytic converters or O2 sensors may trigger a check engine light here due to normal sensor degradation.

8th Generation · 2008–2013 · 2.0L (R20A) - Entry level

Petrol

Due by distance

  1. 100,000 km

    Full fluid flush, including transmission and coolant, for ongoing reliability.

  2. 150,000 km

    Start monitoring suspension components, specifically bushings and struts, which may begin to feel tired around this stage.

  3. 200,000 km

    Review the engine mounts and alternator condition, as these components often reach the end of their design life around this mileage.

8th Generation · 2008–2013 · 2.4L (K24Z) - Luxury/S-Type

Petrol

Due by distance

  1. 150,000 km

    Cooling system components like the thermostat and radiator hoses should be inspected for fatigue.

  2. 200,000 km

    Check the condition of the alternator and starter motor, which reach significant duty cycles here.

  3. 250,000 km

    Have a specialist inspect the timing chain tensioner health, even though the K24 chain itself is generally robust.

See all 20 issues for this oneDocumented for the exact year and engine you picked, including 2 rated critical.
Electrical3

01Electric Power Steering Motor and Control Unit Failure

Check for stored P1 EPS fault codes with an OBD2 scanner.petrol2003–2012Electrical
CommonElectrical $600–$2,200 to fix

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.

Symptoms to notice

  • EPS warning light illuminating on the instrument cluster, intermittently at first then permanently as the fault progresses
  • Sudden increase in steering effort particularly at parking speeds and full lock, with no mechanical obstruction present

What to check

Check for stored P1 EPS fault codes with an OBD2 scanner; note any EPS warning light history; test power assist at low speed full-lock parking manoeuvres; inspect column wiring harness connector for corrosion; confirm EPS motor brushes are within service limit.

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

Parts involved: Steering rack.

Ask the seller

  • “Has the EPS warning light ever appeared on the dashboard?”
  • “Does the steering ever feel unusually heavy, particularly when parking or at low speed?”
  • “Has any steering column or EPS-related work been carried out?”

02Electric Power Steering Rack Rattle (CP/CU)

petrol2008–2015Electrical
OccasionalElectrical $250–$3,800 to fix

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.

Symptoms to notice

  • An audible metallic rattle or clunk from the steering rack or column area when driving over road irregularities such as expansion joints or rough chip seal
  • A knocking sensation transmitted through the steering wheel when the front wheels encounter impacts at low speed

What to check

With the engine running and the vehicle stationary, rock the steering wheel sharply left and right through a small arc and listen for a rattle or clunk from the rack area. Have an assistant hold the steering wheel while you feel along the rack housing for vibration. Inspect EPS motor mounting bracket bolts for torque; Honda specifies 25 Nm. Check for stored EPS DTCs including 17 (torque sensor) or 51 (motor current).

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

Parts involved: Steering rack.

Ask the seller

  • “Has any rattling or knocking noise been noticed from the steering when driving on rough roads?”
  • “Has the EPS warning light ever illuminated on the dashboard?”

03Air Conditioning Compressor Clutch Failure

Test AC during test drive.2003–2012Electrical
CommonElectrical $400–$1,500 to fix

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

Symptoms to notice

  • Squealing or grinding from engine front when AC is switched on
  • No cold air despite compressor being present (clutch failed to engage) — distinct from refrigerant loss

What to check

  1. Test AC during test drive.
  2. Listen for squealing from engine front when AC engaged.
  3. Switch AC on and off and note if noise follows the AC state.

Where to look: AC compressor on front of engine

Parts involved: Clutch.

Ask the seller

  • “Has the air conditioning compressor clutch been inspected or repaired?”
Body, brakes, suspension & interior5

04Rear Multi-link Suspension Bush Collapse

Check trailing arm bushes for axial play by attempting to move the arm fore and aft by hand.petrol2002–2015Suspension
CommonSuspension $650–$2,200 to fix

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.

Symptoms to notice

  • Rapid and uneven tyre wear across the rear axle, characteristically heavier on the inner shoulder of the rear tyres
  • Vague, imprecise, or unstable handling at highway speeds, particularly noticeable during lane changes or in crosswind conditions

What to check

  1. Check trailing arm bushes for axial play by attempting to move the arm fore and aft by hand.
  2. Request a four-wheel alignment printout and compare rear toe and camber readings against Honda specification; out-of-spec figures with no collision history indicate bush collapse.
  3. If a workshop inspection is possible: Place the vehicle on a four-post hoist at ride height and visually inspect all rear suspension arm bushes for cracking, splitting, or rubber separation from the metal insert.

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

Parts involved: Ball joint.

Ask the seller

  • “Have the rear suspension bushes or arms been replaced, and at what mileage?”
  • “Has the vehicle ever had a four-wheel alignment, and were any rear geometry angles found to be out of specification?”

05Front subframe compliance bush collapse

Check for subframe movement by applying lateral force from underneath.2002–2012Suspension
CommonSuspension $500–$1,000 to fix

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.

Symptoms to notice

  • Clunking from front end over speed bumps and rough surfaces
  • Vague or inconsistent steering response
  • Uneven front tyre wear across tread width
  • Front end wander under firm braking

What to check

  1. Check for subframe movement by applying lateral force from underneath.
  2. Inspect front tyre wear pattern for unevenness.
  3. If a workshop inspection is possible: Lift the vehicle and inspect the four subframe mounting points for torn, cracked, or collapsed rubber bushings.

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

Ask the seller

  • “Has any front suspension or subframe work been done?”
  • “Any clunking from the front end over bumps?”
  • “Has wheel alignment been checked recently?”

06Front Upper Control Arm Ball Joint Failure

Even slight slop (more than 1 mm) is WoF-rejectable.petrol2008–2015Suspension
CommonSuspension $400–$900 to fix

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.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunk from front suspension over rough surfaces, particularly under braking
  • Rapid or uneven outer tyre edge wear
  • Camber visibly off when viewed from front
  • WoF rejection for upper ball joint play

What to check

Even slight slop (more than 1 mm) is WoF-rejectable. Check rubber boot for cracking. Compare both sides as unilateral wear is common. If a workshop inspection is possible: On a hoist, grasp upper arm and attempt to move joint laterally and vertically.

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

Parts involved: Ball joint.

Ask the seller

  • “Have the upper control arms or ball joints been inspected or replaced?”
  • “Has the vehicle had a recent WoF and were any suspension items noted?”
  • “Has front tyre wear been unusual — more on the outer or inner edge?”

07Brake Caliper Guide Pin Seizure

Attempt to push each guide pin in and out of its bore by hand; they should slide smoothly with light resistance from the grease.petrol2002–2015Brakes
CommonBrakes $180–$680 to fix

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.

Symptoms to notice

  • Significantly uneven brake pad wear with the inner pad worn substantially thinner than the outer pad on the same corner
  • The vehicle pulling to one side under braking, or a dragging sensation and increased fuel consumption from one wheel remaining partially applied

What to check

  1. Attempt to push each guide pin in and out of its bore by hand; they should slide smoothly with light resistance from the grease.
  2. Inspect the pin boots for tears, hardening, or displacement.
  3. Compare inner and outer brake pad thickness on each corner; a difference greater than 3 mm indicates the caliper is not floating correctly.
  4. Check disc rotor faces for a pronounced wear groove on the inboard surface.
  5. If a workshop inspection is possible: Remove each caliper from the bracket without disconnecting the brake hose.

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

Parts involved: Brake disc and pads.

Ask the seller

  • “Have the brake calipers ever been serviced, with guide pins cleaned and regreased?”
  • “Does the car pull to one side when braking, or do the brakes feel as though they are dragging?”

08Front Strut Top Mount Bearing Noise on Steering Lock

The upper strut thrust bearing (top mount bearing) on both 7th and 8th generation Accords wears and corrodes with age and water ingress.2003–2012Suspension
CommonSuspension $300–$750 to fix

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.

Symptoms to notice

  • Grinding, creaking, or clunking noise from the front suspension when turning the steering wheel at low speed or at full lock during parking
  • Stiff or notchy steering feel when turning in cold conditions, easing as the vehicle warms up

What to check

Watch for: Grinding, creaking, or clunking noise from the front suspension when turning the steering wheel at low speed or at full lock during parking. If a workshop inspection is possible: With vehicle stationary, slowly turn steering wheel lock-to-lock and listen and feel for grinding or creaking from the strut towers; with vehicle on a hoist, grasp the top mount and attempt to rotate the bearing race to check for roughness or binding; inspect for rust staining around the top mount plate indicating water ingress.

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

Parts involved: Shock absorber / strut.

Ask the seller

  • “Does the front suspension make a grinding or creaking noise when steering at low speed or during parking?”
  • “Have the front strut top mounts or bearings been replaced?”
  • “Is the steering notchy or stiff in cold weather?”
Fluid leaks1

09Power Steering Rack Seal Failure and Fluid Leak

With engine running, turn steering lock to lock slowly and listen for groan or whine.petrol2002–2013Fluid Leaks
CommonFluid Leaks $700–$2,000 to fix

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.

Symptoms to notice

  • Power steering fluid puddle under front of vehicle after parking
  • Whining or groaning noise from steering on full lock
  • Steering feels loose or has increased play when manoeuvring at low speed
  • Steering rack bellows visibly wet or stained with fluid

What to check

  1. With engine running, turn steering lock to lock slowly and listen for groan or whine.
  2. Inspect both steering rack bellows and the area directly behind them for fluid staining.
  3. Check the power steering reservoir level — if low with no visible external hose leak, the rack is the likely source.
  4. Test for excessive steering play by rocking the steering wheel with the vehicle stationary.

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

Parts involved: Steering rack.

Ask the seller

  • “Has the power steering rack or any steering components been replaced?”
  • “Does the steering make any noise when turning at low speeds or full lock?”
  • “Has the power steering fluid level ever needed topping up?”
Depends on the exact engine — 11 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling10

01Balance Shaft Oil Pump Failure (K24A/K24Z)

Check oil pressure at idle with a mechanical gauge (minimum 35 psi at warm idle).petrol2003–2015Engine
CommonEngine $1,800–$5,500 to fix

Can't confirm for this car

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.

Symptoms to notice

  • Intermittent or persistent ticking or knocking noise immediately on cold start that may diminish once oil pressure builds
  • Oil pressure warning light illuminating at idle, particularly when oil is warm and viscosity drops

What to check

  1. Check oil pressure at idle with a mechanical gauge (minimum 35 psi at warm idle).
  2. Drain and cut open the oil filter to inspect for metallic particles.
  3. Verify oil service history and check for any prior engine noise complaints.
  4. If a workshop inspection is possible: Remove the balance shaft inspection cover and check for scoring on the pump rotor faces.

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

Ask the seller

  • “Has the engine oil been changed at or under 7,500 km intervals throughout its life?”
  • “Has the car ever had an oil pressure light illuminate or any engine knock noise?”

02J35A / J35Y V6 Timing Chain Primary and Secondary Rattle

Cold-start the engine immediately after overnight soak and listen closely for chain rattle from the upper front of the engine.petrol2008–2017EngineRead the full fault: symptoms, where to look, what to ask the seller

03VCM Cylinder Deactivation Misfire and Oil Consumption

Confirm engine is the J35Z2 3.5 V6 (VCM-equipped) as opposed to K24Z.petrol2008–2010Engine
OccasionalEngine $1,500–$5,500 to fix

Can't confirm for this car

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.

Symptoms to notice

  • Check Engine light with misfire codes P0301–P0306 on cylinders 1, 3, or 4
  • Oil consumption exceeding 1 litre per 2,000 km with no visible external leak
  • Rough idle or hesitation when accelerating from low-speed cruise
  • Spark plugs on cylinders 1, 3, or 4 fouled with oil deposits

What to check

  1. Confirm engine is the J35Z2 3.5 V6 (VCM-equipped) as opposed to K24Z.
  2. Check oil level and ask seller about top-up frequency.
  3. Scan for misfire codes P0301–P0306.
  4. Remove spark plugs on cylinders 1, 3, and 4 and inspect for black oily deposits.
  5. If oil is low with no visible leaks, internal consumption via VCM inactivity is the cause.
  6. An engine oil consumption test over 1,500 km provides definitive evidence.

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

Ask the seller

  • “How frequently does the engine require oil top-ups between services?”
  • “Has any misfire warning or Check Engine light appeared, and what faults were stored?”
  • “Is this a US-specification vehicle or NZ/AU market supply?”

04K24A / K24Z3 Valve Stem Seal Oil Consumption

Watch for: Blue or blue-grey exhaust smoke visible on cold start lasting 10-30 seconds, and again on overrun when lifting off throttle at speed.petrol2003–2012Engine
CommonEngine $900–$2,200 to fix

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.

Symptoms to notice

  • Blue or blue-grey exhaust smoke visible on cold start lasting 10-30 seconds, and again on overrun when lifting off throttle at speed
  • Oil consumption above 1 litre per 1000 km with no visible external leaks, and oil-fouled spark plugs with wet, oily deposits

What to check

Watch for: Blue or blue-grey exhaust smoke visible on cold start lasting 10-30 seconds, and again on overrun when lifting off throttle at speed. If a workshop inspection is possible: Cold-start the engine and observe exhaust for blue smoke during first 30 seconds; perform an overrun test (warm engine, rev to 4000 rpm then release throttle) and watch for blue smoke; check spark plugs for oil fouling; monitor oil level across a 1000 km interval; perform cylinder leak-down test to differentiate from ring seal failure.

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

Parts involved: Catalytic converter.

Ask the seller

  • “How much oil does the engine consume between services?”
  • “Is there any blue smoke from the exhaust on startup or when lifting off throttle at speed?”
  • “When were the spark plugs last replaced, and was any oily fouling noted?”

05CP K24Z Intake Valve Carbon Deposit Buildup

Carbon exceeding 1–2 mm on the valve margin is problematic.petrol2008–2012EngineRead the full fault: symptoms, where to look, what to ask the seller

06VCM V6 cylinder deactivation vibration and premature engine mount failure

Inspect all engine and transmission mounts for cracking and collapse.petrol2008–2010EngineRead the full fault: symptoms, where to look, what to ask the seller

07K24A/K24Z timing chain tensioner rattle

Cold-start the engine and listen carefully for rattle from the front of the block.petrol2002–2012Engine
CommonEngine $600–$1,400 to fix

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.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Metallic rattling from front of engine on cold start lasting 2-10 seconds
  • Rattle duration increasing with engine age and mileage
  • Check engine light with cam timing codes P0341 or P0344
  • Rough idle in severe chain-stretch cases

What to check

  1. Cold-start the engine and listen carefully for rattle from the front of the block.
  2. Check oil condition and change interval history.
  3. Scan for cam timing DTCs.
  4. Inspect valve cover area for sludge if accessible.

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

Parts involved: Timing chain.

Ask the seller

  • “What is the oil change interval and service history?”
  • “Has any timing chain or tensioner work been carried out?”
  • “Any rattling on startup, especially when cold?”

08Throttle Body Carbon Fouling (K24A/K24Z)

Attempt to move the throttle plate by hand with the ignition off to check for sticking or resistance beyond normal spring tension.petrol2003–2015Engine
CommonEngine $120–$380 to fix

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.

Symptoms to notice

  • Rough, lumpy, or fluctuating idle speed, particularly noticeable when the engine is warm and the idle stabilisation system is no longer active
  • Hesitation or stumbling when transitioning from idle to light throttle, such as when pulling away from rest

What to check

Attempt to move the throttle plate by hand with the ignition off to check for sticking or resistance beyond normal spring tension. If a workshop inspection is possible: Connect a scan tool and observe idle RPM stability and short-term fuel trim values; elevated positive fuel trims at idle suggest air metering disruption from deposit restriction. Remove the air intake duct from the throttle body inlet and visually inspect the bore and butterfly valve for black or brown carbon deposits using a torch.

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.

Ask the seller

  • “Has the throttle body ever been cleaned or serviced?”
  • “Does the car idle roughly or hesitate when pulling away from a standstill?”

09Automatic Transmission Torque Converter Lockup Shudder

Test drive at steady highway speed between 65–100 km/h with light throttle to provoke shudder.petrol2003–2013Transmission
CommonTransmission $350–$4,800 to fix

Can't confirm for this car

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.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Rhythmic vibration or shudder felt through the floor and seat at steady highway cruising speeds under light throttle
  • Sensation of the vehicle surging or hunting slightly when the torque converter lockup clutch attempts to engage

What to check

  1. Test drive at steady highway speed between 65–100 km/h with light throttle to provoke shudder.
  2. Check ATF condition: Honda ATF-Z1 or DW-1 that has darkened or smells burnt indicates friction material breakdown.
  3. Check transmission fluid level on warm engine.
  4. Scan for transmission DTCs including P0740 (torque converter clutch circuit) or P1768.

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

Parts involved: Torque converter.

Ask the seller

  • “Has the automatic transmission fluid ever been changed, and if so, was Honda-specified ATF used?”
  • “Does the car vibrate or shudder at highway speeds under light throttle?”

105-speed automatic linear solenoid wear causing torque converter shudder

Road test at light throttle cruise between 50-80 km/h for torque converter shudder.petrol2002–2012Transmission
CommonTransmission $1,200–$3,500 to fix

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.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Vibration or shudder through the drivetrain at light throttle 50-80 km/h
  • Harsh or delayed 2nd-to-3rd upshift
  • Transmission slipping or hunting between gears under load
  • Transmission fault codes in the P0730-P0744 range

What to check

  1. Road test at light throttle cruise between 50-80 km/h for torque converter shudder.
  2. Check ATF colour and condition on dipstick (should be clear pink, not dark brown).
  3. Scan for transmission codes.
  4. Confirm fluid change history and fluid type used.

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

Parts involved: Torque converter.

Ask the seller

  • “Has the transmission fluid been changed, and what fluid was used?”
  • “Any shudder or vibration when cruising at highway speeds?”
  • “Any transmission warning lights or rough gear changes?”
Electrical1

01K24A / K24Z3 Alternator Brush and Diode Failure

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.petrol2003–2012Electrical
CommonElectrical $350–$900 to fix

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.

Symptoms to notice

  • Battery warning light on dashboard, flat battery despite a new or known-good battery, and measured charging voltage below 13.5V at idle or under load
  • Erratic instrument cluster behaviour, random warning lights, or ECU fault codes appearing alongside a charging voltage irregularity

What to check

Watch for: Battery warning light on dashboard, flat battery despite a new or known-good battery, and measured charging voltage below 13.5V at idle or under load. If a workshop inspection is possible: Measure charging voltage at battery terminals — should be 13.8-14.7V at 2000 rpm; perform an alternator load test; measure AC ripple voltage across the battery with a multimeter on AC setting (more than 50mV AC indicates diode failure); inspect brush length through inspection window if accessible; check for battery drain with parasitic draw test.

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

Parts involved: Alternator.

Ask the seller

  • “Has the car had any battery or charging system issues, or has the battery warning light appeared?”
  • “How old is the current battery, and has it needed replacement more than once?”
  • “Has the alternator ever been tested or replaced?”
Other Honda Accord engines and years35 documented issues that do not apply to the one you picked.
Engine, transmission & cooling23

01J30A V6 5-Speed Auto Transmission Failure

With engine warm, perform a fluid condition check — burnt smell or dark brown ATF confirms clutch pack debris.petrol2003–2007TransmissionRead the full fault: symptoms, where to look, what to ask the seller

02J30A V6 Head Gasket Failure (CF/CL)

Inspect the oil filler cap and dipstick for any creamy or mayonnaise-like residue indicating coolant contamination.petrol1997–2002Cooling
OccasionalCooling $1,500–$3,500 to fix

Does not apply

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.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • White or sweet-smelling exhaust smoke at operating temperature
  • Coolant level dropping with no visible external leak
  • Oil with a milky or frothy appearance on the dipstick or filler cap
  • Radiator overflow tank pressurizing or bubbling with engine running

What to check

  1. Inspect the oil filler cap and dipstick for any creamy or mayonnaise-like residue indicating coolant contamination.
  2. With engine at operating temperature, squeeze the upper radiator hose — excessive firmness (pressurized system) suggests combustion gas intrusion.
  3. Check the coolant overflow bottle for oil sheen or bubbles.
  4. A block tester (combustion leak test with chemical indicator) applied to the coolant filler provides definitive diagnosis.
  5. Check for evidence of overheating in the service history.

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

Parts involved: Head gasket.

Ask the seller

  • “Has the engine ever overheated or has the temperature gauge ever gone into the red?”
  • “When was the coolant last changed and has the radiator ever been flushed?”
  • “Has the head gasket or any cylinder head work ever been carried out?”

03K24A i-VTEC Head Gasket Seep at Cyl 2-3

Cold-start and watch the exhaust for white steam persisting beyond 3 minutes.petrol2002–2008Engine
OccasionalEngine $1,400–$3,200 to fix

Does not apply

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.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Coolant level dropping without visible external leak
  • White steam from exhaust on startup that does not clear after warm-up
  • Sweet smell from exhaust or coolant reservoir
  • Coolant reservoir bubbling or pressurising with engine running
  • Engine temperature creeping above normal on highway runs
  • Milky residue under oil filler cap in advanced cases

What to check

  1. Cold-start and watch the exhaust for white steam persisting beyond 3 minutes.
  2. Check the coolant reservoir for oily film or brown discolouration.
  3. Perform a combustion gas (block test) using a chemical sniff kit on the open coolant reservoir — positive colour change confirms head gasket breach.
  4. Inspect the head bolt area on the block for coolant mineral deposits.
  5. Request cooling system service history.

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

Parts involved: Head gasket.

Ask the seller

  • “Has the coolant ever been pressure-tested or chemically tested for combustion gases?”
  • “Has the car ever overheated, even briefly?”
  • “When was the coolant last changed?”

04L15B7 1.5T Turbo Oil Dilution with Petrol

Pull the dipstick and smell the oil — petrol contamination is detectable by smell.petrol2018 onwardEngine
CommonEngine $200–$900 to fix

Does not apply

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.

Symptoms to notice

  • Petrol smell from the engine oil dipstick
  • Oil level rising above the full mark between changes
  • Reduced oil viscosity (oil feels thin and smells of fuel)
  • Rough cold idle or misfires in cold wet conditions

What to check

  1. Pull the dipstick and smell the oil — petrol contamination is detectable by smell.
  2. Check if the level is above the max mark, which indicates fuel addition.
  3. Ask the seller about their typical driving style (short trips vs highway).
  4. This issue is significantly mitigated by highway driving or frequent oil changes.

Where to look: Engine sump / crankcase via dipstick tube

Parts involved: Turbocharger.

Ask the seller

  • “Is the vehicle mostly used for short urban trips or highway driving?”
  • “Has the oil ever smelled of petrol or been found above the maximum mark?”
  • “How frequently has the oil been changed — every 5,000 km or longer?”

05L15B7 1.5T Engine Oil Dilution by Fuel

Pull the dipstick and smell for petrol odour in the oil; check oil level (dilution raises it above MAX).petrol2018–2022Engine
Very commonEngine $800–$6,500 to fix

Does not apply

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.

Symptoms to notice

  • Strong petrol smell when checking engine oil on the dipstick
  • Oil level reading above the MAX mark without topping up
  • Reduced engine oil viscosity visible as very thin, watery consistency
  • Increased oil consumption or engine burning smell at idle after extended use
  • Check engine or oil pressure warning light in severe cases

What to check

  1. Pull the dipstick and smell for petrol odour in the oil; check oil level (dilution raises it above MAX).
  2. Ask for service records showing oil change frequency.
  3. Inspect for milky or unusually thin oil on the dipstick.
  4. If possible, use a fuel-in-oil test strip at point of inspection.

Where to look: Engine oil sump and dipstick tube

Ask the seller

  • “Has the PCM software update (TSB A18-090) been applied, and do you have documentation?”
  • “How often has the engine oil been changed, and were any service records showing oil smell or overfull level noted?”
  • “Has the vehicle been used predominantly for short trips in cold weather?”

065-Speed Automatic Transmission 3rd-Gear Clutch Pack Slip

Drive the vehicle through a full gear cycle under moderate load.petrol2002–2005TransmissionRead the full fault: symptoms, where to look, what to ask the seller

07F23A Piston Ring Oil Consumption

Check the oil level and ask when it was last topped up.petrol1997–2002EngineRead the full fault: symptoms, where to look, what to ask the seller

08K24A3 ATF Degradation Causes 3rd Gear Lockup

Pull ATF dipstick and check colour (healthy = cherry red; degraded = brown/black) and smell for a burnt odour.petrol2002–2008TransmissionRead the full fault: symptoms, where to look, what to ask the seller

09L15B7 1.5T VTC Actuator Cold-Start Rattle

petrol2018–2022Engine
CommonEngine $600–$3,500 to fix

Does not apply

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.

Symptoms to notice

  • Metallic rattle or chatter for 1–3 seconds immediately on cold start, disappearing after oil pressure builds
  • Noise is loudest in cold ambient temperatures and after the vehicle has sat overnight
  • Timing chain rattle or slap on extended cases with chain tensioner wear
  • Oil pressure warning light flicker in extreme cases
  • Camshaft journal scoring noise (rough ticking at idle) if left unrepaired long term

What to check

  1. Cold-start the engine from fully cold (sit overnight if possible) and listen at the top of the engine for a 1–3 second rattling or chattering noise that dissipates once oil pressure builds.
  2. Inspect for TSB 19-013 completion in service history.
  3. Check for scoring noise under load after warm-up if the issue has been longstanding.

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

Parts involved: Timing chain.

Ask the seller

  • “Has TSB 19-013 for the VTC actuator been completed at a Honda dealer, and is there a repair order on file?”
  • “Does the engine make any rattling or ticking sound in the first few seconds after a cold start?”
  • “Has the timing chain or any top-end engine work been carried out?”

10N22A1 Diesel Particulate Filter Premature Blockage

Look for DPF warning lamp on the dash (distinct from engine MIL).diesel2004–2008EngineRead the full fault: symptoms, where to look, what to ask the seller

11i-MMD Mode Transition Shudder & Slip on Long Grades

Test-drive a long uphill grade at highway speed with air conditioning on full.hybrid2023 onwardTransmission
OccasionalTransmission $0–$2,800 to fix

Does not apply

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.

Symptoms to notice

  • Shudder or lurch during steady uphill driving at 80-110 km/h
  • Momentary loss of drive followed by surge on long grades
  • Vibration through floor and seat lasting one to two seconds
  • Hybrid power flow display flickering between EV and ENG modes during event
  • No stored fault codes in many cases due to intermittent clutch slip

What to check

Test-drive a long uphill grade at highway speed with air conditioning on full. Verify that the latest PCM and hybrid control module software calibration has been applied by an authorised Honda dealer. If a workshop inspection is possible: Connect Honda HDS diagnostic tool and review i-MMD mode transition data logs.

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

Parts involved: Clutch.

Ask the seller

  • “Have you experienced any shudder or hesitation when climbing long hills at highway speed?”
  • “Has the vehicle had any Honda hybrid system software calibration updates from the dealer?”
  • “Is the shudder or lurch noticeably worse when the air conditioning is running?”

12i-MMD Inverter Electric Water Pump Failure

Start the vehicle cold and listen near the PCU housing on the passenger side for the electric coolant pump hum.hybrid2017–2022Cooling
OccasionalCooling $900–$2,400 to fix

Does not apply

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.

Symptoms to notice

  • HV system warning light illuminated on dashboard
  • Master warning with overtemperature alert on multi-information display
  • Reduced hybrid power output or forced limp mode
  • Vehicle fails to enter Ready mode until sufficiently cooled
  • Absence of normal electric pump hum from engine bay on cold start

What to check

  1. Start the vehicle cold and listen near the PCU housing on the passenger side for the electric coolant pump hum.
  2. Check HV coolant reservoir level and inspect the pump wiring harness for chafing or corrosion at the connector.
  3. If a workshop inspection is possible: Scan all hybrid DTCs with a Honda-capable OBD tool.

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

Parts involved: Water pump.

Ask the seller

  • “Has any HV system or overtemperature warning light appeared while driving?”
  • “Has the vehicle ever refused to start or entered limp mode due to a hybrid system fault?”
  • “Are there Honda dealer records showing hybrid cooling system inspection or pump replacement?”

135-Speed Automatic Shift-Solenoid Wear (MPZA/MLYA)

Check ATF condition and colour (should be clear red, not brown/black).petrol2002–2008TransmissionRead the full fault: symptoms, where to look, what to ask the seller

14A/C condenser pinhole refrigerant leak

Run the A/C on max cold and confirm it blows genuinely cold and stays cold.2019 onwardCooling
CommonCooling $650–$1,500 to fix

Does not apply

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.

Symptoms to notice

  • A/C blows warm air, especially after a few minutes
  • A/C stops cooling entirely
  • Refrigerant needs regassing and leaks down again
  • Oily residue around the condenser

What to check

  1. Run the A/C on max cold and confirm it blows genuinely cold and stays cold.
  2. Inspect the condenser face behind the front grille for stone damage or oily dye residue, and ask whether the 10-year condenser warranty extension has already been used or is still available.

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

Ask the seller

  • “Does the air conditioning blow cold and stay cold?”
  • “Has the condenser been replaced, and if so under the warranty extension?”
  • “Has the A/C ever been regassed?”

151.5L L15 turbo fuel-in-oil (oil dilution)

Pull the dipstick and smell it for petrol, and check whether oil level sits above the full mark.petrol2019 onwardEngine
CommonEngine $180–$1,200 to fix

Does not apply

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.

Symptoms to notice

  • Petrol smell on the dipstick
  • Engine oil level rising above the full mark between changes
  • Oil looks thin or smells of fuel
  • Occasional cold-start rough running

What to check

  1. Pull the dipstick and smell it for petrol, and check whether oil level sits above the full mark.
  2. Confirm the cold-start ECU software update has been applied (ask for the reflash record) and review service history for shortened oil-change intervals or repeated top-downs.

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

Parts involved: Turbocharger.

Ask the seller

  • “Has the cold-start/ECU software update been carried out?”
  • “Does the car mostly do short suburban trips?”
  • “How often has the oil been changed and does it ever smell of fuel?”

16N22A1 EGR Valve and Inlet Manifold Carbon Soot Blockage

Inspect the air intake pipe between intercooler and throttle body for heavy oily soot deposits.diesel2004–2008EngineRead the full fault: symptoms, where to look, what to ask the seller

17K24A VTC Actuator Cold Start Rattle

Cold-start the engine and listen for metallic rattling from the cam cover area lasting more than 2 seconds.petrol2003–2008Engine
Very commonEngine $450–$950 to fix

Does not apply

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.

Symptoms to notice

  • Loud metallic rattling or chain-slapping noise from top of engine on cold start, lasting 3-10 seconds before disappearing
  • Rattle present even after regular oil changes when actuator vanes are worn, indicating the unit no longer locks reliably

What to check

Cold-start the engine and listen for metallic rattling from the cam cover area lasting more than 2 seconds; check oil level and viscosity (low or thin oil worsens lag); inspect oil change history; remove cam cover to check actuator vane condition and oil passage cleanliness if rattle persists after warm-up.

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

Parts involved: Timing chain.

Ask the seller

  • “Does the engine make a rattling noise for several seconds on first cold start of the day?”
  • “Has the VTC actuator ever been replaced or inspected?”
  • “What oil grade is used and how frequently is it changed?”

18K24A VTEC Solenoid Clog Causes Hesitation

Check oil condition on the dipstick — dark, gritty oil is a strong predictor.petrol2002–2008EngineRead the full fault: symptoms, where to look, what to ask the seller

19J30A V6 VTEC solenoid screen blockage

Scan for VTEC oil pressure DTCs.petrol2002–2007Engine
CommonEngine $150–$400 to fix

Does not apply

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.

Symptoms to notice

  • Loss of power above 5,500 rpm with flat or absent VTEC engagement
  • Check engine light with VTEC oil pressure codes P2646 or P2647
  • Hesitation under hard acceleration
  • Oil pressure warning light in severe blockage cases

What to check

  1. Scan for VTEC oil pressure DTCs.
  2. Check oil condition and service records for long change intervals.
  3. Verify VTEC engages cleanly during a test drive.
  4. If a workshop inspection is possible: Remove and inspect VTEC solenoid screen for sludge blockage.

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

Ask the seller

  • “Has the VTEC solenoid ever been cleaned or replaced?”
  • “What oil type and change interval has been used?”
  • “Any check engine lights or loss of power at high rpm?”

202.0T K20C4 10-Speed Automatic Harsh and Delayed Shifts

Cold-start test drive — select D from P and note any clunk or shudder during engagement.petrol2018–2022Transmission
OccasionalTransmission $250–$4,500 to fix

Does not apply

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.

Symptoms to notice

  • Hard or jerky upshift from 1st to 2nd gear under moderate acceleration when cold
  • Clunk or thud when shifting from Park to Drive on a cold start
  • Delayed or hunting shift behaviour at partial throttle between 3rd and 5th gear
  • Transmission slipping momentarily before engaging during sharp acceleration
  • Harsh downshift when coming to a stop, felt as a distinct mechanical bump

What to check

Cold-start test drive — select D from P and note any clunk or shudder during engagement. Accelerate through 1st–4th gears and check for abrupt or jerky upshifts. Manually downshift using paddle shifters at 80–100 km/h and feel for harshness. If a workshop inspection is possible: Confirm transmission fluid is Honda DW-1 ATF and verify TCU software revision via dealer scan.

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

Parts involved: Mechatronic / valve body.

Ask the seller

  • “Has the transmission control module software been updated at a Honda dealer for shift quality improvements?”
  • “Have you noticed any harsh, clunking, or delayed gear changes, particularly when the car is cold?”
  • “Has the transmission fluid been changed, and was Honda DW-1 ATF used?”

21CVT Judder and Shudder at Low Speed (1.5T)

Test drive at 20–50 km/h with very light throttle from a rolling stop.petrol2018–2022Transmission
CommonTransmission $350–$4,200 to fix

Does not apply

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.

Symptoms to notice

  • Rhythmic vibration or shudder through the body and pedals at 20–50 km/h under light throttle
  • Shudder is most pronounced on flat roads at partial throttle when slipping in or out of lock-up
  • Condition worsens with transmission fluid age or if non-Honda HCF-2 fluid has been used
  • Intermittent hesitation or hunting sensation when maintaining a steady low speed
  • Occasional DTC P0741 (TCC performance) stored without triggering a check engine light

What to check

Test drive at 20–50 km/h with very light throttle from a rolling stop. A shudder felt through the seat and steering wheel indicates TCC engagement issues. Check CVT fluid condition and colour on the dipstick (should be pinkish-clear; brown or burnt indicates degradation). If a workshop inspection is possible: Verify CVT control module software version at a dealer scan.

Where to look: CVT unit, torque converter clutch

Parts involved: Torque converter, Clutch.

Ask the seller

  • “Has the CVT fluid been replaced with genuine Honda HCF-2 fluid, and when was this done?”
  • “Has any transmission shudder or vibration been noticed during slow acceleration from a stop?”
  • “Has the CVT control module software been updated at a Honda dealer?”

22Sport Hybrid i-MMD Clutch Engagement Judder

hybrid2018–2022Transmission
CommonTransmission $300–$3,800 to fix

Does not apply

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.

Symptoms to notice

  • Shudder or vibration felt through the seat and floorpan at 80–110 km/h during steady cruising
  • Momentary hesitation followed by a thump when the combustion engine engages to drive mode
  • Condition is most noticeable at light throttle on flat roads at motorway speed
  • Occasional instrument cluster indicator flickering between EV and hybrid mode during judder event
  • Worsens with aged or contaminated DW-1 ATF fluid

What to check

Highway test drive at 80–110 km/h maintaining steady throttle — feel for a momentary shudder or vibration through the drivetrain as the system transitions between drive modes. This is distinct from wind or road noise and is felt as a mechanical shudder lasting 0.5–2 seconds. Verify PCM/TCU software version has been updated and DW-1 ATF is current.

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

Parts involved: Clutch.

Ask the seller

  • “Has the PCM and transmission software been updated by a Honda dealer for the i-MMD clutch engagement improvement?”
  • “Do you notice any shudder or vibration on the motorway when the car switches between EV and engine drive modes?”
  • “Has the hybrid transmission fluid (DW-1 ATF) been replaced, and when?”

23K24A Idle Air Control Valve Carbon Fouling — Rough Idle and Stalling

Observe idle quality when cold and when warm.petrol2003–2008Engine
OccasionalEngine $120–$450 to fix

Does not apply

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.

Symptoms to notice

  • Rough, fluctuating, or hunting idle — particularly on cold start — with idle speed rising and falling erratically between 500-1200 rpm before stalling
  • Intermittent stalling at traffic lights or immediately after starting, which temporarily resolves after cleaning the IACV or throttle body

What to check

Observe idle quality when cold and when warm; check for fault codes P0505 (IACV malfunction); remove IACV and inspect for carbon deposits in the valve passage and on the pintle; inspect throttle body bore for carbon build-up; check PCV system for excessive crankcase vapour.

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

Ask the seller

  • “Does the engine idle roughly, hunt, or stall when cold or at traffic lights?”
  • “Has the throttle body or idle air control valve ever been cleaned or replaced?”
  • “Is there a check engine light present, particularly fault code P0505?”
Electrical4

01Honda Sensing CMBS Unintended Braking Events

Check NHTSA complaint database for the specific VIN.2018–2019Electrical
CommonElectrical $0–$1,800 to fix

Does not apply

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.

Symptoms to notice

  • Sudden unexplained braking at highway speed with no vehicle or obstacle in the path
  • CMBS warning alert and brake-force application when passing under overhead road signs or bridges
  • Honda Sensing warning light illuminating intermittently without obvious cause
  • Forward Collision Warning activating repeatedly on clear roads
  • Radar sensor error message in the instrument cluster after minor stone impact to the grille area

What to check

  1. Check NHTSA complaint database for the specific VIN.
  2. Ask owner if any unexpected braking events have occurred on motorways or near overpasses.
  3. Test Honda Sensing warning lights: a deactivated or faulty front radar sensor (behind the lower grille) will illuminate the Honda Sensing warning icon.
  4. If a workshop inspection is possible: Verify current CMBS software version via dealer OBD scan.

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

Ask the seller

  • “Has the vehicle ever braked unexpectedly without any vehicle in front of it, particularly on motorways or near overpasses?”
  • “Has the Honda Sensing system been updated at a dealer since purchase?”
  • “Has the front radar sensor or grille area sustained any stone chip or impact damage?”

02Electric Power Steering Rack Motor Brush Wear

With the engine running, turn the steering from lock to lock slowly and listen for grinding or groaning from the rack area below the dashboard.2017–2022Electrical
OccasionalElectrical $1,400–$3,900 to fix

Does not apply

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.

Symptoms to notice

  • Intermittent heavy or variable steering effort particularly at low speeds
  • Groaning or grinding noise from the steering rack area when parking
  • EPS warning light illuminating on the instrument cluster
  • Notchy or inconsistent steering feel around the straight-ahead position
  • Increased steering effort during slow-speed U-turns and three-point turns

What to check

With the engine running, turn the steering from lock to lock slowly and listen for grinding or groaning from the rack area below the dashboard. Inspect the electrical connector at the rack motor for corrosion or moisture ingress. Note any variation in steering weight during slow manoeuvres on a test drive. If a workshop inspection is possible: Scan for EPS fault codes with an OBD scanner.

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

Parts involved: Steering rack.

Ask the seller

  • “Has the steering ever felt noticeably heavier or felt uneven from side to side?”
  • “Has an EPS or power steering warning light appeared on the dashboard?”
  • “Has any steering rack or EPS component been replaced under warranty or at a dealer?”

03Rear camera / infotainment display software faults

2019 onwardElectrical
CommonElectrical $150–$1,800 to fix

Does not apply

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.

Symptoms to notice

  • Reversing camera image fails to appear when in reverse
  • Infotainment screen freezes or reboots on its own
  • 'Camera has stopped' or black-screen pop-ups
  • Bluetooth / CarPlay / Android Auto disconnects

What to check

Shift to reverse several times and confirm the camera image appears every time, then exercise the touchscreen, Bluetooth and CarPlay/Android Auto for freezes or reboots. Ask whether recall 18V629 (rear-camera software) and later infotainment updates have been applied, as grey-import cars often have not.

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

Ask the seller

  • “Does the reversing camera work every single time you select reverse?”
  • “Has recall 18V629 (rear camera software) been carried out?”
  • “Does the touchscreen ever freeze or reboot?”

04Sport Hybrid 12V Auxiliary Battery Failure and Non-Start

Ask when the 12V auxiliary battery was last replaced.hybrid2018–2022Electrical
CommonElectrical $180–$550 to fix

Does not apply

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.

Symptoms to notice

  • Vehicle completely fails to start with no warning lights or indicators active (dead electrical system)
  • Hybrid system fault light appearing shortly before a complete non-start event
  • Intermittent 'Ready' light taking longer than normal to illuminate on startup
  • Accessories (radio, windows) operating sluggishly or resetting after engine-off
  • Battery warning light appearing on the 12V system, distinct from the high-voltage battery indicator

What to check

  1. Ask when the 12V auxiliary battery was last replaced.
  2. Check the battery date code stamped on the case.
  3. Inspect for corrosion on the battery terminals in the boot or under the bonnet depending on location.
  4. If a workshop inspection is possible: Use a battery load tester (not just a voltmeter) to confirm the 12V battery holds voltage under load — a weak battery may read 12.4V at rest but drop below 10V under load.

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

Parts involved: 12V battery.

Ask the seller

  • “When was the 12V auxiliary battery last replaced, and do you have a receipt?”
  • “Has the vehicle ever failed to start completely, with no response from the electronics?”
  • “Has any dealer or mechanic tested the 12V battery health with a load tester recently?”
Body, brakes, suspension & interior6

01Rear Subframe Corrosion and Mounting Point Rust

2002–2008Body & RustRead the full fault: symptoms, where to look, what to ask the seller

02CM Rear Subframe Crossmember Rust-Through

Pay particular attention to the inner flanges where the pressed halves are spot-welded — probe any blistered or scaly areas.petrol2002–2008Body & Rust
OccasionalBody & Rust $900–$2,800 to fix

Does not apply

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.

Symptoms to notice

  • Rear handling feels vague or unpredictable on cornering
  • Rear tyre wear is uneven or angled due to toe change from distorted pickup points
  • Visible rust blistering or flaking on the underside of the rear subframe crossmember
  • WOF rejection for structural corrosion
  • Creaking or knocking from the rear under cornering load

What to check

Pay particular attention to the inner flanges where the pressed halves are spot-welded — probe any blistered or scaly areas; a probe that penetrates more than 2 mm confirms rust-through. Inspect the rear lateral link mounting flanges for cracking. This check is mandatory on any CM Accord from the North Island coast, Northland, or coastal Queensland. If a workshop inspection is possible: Raise the vehicle on a hoist and inspect the full perimeter of the rear subframe crossmember with a torch and sharp probe.

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

Parts involved: Body corrosion.

Ask the seller

  • “Has the car lived near the coast or in a high-humidity environment?”
  • “Has the underside ever been treated with rust proofing or cavity wax?”
  • “Has a WOF inspection noted any rear subframe corrosion?”

03Front Lower Control Arm Ball Joint Wear

Inspect the ball joint boot visually for splits, grease contamination on the surrounding area, or dry cracked rubber.petrol2002–2008Suspension
CommonSuspension $380–$950 to fix

Does not apply

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.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking or knocking noise from the front suspension when traversing speed bumps, pot holes, or during initial steering input from rest
  • Steering wander or the vehicle pulling to one side, combined with looseness felt through the steering wheel over uneven surfaces

What to check

  1. Inspect the ball joint boot visually for splits, grease contamination on the surrounding area, or dry cracked rubber.
  2. Check for clunking by rocking the wheel at the 6 and 12 o'clock positions.
  3. If a workshop inspection is possible: With the vehicle on a hoist and the wheel hanging, use a pry bar under the tyre to load the ball joint vertically and check for visible play at the joint.

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

Parts involved: Ball joint.

Ask the seller

  • “Have the front lower control arms or ball joints been replaced, and are there any workshop records?”
  • “Is there any clunking noise from the front when going over bumps or turning at low speed?”

047th Gen Rear Trailing Arm Bush Deterioration

Watch for: Tyre scrubbing or grinding noise from the rear of the vehicle when cornering or traversing bumps at low to moderate speed.2003–2008Suspension
CommonSuspension $400–$950 to fix

Does not apply

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.

Symptoms to notice

  • Tyre scrubbing or grinding noise from the rear of the vehicle when cornering or traversing bumps at low to moderate speed
  • Uneven rear tyre wear with abnormal wear concentrated on the inner or outer shoulder, and rear-end wandering under firm braking

What to check

Watch for: Tyre scrubbing or grinding noise from the rear of the vehicle when cornering or traversing bumps at low to moderate speed. If a workshop inspection is possible: With vehicle on a hoist, grasp each rear trailing arm and attempt to move it fore-aft and laterally; inspect bush rubber visually for cracking, splitting, or extrusion from the sleeve; check rear tyre wear pattern for inner or outer edge scrubbing; measure rear wheel alignment toe values and compare to Honda specification.

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

Ask the seller

  • “Have the rear trailing arm bushes been inspected or replaced?”
  • “Does the car make a scrubbing or grinding noise from the rear over bumps or when cornering?”
  • “When were the rear tyres last replaced, and was uneven wear noted?”

05Front Lower Control Arm Bushing Deterioration

Any movement visible at the rear compliance bushing indicates failure.2002–2008Suspension
CommonSuspension $280–$750 to fix

Does not apply

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.

Symptoms to notice

  • Clunking or knocking from the front suspension over brakes or bumps
  • Vehicle pulling to one side under braking
  • Uneven tyre wear on the inner front tread edge
  • Front wheel alignment impossible to set within specification
  • Vague or wandering steering feel, especially during lane changes

What to check

Any movement visible at the rear compliance bushing indicates failure. Inspect the bushing rubber for cracking, separation from the outer sleeve, or extrusion from the mount. Check for uneven or accelerated inner tyre wear which indicates geometry shift. If a workshop inspection is possible: With the vehicle on a hoist, grasp each front lower control arm and apply fore-aft and lateral force.

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

Ask the seller

  • “Has the front suspension been inspected, and have any control arm bushings or arms been replaced?”
  • “Does the vehicle pull to one side when braking?”
  • “When was the last wheel alignment done, and did the technician note any worn suspension components?”

06Rear Wheel Bearing Premature Failure

2002–2008Suspension
CommonSuspension $250–$550 to fix

Does not apply

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.

Symptoms to notice

  • Low-frequency humming or growling from the rear that varies with vehicle speed
  • Noise shifts when lateral load is changed by gentle steering weave at highway speed
  • Rough or grinding sensation when the rear wheel is rotated by hand off the ground
  • Slight looseness at the rear wheel when checked at 9 and 3 o'clock positions
  • Accelerated or uneven rear tyre wear in severe cases with play present

What to check

During the test drive, listen for a cyclic humming or growling from the rear that changes pitch or intensity when gently weaving left and right at 60-80 km/h (load shifts identify the failed side). Spin each wheel freely and listen for grinding. If a workshop inspection is possible: On a hoist, grasp each rear wheel at 12 and 6 o'clock and 9 and 3 o'clock and check for any play or roughness when rotating by hand.

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

Parts involved: Wheel bearing.

Ask the seller

  • “Have the rear wheel bearings ever been replaced?”
  • “Is there any humming or droning noise from the rear at motorway speeds?”
  • “Has the vehicle had any kerb strikes or rear suspension damage?”
Fluid leaks2

01J30A V6 Rear Timing Belt Tensioner Seal Seep

Ask when the timing belt was last replaced and whether the tensioner O-ring and all cam seals were renewed at that service.petrol1997–2002Fluid LeaksRead the full fault: symptoms, where to look, what to ask the seller

02J30A VTEC Solenoid Oil Leak

Inspect the VTEC solenoid at the top of the cylinder head for oil residue or fresh oil tracking down the outside of the solenoid body.petrol2003–2007Fluid Leaks
CommonFluid Leaks $200–$600 to fix

Does not apply

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.

Symptoms to notice

  • Oil residue visible around VTEC solenoid body on cylinder head
  • Occasional burning smell from engine bay as oil drips onto hot exhaust components

What to check

  1. Inspect the VTEC solenoid at the top of the cylinder head for oil residue or fresh oil tracking down the outside of the solenoid body.
  2. Look for a burning smell from oil dripping on the exhaust.

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

Parts involved: Exhaust manifold.

Ask the seller

  • “Has the j30a vtec solenoid oil been inspected or repaired?”

Honda Accord faults in detail

Narrowed to the Honda Accord · 2010. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

CP K24Z Intake Valve Carbon Deposit BuildupMajor · EngineJ35A / J35Y V6 Timing Chain Primary and Secondary RattleCritical · EngineVCM V6 cylinder deactivation vibration and premature engine mount failureMajor · Engine

What these repairs cost on other cars

Some of the Honda Accord’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Honda models

Honda CR-V59 documented faultsHonda Jazz51 documented faultsHonda Odyssey45 documented faultsHonda Fit42 documented faultsHonda Civic39 documented faultsHonda StepWGN31 documented faults

Honda Accord buyer questions

Is the Honda Accord reliable?

Like any used car, it depends on the specific example and its service history. Across the 55 documented faults for the Honda Accord, the recurring problem areas are transmission, engine, and body & rust. A Honda Accord with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Honda Accord?

We've catalogued 55 known faults for the Honda Accord, covering transmission, engine, and body & rust. All 55 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Honda Accord?

Most single repairs on the Honda Accord fall between $450–$2,000 at NZ independent-workshop rates. Some of the 55 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Honda Accord?

Yes. A Honda Accord inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.