Honda Integra

• DC2/DB8 Type R is the value leader and most collectible
• Stock, rust-free cars command big premiums vs modified
• B18C/B16A reward maintenance; timing belt is critical
• RHD JDM supply is finite; 25-year rule boosts demand
• Rust/accident history are the biggest price killers
• USDM GS-R is a strong alternative to JDM Type R pricing

• Front-engine, front-wheel-drive layout across all generations
• VTEC-equipped B-series (DC2) or K-series i-VTEC (DC5) engines in Type R form
• Type R variants add a helical limited-slip differential and chassis seam-welding
• Available as both coupe and four-door across the model's history
• Right-hand drive available throughout JDM production

The Integra ran from 1985 until 2006 across four generations, and they really do feel like different cars. The DA cars are the lightweight 80s coupes with pop-up headlights and the first VTEC engine in the JDM Si and SiR trims. The DC2 is the icon, with the Type R that set the FWD handling benchmark. The DC5 swapped the B-series for the K20A and went stiffer, heavier, and faster. The first-gen AV cars are interesting historically but not what most buyers are after.

The Integra is a Honda, so you get the usual upside. Cheap parts, easy mechanical work, engines that take a beating, and an aftermarket that can build you anything. The downsides are also Honda problems. Theft, rust on the rear quarters, an interior that didn't age well, and front-wheel drive that some buyers see as a dealbreaker. None of it is a surprise once you've owned one.

The Integra is a tough car mechanically. Most of what goes wrong on one is age, not design. The rear quarter panels rust. The taillight gaskets leak and the trunk gets wet. The door locks and other electronics get flaky. Oil seeps from the valve cover gasket and the cam seals. The B and K series engines themselves rarely cause trouble if the timing belt or chain has been kept on top of.

The Honda Integra (JDM) and Acura Integra (USDM/Canada/Mexico) share the same chassis codes and core hardware, but the Type R lineage diverged significantly. In Japan, the Integra Type R was a continuous JDM offering from August 1995 (DC2 96-spec) through July 2006 (DC5 final-run). In the United States, the Acura Integra Type R was sold only across 1997, 1998, 2000, and 2001 — Honda paused USDM production in 1999. The USDM B18C5 (Type R) is mechanically nearly identical to the JDM B18C (Type R) — both hand-ported, both helical LSD — but the JDM car has slightly more aggressive cams, a higher redline (8,500 vs 8,400 rpm), the 4-piston front Brembo in 98-spec form, and quieter exhaust tuning to suit Japanese noise regulations. The DC5 split was sharper: Japan got the K20A-powered DC5 Integra Type R with 220 ps, while the United States received only the Acura RSX (DC5 chassis) with the K20A2 in Type-S form (200 hp) — there was no USDM Acura RSX Type R. The DC5 generation never sold in the United States under either the Honda or Acura Integra name. RHD applies to all JDM Integras; LHD applies to all USDM and Canadian Acura Integras.

Every Integra is front-wheel drive. The AV cars run the 1.5 EW5 or 1.6 ZC. The DA and DC2 era cars get the B-series, with the B16A and B18C being the engines you actually want. The B18C in Type R tune makes 200 ps. The DC5 switched to the K20A i-VTEC, which makes 220 ps in JDM Type R spec. The 5-speed manual is the gearbox on the B-series cars and the DC5 Type R got a 6-speed.

Engine options

Transmission options

The trim that matters most on the Integra is Type R. The JDM DC2 Type R got the hand-ported B18C, a helical LSD, a seam-welded shell, and a curb weight near 1,100 kg. The USDM Acura Integra Type R is similar but the JDM car got more aggressive cams, higher compression, and a 200 ps rating versus 195 hp on the Acura. The non-Type R SiR, GS-R, and Si-VTEC trims share the same chassis and most of the suspension hardware, which is why they're the value play.

The Acura Integra launched in the US at $11,280 in 1986 for the RS three-door, and the 1997 Acura Integra Type R landed at $23,800. The numbers below are what one costs today. Clean DC2 Type R cars have crossed $80,000 to $100,000 at auction since 2021, and the USDM Phoenix Yellow and Championship White ITRs routinely break $60,000. The non-Type R GS-R and SiR cars are where you find a real Integra without paying Type R money.

Original MSRP: $11,280 at launch in 1986. USDM Acura Integra RS three-door launch price for the 1986 model year (source: Wikipedia Acura Integra entry; period MotorTrend). 1997 USDM Acura Integra Type R launched at $23,800. JDM launch pricing was set in yen and varied by trim; the USDM dollar figure is the most-cited launch benchmark.

Today's market range: $6,000 to $95,000 (median ~$28,000). Source: JDMBUYSELL / USS Auction.

Type R prices remain firm; best cars trade at a premium while modified/rusty examples lag. Demand is supported by nostalgia, limited clean supply, and ongoing 25-year import eligibility; expect steady appreciation for documented, stock DC2/DC5R.

Walk this list with the seller, not in front of them. The Critical items mean walking away if there's no paperwork backing them up. The High items can usually be priced into the deal. On any Integra, the rust check on the rear quarters and the timing belt history on the B-series matter more than anything else. Type R cars need an extra pass for swap evidence, since an engine swap on a Type R is a value killer.

If the Integra doesn't end up being the right car, the natural alternatives are the Honda Civic EK9 Type R if you want the hot hatch version of the same idea, or the Acura RSX Type-S if you want a DC5 chassis car at a fraction of JDM Type R money. The Acura Integra Type R is the same DC2 with US specs and easier paperwork. The Nissan Silvia S15 is the obvious sideways step if front-wheel drive is the dealbreaker.

The Integra sits in an odd spot. It's faster than most hot hatches, lighter than the sports cars in its price bracket, and front-wheel drive in a segment that's mostly rear-wheel drive. The table below leans toward the Integra's strengths because that's where it actually wins, on chassis discipline, parts availability, and the way a stock Type R drives versus anything else with two driven wheels.

Which Integra is the most collectible?

The DC2/DB8 Type R is top. Next: clean GS-R/SiR and JDM DC5 Type R with documentation.

What are typical problem areas to inspect?

Check rust, accident repairs, timing belt history, oil leaks, cooling system, and worn bushings/ball joints.

Are JDM Type R cars better than USDM?

JDM DC2R often has spec differences and cachet, but condition matters most. USDM ITR can be easier to own.

How much does modification hurt value?

Heavily modified cars usually sell for less. OEM+ with receipts may be acceptable; cut wiring and swaps hurt most.

What maintenance is non-negotiable?

Timing belt/water pump, quality oil, valve adjustment, fresh coolant, and addressing suspension wear are essential.

Is the Integra good for track days?

Yes—great chassis and low consumable costs. Prioritize brakes, cooling, quality tires, and an LSD if needed.

What drives Integra prices the most?

Trim (Type R), originality, rust-free shell, mileage, documentation, and rare OEM parts (Recaros, aero, wheels).

When is it US-legal to import?

Under the 25-year rule, eligibility depends on build month/year. For example, 1999 cars become legal in 2024.