Car & Classic Dealer

Trinity Car Solutions

Darlington Co Durham

2001 Honda Integra DC5 Type R - immaculate low mile example For Sale

Trinity Car Solutions presents for sale a rare and much sought after Japanese icon, a Honda Integra DC5 finished in almost perfect Championship White; this is the one to have so end your search now if you want one of these amazing cars.

The Integra DC5 took all we love about the earlier DC2 and went further, but the trouble with the DC5 is that it's always lived in the shadow of the DC2. Even in its day, the DC2 Type R was an acknowledged true great: indeed, it's perhaps the best handling front wheel drive car of all time, with one of revviest engines a road car has ever had to boot. How do you follow an icon like that? Look up 'hard act to follow' in the dictionary and it might as well just say 'DC2'.

But early nineties era Honda in the midst of a purple patch populated by the Civic Type R, S2000 and NSX made a pretty good fist of it. The DC2's successor would be larger and more practical, but also with extra tech to make it arguably a better all rounder. Honda proceeded to gather a team of ex Formula 1 engineers and build a new "TEG" with chunkier styling, an expanded 2. 0-litre engine and a six speeds rather than five speed box.

At the heart of the newcomer was Honda's fresh K20 1, 998cc engine, some 200cc bigger than the DC2's B18C engine. Despite this, the new powerplant was actually 10kg lighter. As ever, Honda threw all sorts of clever (and definitely non turbo) tech at the engine, including a short 'isometric' intake manifold, dual exhaust manifolds, variable-valve silencer, plus a high-strength crankshaft and con rods.

The K20 also boasted a revised version of VTEC called "i-VTEC" (that's 'i' for 'intelligent'). This basically added VTC (Variable Timing Control) that could advance or retard the valve timing, in contrast to previous VTEC incarnations that merely adjusted the lift and duration.

The DC5's design is a lot sharper than DC2 resulting in a more usable and rather flatter torque and power curves. But the 2. 0 litre four was still as peaky as the Pennines and still unmistakably a VTEC. It revved eagerly all the way up to an 8, 400rpm redline, with the sort of on/ off VTEC switchover that Honda has long since abandoned: at 6, 000rpm, the high-lift cams simply lit up, working their magic like a lightning bolt from a wizards wand.

The new Type R also benefitted from a completely new six speed close ratio manual gearbox. Compared to the previous five-speeder, the more compact 'box (shorter by 20mm) helped drop its weight by 2. 5kg. And how's this for a claim: the DC5 Type R was the world's first 2. 0-litre car to use multiple synchromesh cones for all gears (triple-cone first and second, double-cone third to sixth). WOW! And a forged chromoly flywheel reduced inertia for sharper response and acceleration.

There was substantial body strengthening throughout the Type R, with torsional rigidity up 116 per cent compared to the DC2. Lots of aluminium bits (for instance the bumper beam, front strut bar, front lower arms and rear brake callipers) helped lighten weight, as did the dearth of sound-deadening trim, particularly in the boot area).

The DC5's suspension consisted of struts up front and a double wishbone rear. The Type R had some pretty hard settings and a thick rear anti roll bar, while unique lightweight alloy wheels contributed to reducing unsprung mass. The front brakes (jointly developed with Brembo) used four-piston aluminium calipers, while 300mm vented discs and Ferodo pads offered plenty of bite.

The DC5's chunky shape was in sharp contrast to the DC2's lithe curves. Honda's "sharp and solid" design ethos translated, in Honda's words, to "highly aerodynamic 'aero-cabin' styling with a distinctive personality, and an unusual kind of solidity that skilfully integrates a sense of jaunty nimbleness with a strong presence."

Honda described the cabin as "dynamic yet also snug." It was certainly a lot less snug than the DC2's which barely even qualified a 2+2, as the DC5 had enough rear seat space to fit two adults in reasonable comfort and even thanks to the compact rear suspension design, a very usable flat-floored boot. The cabin also featured a full roster of enthusiast goodies, including Recaro seats, a Momo leather steering wheel, four dials with red illuminated characters and polished aluminium pedals, gear lever, handbrake lever and console trim.


When it was launched in 2001, the DC5 was officially the replacement for not only the Integra DC2 but the Prelude as well. At least, it was in Japan: the DC5 Type R was only ever a JDM offering (in 220hp guise, that is - an Integra Type R was also sold in New Zealand but it only had 200hp). Honda UK declared that the DC5 would be too similar to the new Civic Type R EP3 to import it here possibly disingenuously as the 'teg had a totally different body style and far superior performance.

At the time of its launch in 2001, the DC5 may very well have been the fastest front wheel drive car on sale. Compared to the DC2, there was a lot more low-down torque. The raw figures were a peak output of 220hp at 8, 000rpm and torque of 152lb ft at 7, 000rpm. The v-max was 150mph and 0-60mph was somewhere around the 6. 5-second mark - in other words, slightly quicker than the DC2 while Honda claimed a quarter mile time of 14. 3 seconds, nearly a second faster than the DC2.

The question of whether the DC2 or DC5 has the better chassis is hotly debated. The JDM Civic Type R FD2 probably marked the pinnacle of Honda's FWD chassis development arc, but the DC5 runs it very close. Yes, there is some body roll, but in terms of precision and dialling out understeer, it's just so right and helped no end by the limited slip diff. Grip is definitely better than the DC2's, especially at the rear end.

When the Integra DC5 was axed in 2005, it was the end of the Integra line. Japanese enthusiasts were pushed towards the new Civic Type R FD2, which, when it finally arrived in 2007, was described as the replacement for both the 'teg Type R and Civic EP3 Type R.

Our superb example has covered a mere 53k from new with bimta certificate, and has all the usual specification plus to name a few a engine start button, as new parcel shelf, red Type R mats, "Tegiwa" induction, "Spoon" strut braces front and rear, "Skunk 2 Alfa" Decat, "Skunk 2 Megapower" exhaust, "Eibach" lowering springs, and a "Toad" alarm.

This car comes fully serviced and an A4 file of history, enthusiast owned and a much loved car, this is as good as one of these cars gets, a very well sorted car.


Any inspection welcome as this amazing car has undergone a complete pre sale inspection schedule by the team at Trinity Car Solutions.

Please do not hesitate to contact us should you have any further questions or to arrange a viewing. Here at Trinity our mission is to supply top quality specialist marques to our valued customers.

For your added peace of mind Trinity Car Solutions are accredited members of the Retail Motor Industry Federation (RMIF) providing high quality, value for money services to the motoring public.

This advert has now been removed through sale or otherwise.
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