Honda Integra for Sale - Import from Japan

Launched in 1995 exclusively for the Japanese domestic market, the Honda Integra Type R DC2 wasn’t just another tuner platform. It was a purpose-built race car in disguise—Honda’s full-send answer to lightweight performance. Built with the same obsessive engineering DNA that spawned the NSX, this was the first production Honda to feature forged pistons, hand-ported cylinder heads, a reinforced crankshaft, and an 8,400rpm redline… all from the factory. Each unit was individually blueprinted at Honda’s Tochigi plant. Over 160 additional spot welds stiffened the chassis. Every stroke of the VTEC-equipped B18C engine felt like it was honed for competition. While the rest of the 90s were busy building turbocharged street missiles, Japan quietly built the best-handling front-wheel-drive car in history — and didn’t need a turbo to prove it. What began as a 2-door track rat (DC2) eventually spawned a 4-door sleeper variant (DB8), but the halo car—and today’s collector favorite—remains the 1998–2001 DC2 Type R '98 Spec R, coded DC2-130 and DC2-140.

Row the gears and the B18C rewards you with something few modern cars can deliver: pain and pleasure in equal measure. Under 6,000rpm, it's patient. Past that, the VTEC crossover hits like a chainsaw with manners. By 8,000rpm, your ears are filled with a metallic rasp, your right hand is flicking through the short-throw S80 gearbox, and the limited-slip diff is clawing for grip. The JDM-spec B18C makes 197hp @ 8,000rpm—not far off an EK9 Civic Type R, but it’s not just about output. You feel every one of its 1797ccs working harder than they should. Credit the redline, the 4-2-1 header, and the smaller JDM catalyst. The '98 Spec R also brings shorter gearing: an N3E LSD with a brutal 4.785 final drive ratio, making it sharper than its earlier siblings or any export variant. Sound-wise? Think angry sewing machine meets turbo-back overrun. It chatters, snarls, and impulsively revs with every pedal prod. You’ll either fall in love or go deaf smiling.

This is where the DC2 shines brightest. The steering is manual-feel hydraulic—heavy, direct, and alive with surface detail. Find a winding backroad and it feels painted on the pavement. There's zero slack. Every inch of input has consequence. Honda added rigidity in all the right places: reinforced suspension towers, boxed rear arms, stiffened sills. The result? A chassis that delivers near-neutral balance despite the front-drive layout. Corner entry is clinical. Mid-corner grip is absurd. And the LSD makes sure you’re flung out on throttle rather than understeering off. Yes, the ride is punishing. It crashes over potholes and buzzes through its Recaro seats, but it tells the truth—something most of today’s numb performance cars don’t. And the gearbox? It’s a joy. With close 1-2-3 gearing and a notchy throw, it feels like a shifter cart with doors. You don’t just drive a DC2 Type R. You commit to it.

Don’t be fooled by glossy export versions or molested local builds. The best DC2s are still in Japan—especially the '98 Spec R, which remains the benchmark thanks to its gearing, final drive upgrade, and factory additions. Japan's auction scene is loaded with Grade 3.5 to 4 cars, and with proper pre-purchase inspections, you can still find rust-free, uncut examples. Beware, though: odometer rollbacks and sun-faded Championship White paint are common. Chassis and engine stamps must match. ZervTek has extensive experience sourcing from both dealership stock and the Japanese auction network. We handle everything from the first bid to your destination port—Japan-side transport, customs clearance, auction translation, and final shipping. And if you’re unsure, our in-country techs inspect for synchro grinds, subframe cracks, and the infamous VTEC solenoid failures. Need help reading auction grades? Our Japanese auction sheet guide breaks it down.

Let’s not sugarcoat it: clean DC2s are going up in value. Fast. Especially the 1998–2001 DC2-130 and 140 variants. With their hand-assembled B18C engines, sharpened gear ratios, and iconic design, they’re no longer just trackday heroes—they’re blue-chip investments. But this isn't just speculative hype like we've seen with some '80s JDM metal. These Hondas still get driven—and hard. Enthusiasts in the UK, Australia, and Germany are buying as much for driving pleasure as future value. And unlike the GR Yaris or new Civic Type R, the DC2 requires no modes, no screens, and no filters. Just a driver with ears and heels. Here's the smell-your-own-tailpipe reality: if you're even moderately interested, don't wait. Demand is outpacing supply, Japan stocks are aging, and auction prices are creeping up year over year. The longer you wait, the more faded or frankensteined your options become. Want to check what’s still out there? View all used Honda Integra models currently available.