Is A Dc2 Integra A Type-r?

If you’re into Honda sports cars, you’ve probably heard the term “DC2 Integra” thrown around. But is a DC2 Integra a Type-R? That’s a common question with a surprisingly detailed answer. The short version is no, not all DC2 Integras are Type-Rs, but all genuine Integra Type-Rs from that era are DC2s. Let’s clear up the confusion and look at what makes each model special.

This question gets to the heart of Honda’s 1990s lineup. “DC2” is the chassis code for the third-generation Honda Integra, sold from 1993 to 2001. This code covers multiple trim levels, from basic front-wheel-drive coupes to the legendary performance variant. The Integra Type-R, or ITR, is the highest-performance version built on that DC2 chassis. So, while they share a platform, they are not the same car.

Understanding the Honda Chassis Code: What is a DC2?

Honda uses chassis codes to identify specific vehicle platforms and bodies. The code “DC2” breaks down like this:

D: The engine series (specifically, the B-series engine family).
C: The car line (Integra).
2: The body version (in this case, the 3-door liftback coupe).

It’s crucial to know that the 4-door Integra sedan from the same generation has a different chassis code: DB8. The DC2 chassis was used for various models across global markets, including:

Integra RS, LS, GS, and GS-R (in North America).
Integra Si, SiR, and SiR-G (in Japan and other markets).
And of course, the Integra Type-R.

The Crown Jewel: What Defines an Integra Type-R?

The Integra Type-R was a homologation special, a street-legal car built to meet racing rules. Honda’s engineers took a standard DC2 and transformed it through an extensive process called “blueprinting.” The goal was maximum performance and reliability. Here are the key elements that set it apart:

Engine (B18C5/B18C): A hand-assembled 1.8-liter VTEC engine (B18C5 in the US, B18C in Japan). It featured polished ports, stronger internals, a higher 11.1:1 compression ratio, and a more aggressive camshaft profile. It produced about 195 hp in the US and 200 hp in Japan.
Transmission: A close-ratio 5-speed manual gearbox with a helical limited-slip differential (LSD) for better traction in corners.
Body & Chassis: Extensive use of seam welding for increased rigidity, a lighter windshield, and aluminum components to reduce weight. The iconic “Championship White” paint with red badges was a signature.
Interior: Stripped-down to save weight. It featured a red-stitched MOMO steering wheel, Recaro sport seats, and a titanium shift knob. Sound deadening was minimal.
Suspension & Brakes: Upgraded struts, stiffer springs, and larger 4-piston front brake calipers with 11.1-inch rotors.

Spotting the Differences: DC2 vs. DC2 Type-R

To the untrained eye, they might look similar. But there are many telltale signs. Here’s a quick guide on what to look for.

Exterior Identification

Badging: Genuine Type-Rs have red “Honda” and “Integra” badges, and a red “Type R” emblem on the grille and rear. Many replicas add these, so check other details.
Wheels: JDM (Japanese Domestic Market) Type-Rs came with 15-inch white 5-spoke wheels (often called “swirlies”). USDM (US) models had 16-inch white 5-spoke wheels.
Rear Wing: A distinctive, tall aluminum rear wing was standard on the Type-R, though some lower trims could have an optional spoiler.
Sunroof: A huge clue. Genuine Type-Rs did not have a sunroof, as it added weight and reduced rigidity. If you see one, it’s likely not a true R.

Interior Identification

Seats: Look for the red-stitched Recaro seats with adjustable thigh support. They are a major identifier and are often swapped into non-R models.
Steering Wheel: A red-stitched, leather-wrapped MOMO wheel is standard. The airbag cover should have a red “H” emblem.
Shift Knob: A titanium-colored, weighted shift knob.
Red Carpet: The cabin features red floor carpeting, another signature item.
Noise: This is a big one. A real Type-R is noticeably louder inside due to the lack of sound deadening material.

Mechanical & Under-the-Hood Checks

This is where you can be certain. Pop the hood and look for:

Engine Stamp: The engine block should be stamped with “B18C5” (USDM) or “B18C” (JDM).
Red Valve Cover: A painted red valve cover is standard, though these can also be swapped.
Intake Manifold: The Type-R has a specific, larger-port intake manifold.
VIN/Chassis Plate: The most definitive proof. The VIN on a USDM Type-R will contain “DC2-100xxxx”. The chassis plate in the engine bay will also say “TYPE R”.

The Market and Legacy: Why the Confusion Persists

The Integra Type-R’s legendary status has driven its value sky-high. This has led to a market filled with “Type R replicas” or “clones.” Enthusiasts often take a more common Integra GS-R (which has a VTEC engine) and add Type-R parts—badges, wings, seats, and even engine swaps. These can be fantastic cars, but they are not genuine Type-Rs. The confusion happens because both cars share the DC2 chassis code. When someone says “DC2,” they could be refering to a base model or the hero car. You always have to ask for more specifics.

Steps to Verify if a DC2 is a True Type-R

If you’re looking to buy one, due diligence is critical. Follow these steps:

Check the VIN. This is your first and most important step. Look for the specific sequence that identifies a factory Type-R.
Inspect the interior thoroughly. Look for the Recaro seats, red carpet, and lack of a sunroof. Check if the dashboard VIN matches the one on the door jamb and engine bay.
Examine the engine bay. Look for the correct engine stamp, chassis plate, and factory brake components. Be wary of freshly painted or overly clean engine bays that might hide swaps.
Review documentation. Ask for the original window sticker, service records, and any import paperwork (for JDM models). A clean history is a good sign.
Take it for a professional inspection. Have a mechanic who specializes in Hondas or performance Japanese cars give it a once-over. They can spot inconsistencies a casual buyer might miss.

FAQ: Quick Answers to Common Questions

Is every DC2 a Type R?

No. The DC2 is the chassis for the entire 3-door Integra line. The Type-R is one specific, high-performance model built on that chassis.

What is the difference between a DC2 and an Integra Type R?

The Type-R is a extensively modified, lighter, more powerful, and track-focused version of the standard DC2 Integra. They share a basic shell but have major differences in engine, suspension, brakes, and interior.

How much is a real DC2 Type-R worth?

Prices have soared. Clean, low-mileage examples, especially USDM-spec models, can sell for $40,000 to over $60,000. JDM models vary based on condition and import status.

Can you make a regular Integra into a Type-R?

You can swap all the parts, but it will never be a factory-genuine Type-R. The factory seam welding, weight reduction, and hand-built engine assembly are nearly impossible to replicate perfectly. It will be a fast replica, not an authentic ITR.

Did all DC2 Type-Rs come with a sunroof?

No. Genuine Type-Rs did not have a sunroof. If a car has a sunroof, it is not an original Type-R. This is one of the easiest visual checks you can do.

Final Thoughts on the DC2 and Type-R Identity

So, is a DC2 Integra a Type-R? Now you know the answer is a firm “not necessarily.” The term “DC2” is like saying “sedan”—it describes the body and platform. The “Type-R” is the ultimate performance package available for that platform. The legacy of the Integra Type-R is built on its specific, uncompromising engineering. When you’re talking with other enthusiasts or shopping for one, precision matters. Calling every DC2 a Type-R would be a disservice to the engineers who created such a focused driver’s car. And it could lead to a costly mistake if you’re in the market for the real deal. Always check the details, respect the history, and you’ll appreciate why the DC2 Integra Type-R remains a sought-after icon decades after it first rolled off the line.