Honda Accord Type R: PH Heroes
A forgotten Type R, but the Accord is more than worthy of the badge
But just as pertinently, the Accord fought for showroom attention with the Integra Type R, a car entrenched within the annals of automotive history as one of the finest front-drivers ever. It was cheaper than the Accord as well plus, whilst not a design classic, it had the visual aggression of a coupe shape too.
If it faced a superior sibling in the Integra, contemporary opposition of the Accord was less talented. Various V6 Mondeos, Vectras and 156s were often dispatched in group tests so comfortably that the Accord lined up against Japanese rally reps like the Impreza Turbo. For ultimate thrills, the Impreza surpassed the Accord, but the Type R was far closer than anyone predicted.
The mature Type R
When the spec is given a thorough inspection, it's not hard to see why. It even makes the later Civic look rather undernourished in its engineering. The Type R was 57kg lighter than a 2.0-litre Accord thanks to the removal of some sound deadening, taking its kerbweight down to 1,306kg. By way of modern comparison, a Peugeot RCZ R weighs just 26kg less at 1,280kg. This is despite a reinforced rear bulkhead that contributed to a 40 per cent stiffer bodyshell than standard.
The 2.2-litre engine was a development of that found in the Prelude, but comprehensively overhauled with a higher compression ratio (11:1), low-friction pistons, sequential fuel injection, a new intake manifold and a free-flow exhaust.
Its headline figures were 212hp at 7,200rpm and 158lb ft at 6,700rpm. Some typically VTEC numbers then, but the extra swept capacity did allow for a tangible increase in low-down torque, albeit still a long way from a similar V6.
Five, four, three, two, one...
The five-speed manual gearbox (remember those?) featured shorter ratios, but the gearing still allowed the Type R to hit 120mph in fourth (!). The long gears predictably dented acceleration; 0-60mph took seven seconds but nearly 20 (19.7) was required for 100mph as the engine dropped out of VTEC when selecting third and fourth.
A limited-slip differential was also standard (omitted from the later Civic), although the uprated brakes (300mm discs at the front, solid 260mm at the rear) were described by Autocar as 'effective rather than inspirational'.
Predictably, the changes elicited a transformation in the Accord's character. Where the standard car was rather insipid and uninspiring, the Type R was rapid, exciting and involving. The Autocar road test noted steering feedback that improved upon the Integra with crisp handling allied to a decent ride. It gave the Accord four stars out of five, proclaiming it 'Japan's answer to the Sierra Cosworth'.
Japan's Sierra Cosworth
Our featured car is facelifted 2002 example, standard aside from a new exhaust and induction kit. Today it still feels composed, accurate and agile, the engine predictably doing its best work (with even more noise now!) beyond 5,500rpm. The Recaro seats are a real asset too, holding you in place without unnecessary bolstering.
10 years on from the end of Accord Type R production and howmanyleft.co.uk has just over 1,000 models remaining on British roads. Early cars are now available from £1,000, but be wary of any crunches in fifth; cars built before the 2001 facelift have become infamous for chomping through the synchro in top gear. A repair will cost around £1,000 as replacing the clutch is a wise move at the same time.
Facelifted cars start at £2,000 and aren't afflicted by the synchro issues; they can also be fuelled by 95RON fuel, rather than the 98RON required by the earlier models. But all Type Rs require a cambelt change at 70,000 miles, and some cars will be due their second swap by now.
Rare breed
Then post-2003, the fast Honda saloon was no more in the UK. Japan received a 'Euro R' based on the CL7 Accord, but the only ones in Britain are imports. The Euro R used the 2.0-litre K20A engine with 220hp and the useful addition of a six-speed gearbox. The focus and subtle styling remained, though.
It may not thrill like an S2000 or enjoy the Integra's legendary status, but the Accord Type R remains a great driver's car. Despoilered, it epitomises Q-car cool and remains practical enough to transport a family if required. As the latest news on the next Civic Type R has shown, even Honda can't halt the inexorable rise of the turbocharger so the models of the late 90s and early 2000s really are the likes of which we won't see again. An Accord Type R will remind any enthusiast just what a fantastic period that was.
HONDA ACCORD TYPE R
Engine: 2,157cc 4-cyl
Transmission: 5-speed manual
Power (hp): 212@7,200rpm
Torque (lb ft): 158@6,700rpm
0-62mph: 7.1 sec (to 60mph)
Top speed: 140mph
Weight: 1,306kg
On sale: 1998-2003
Price new (1998): £23,250
Price now: £1,000-£4,500
A huge thanks to PHer Jake Harvey for putting his car forward for this feature
Photos: PrimeExposures
Your telling me! I ended going a through a hedge on the B660 after I cooked them!
Great car though, steering was on a par with my gti-6 and actually felt just as agile.
Also the CL7 Euro R has a 2.0 K20A Engine as seen in the DC5 Integra and EP3 Civic, the CL1 Euro R has the same 2.2 as the CH1 and if you want the same engine that was used in the touring cars you need a JDM SiR with the F20 Blue Top.
Mine is a pre-facelift - but not had any synchro issues to date - I change my gearbox and diff oil every 2 years to add longevity. 2nd cam belt, balancer belt and auto-tensioner required next year.
Going to keep mine for the time being - costs me nothing and great driver appeal.
Seems to have a following though - get other drivers giving me the thumbs up from time to time.
Versuvio red and I keep it caked in polish - recently have bumpers resprayed front and back so she is mint!
FG
Shame the wife just drove mine down the wall getting out of the driveway this morning...
I had a 2.0l automatic for 3months an man could you feel the girth ,i suppose the type r doesnt feel the same as the barge of a accord i had
Must admit to scouring Autotrader from time to time for a nice low mileage example to keep as a stealth missile
Mine is a pre-facelift - but not had any synchro issues to date - I change my gearbox and diff oil every 2 years to add longevity. 2nd cam belt, balancer belt and auto-tensioner required next year.
Going to keep mine for the time being - costs me nothing and great driver appeal.
Seems to have a following though - get other drivers giving me the thumbs up from time to time.
Versuvio red and I keep it caked in polish - recently have bumpers resprayed front and back so she is mint!
FG
The ratios are not far off the DC2's, the problem is purely that VTEC
The ATRs VTEC powerband is I believe the smallest out of all the 5 speed models at 2200rpm. The DC2/EK9 were 2200/2400rpm, the old B16A2s had 2700rpm.
Actually, the one thing that is wrong is that it has an unusually short 5th gear, which is annoying if you travel long distances.
I wouldnt call evo`s and imprezas its rivals even if we think we are 2001,probably more the seat leon cupra of the time
It's one of the few cars I actually regret getting rid of. Also, it's the only car except my current mk5 golf gti that I actually really enjoyed thrashing the knackers off.
I wouldnt call evo`s and imprezas its rivals even if we think we are 2001,probably more the seat leon cupra of the time
No, it just makes it expensive for them.
The ATR is cheap to insure compared to it's competition. I know, because I looked at a lot of ~200bhp saloon cars before buying mine and guess what, it was the cheapest. It was still expensive for me but cheaper than anything else whilst offering the best package.
Mine was a T reg in Pirates (Honda sales man claimed it was pronounced "pi-ra-tase") black.
T63 UMR where are you now?
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