Budget Blaster: Honda Accord Type R

The Jekyll and Hyde character of Honda's VTEC engine is capable of giving the family man a thrill on the B roads after dropping the family off at the shopping centre, writes Tom Hughes


Launched in 1998, the Type R Accord was built to improve the image of the Accord, as well as Honda in general. Competing against the likes of hot Mondeos and Vectras, the Accord made it's peers look hastily screwed together and somewhat sluggish thanks to its typical Japanese build quality and screaming VTEC.

Honda fettled the VTEC for the facelift models in 2001 giving more low end torque to aid town driving. They also had a go at the suspension which some complained was a little to hard for Britain's pot hole riddled roads, but certainly keeps things on the straight and narrow.

Plenty of kit was supplied as standard such as HIDs, chrome dual tail pipes, 17” alloy wheels with 215/45/17 Bridgestone tyres, and a high level rear spoiler, although that was a dealer removable option. Momo leather steering wheel, titanium alloy gear knob, carbon trim, white dials and a cat 1 alarm and immobiliser with remote central locking all appeared on the list. Most have the optional air conditioning fitted, but keep an eye out for front fog lights, electric rear windows, central arm rest, gear shift change light, remote boot release and parking sensors which all came with an extra price tag.

Buyers of the post 2001 models could specify red mesh Recaro seats, with red inserts and part red Momo steering wheel, a mini disc player and door tweeters. Colour choice were limited to Vesuvio Red, Pirates Black or Satin Silver although European models had the option of Championship White but will be left hand drive. Phase two colours changed slightly to Milano red, Nighthawk black and Satin silver.

Slight bodykit revisions such as different front bumper with no front or rear lip, deeper side skirts, and a new slatted grill were introduced in 2001. The front grill surround and rear number plate surround could also be specified in either body colour or chrome. A small roof mounted aerial was added to replace the electric retractable one post 2001 too.

End of production cars had all the previous extras as standard as well as heated door mirrors, but this depends on how lucky you are. The last official cars were on a 2002 '52' plate, but there are some very rare cars which have been registered after this date.

Exterior
Keep an eye out for the self levelling headlight adjustment failing, usually causing the beam to be projected straight down. Replacement sensors are £100.Rust problems are generally none existent due to a galvanised body but keep a beady eye underneath side skirts. As always, check boot floors and front slam panels for ripples or signs of overspray.

Interior
Interiors aren't stunning but are effectively functional. Standard black and silver Recaro bucket seats are hip hugging, but as always keep an eye out for sagging bolsters. Bobbles can be cured with a razor. Drivers side window regulators have been known to fail, along with the heater rheostat, so make sure they're toasty before opening the window to cool down. Clock bulbs almost always pop and some point in their life.

Engine
The hand finished 2.2l 16v 210bhp VTECs were designed for 98RON fuel, although 99RON V-Power is the preferred option as 95RON can cause bad idle and loss of power. With the phase two models the ECU was modified with a new map to help 95RON running but 98+ is still the preferred choice. Honda removed the chrome tailpipes and replaced them with less sporty looking down turned black ones for the post 2001 models. The timing belt tensioner is a main culprit of failure, usually identified by a 'diesel engine' like rattle between 2000-3000 rpm. Check the service history for a timing belt change, due at 72k or 7 years, which can be done on the Honda Happiness scheme for around £300 all in if it's on the to do list. The EGR valves are known to get 'gunged' up which will cause poor running and illuminate the engine warning light. A good dose of carb cleaner and elbow grease should sort the problem within a half hour.

Running gear
All Type R models came with multi link double wishbone suspension, a close ratio gearbox and limited slip differential. Synchromesh problems with fifth and reverse can occur but this problem is generally unique to the pre facelift models. Give the 'box a good stirring, or budget £800 for Honda to supply and fit the parts. Anti-roll bar drop links are prone to snapping, diagnosed by a knocking or rubbing from the underside.

Spec

Engine-2157cc 16v 4 cylinder
Transmission-5 speed manual, FWD
Power-209bhp @ 7250rpm
Torque-158.9lb/ft @ 6700
Top speed-142mph
0-60-6.9 seconds

PPC Clio Staff Car feature

This Clio is many things to me. The newest, the fastest and the best and worst car I've ever owned. I have only actually owned two cars, the first a 1.2 '94 Clio BeBop in a fetching shade of lilac with rust everywhere you wouldn't want rust to be, but I still loved it. First loves are the greatest and all that.

This new love affair came about last February when I was gifted £2k labelled 'Student Loan' and the BeBop was threatening to vomit it's coolant everywhere and pop it's head gasket, which it did in due course on a rainy estate in some Cornish backwater. An arduous scour of insurance companies made me realise that in order for me to insure an RSi, let alone a 16v, I'd be looking at a diet of toast for at least a year, and I wasn't prepared to sacrifice the Pot Noodles just yet, so RT power it was.

A brief eBay search produced many, but one in particular stood out, a phase 3 in 455 blue with FSH and just 64k on the clock. With twelve hours left I stuck on a bid, not really expecting to win, and promptly fell asleep. Next morning, I opened my emails to find, “You have won this item...” , “What the....?!”, “....'96 Clio RT'”, “Oh-oh...!” And so it was written, I had bought a car unseen a good 300 miles up country. So, the next weekend I found myself half asleep on a train heading north, with a quarter of my newly acquired beans on toast money burning a hole in my pocket. Thankfully, all turned out to be well with the car, the previous owner was a delightful, if slightly clueless, lady who I shook hands with and set off back down south.

Just three days later whilst pottering around town, the car cut out. Turning the key it sounded like there was no compression, bad news. Back on my driveway it was revealed that the cambelt had decided to play matchmaker between the pistons and the valves and shredded itself. The car spent the next four weeks on axle stands in various states of repair whilst Uni work took over. Eventually it was fixed up with some shiny new valves, head gasket and accompanying bolts, treat to vented and drilled 16v discs, Turbines and a -55mm PI suspension kit and it was back in business. It, and me, were embarrassed at Euro Fest in September around Castle Combe, but it behaved itself and I didn't forcefully park it in the tyres at Quarry.

The hankering for power has led me to a complete F7P engine, loom and ECU which at £40 would be rude not to buy. The plan is to strip it, rebuild it to OEM+ spec and bolt it into the RT for a little street sleeper action, whilst learning how it actually turns petrol and fire into tyre smoke and ear-to-ear grins. That's my summer gone then.