JDM Drive: Why the Honda Accord Euro R is the best sedan

Unless you’ve been living under a rock for the past four decades, you know how special the “R” tag is when associated with Honda. When it comes to high-revving track-inspired road cars, its Type R variant is pretty much a seminal touchstone.

While other performance-badged flagships may still leave an engineering gulf between their road-going versions and their rivals, Honda rarely leaves much of a void in the negotiation. But there’s another “R” you’ve probably never heard of, and it’s very rare: Euro R.

quick overview

Euro R? So, does it only ship to Europe?

Well, it’s actually the JDM model. Despite these influences, the Euro R was never (officially) launched in Europe. Of course, Honda offered very different Accords for different markets at the time, with Japan, the United States, and Europe all having their own versions.

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The Euro R badge was only awarded to two generations of the Japan-only Accord/Torneo and nothing else. The first-generation CL1 Euro R was arguably the more popular, while its successor, the CL7, became fatter and less refined.

Why “Euro”? Some say it’s a nod to Honda Europe, which inspired their Japanese counterparts to launch some exciting products after launching the Swindon-built Accord Type R CH1 in 1998.

Is it a Type R in disguise?

The CL1 (as seen here) and the later CL7 Euro Rs did not feature the iconic ‘Red H’ badge because, remember, they were not Type Rs. But dive into the CL1’s surprisingly comfortable Recaro buckets, and it’s clear the engineers took a page out of the Type R’s playbook.

There’s a short-throw weighted shifting that feels very satisfying. There’s a small-diameter three-spoke Momo steering wheel – perhaps not as small as one might think, but appropriate for a car that still needs daily driving. Perhaps most importantly, you’ll find a row of white-faced gauges, with the far left dial sporting an encouragingly high redline of 7,000 rpm.

The Milan Red example we have here will make your heart beat faster when still, but in a more subdued color, the uninitiated might not blink an eye. The Euro R comes standard with 17-inch lightweight alloys and low-profile tires, as well as more aggressive front and rear bumpers and some subtle fenders. But remember, this car was produced at a time when Mitsubishi and Subaru were trying to outdo each other with their respective rally sedans. While both cars go the route of being as loud and brash as possible, the CL1 Euro R is really a restrained, almost Q-car-like approach.

Sounds just like a Type R with a different badge

I admit, the similarities are pretty obvious. It shares many components with the British-built CH1 Accord Type R, including the 2.2-liter DOHC VTEC inline four-cylinder engine codenamed H22. But the Euro R actually has more power than the Type R: 220 hp vs. 212 hp.

If you’ve ever driven an old Type R, you know that the steering, suspension geometry, and overall chassis have always been set up to be razor-sharp. It’s perfect for a blast along a well-surfaced B-road, or indeed, a hot lap on a track of your choice. The same goes for weight loss measures. It’s no secret that the Type R division went to great lengths to strip the car of sound deadening in order to save weight. The Euro R retains the luxury of being able to make quiet calls at triple-digit speeds.

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The Euro R is a more forgiving beast, with a softer suspension, as if it knows its place as a four-door sedan. It’s a strange alternative to Evos and Imprezas – it takes a different approach to the art of building a fast family car, which makes sense. The Euro R even comes with user-adjustable electric power steering. Installed long before the debate about how uncommunicative this setup is, instead of relying on speed, you can twist a knob to add some artificial weight to the wheel, or keep it in city car light mode. So far, that’s it for Jekyll and Hyde.

dual personality

The motor isn’t quite what you’d expect, either. Recent forced induction saga aside, Honda’s typical Type-R engines (known as the B16 and K20 to those in the know) are known for their strong power, usually limited to the upper quarter of the tachometer.

However, that’s not the case with the H22 under the Euro R’s hood. It still has the addictive “on-off” duality of VTEC, but its 2.2-liter engine architecture (also found stateside in the Prelude) gives you more low-end torque. As a mature car enthusiast, you realize how important the available torque is. The H22A’s 163 pound-feet sounds paltry in today’s context, but if you compare apples to apples with a similar NA Honda, the Euro R is more livable.

Drop the clutch and rev it to redline, though, and you can still get all the drama you want. The chassis may not be as stiff as the Civic Type R, but the Euro R handles really well. The mechanical LSD ensures that sending 220 horsepower to the front wheels doesn’t get in your way, while the car doesn’t lose too much when squatting over undulating pavement.

Why I would choose it over EVO or Impreza

To be honest, there is no comparison. They may both be fast Japanese four-door sedans, but they do things very differently. You’ll never get the same grip from the Accord, nor the fun of forced induction. But like so many idiosyncratic Hondas before and after, the Euro R found its peace by doing things a little differently.

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For those who value the precision instrument of driving, this is a well-tuned car that can provide a rewarding experience. It’s for those who prefer pure NA powerplants, in this case hearing all four of their cylinders screaming to their 7,200 rpm redline simultaneously.

I feel like this pure and unadulterated experience has been forgotten by car manufacturers who are more interested in delivering higher horsepower figures and setting record lap times. To me, while it may be a step down from the razor-sharp edge of a traditional Type R, it’s a car I’d want to own every day – no matter the circumstances.

Am I smitten? Yes. Does the Accord Euro R deserve to be ranked alongside the hallowed pantheon of Red H cars? Absolutely.

Photography: Mohamed Shan for CarScoops | Special thanks to Emdad Hussain