Accord – Sixth generation (1998–2002) – Japan: CF3, CF4, CF5 CL2, CL3

For the sixth generation, Honda split the Accord into three separate models, designed for the Japanese, North American, and European markets. However, the wagon was discontinued in North America while the coupe was discontinued in Japan. This generation also spawned two distinctively branded performance versions for European and Japanese domestic markets, dubbed Type R and Euro R, respectively.

Japan: CF3, CF4, CF5 CL2, CL3
North America and Asia Pacific: CG1, CG2, CG3, CG4, CG5, CG6
Europe: CG7, CG8, CG9, CH5, CH6, CH7, CH8

On the origin of these models, it is rumored[32] that with the advent of the sixth generation Accord, “Honda England were let loose to build a car that would compete with Subaru and Mitsubishi’s Evo. They came up with the Accord Type R, a lightened (1200 kg) track version with no sound deadening and few luxuries(listed below)”. Honda Japan followed suit in 2000, “took the Accord Type R and developed the Accord Euro-R (hence the ‘Euro’pean tag)” which has a double wishbone front and 5-link rear suspension system,stiffer suspension and chassis, Helical limited-slip-differential, twin-piston brakes, dual twin silencer exhaust system, 16-inch alloy wheels, A exclusive “red-top” engine cover, white badged Euro-R meters, a strut tower bar, an exclusive Euro-R aluminium shift knob, high-intensity discharge (HID) headlights,fog lights,body coloured retractable electric door mirrors, power windows, key less entry, air conditioning, driver and passenger SRS air bags, and ABS.Recaro seats and a leather-trimmed Momo steering wheel. As an option, there was a distinctive tall and functional rear spoiler wing that most customers opted for. The Accord Type-R featured 209 bhp (212ps, 155.9Kw) @ 7,200 rpm and 164 lb·ft (222 N·m) @ 6,700, while the Euro-R variant featured an improved H22A engine with 217 bhp (220ps, 161.8Kw) @7200 rpm and 164 lb-ft(220-Nm)@5500rpm. Apart from an improved H22A engine,Euro-R badged meters, and exclusive Euro-R aluminium shift knob,The JDM Accord/Torneo Euro-R and Accord Type-R are very similar. The Accord/Torneo Euro-R was later succeeded by the seventh generation Accord Euro-R, see article below for details.

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The Japanese models, introduced on 4 September 1997, became narrower than the previous generation, returning to the favorable compact car tax bracket, except for Euro R and wagon, which were classified as the larger mid-sized classification. A nearly identical sister car, the Honda Torneo, replaced the previous Honda Ascot and the Honda Rafaga in Japan, which was sold at both Honda Verno and Honda Primo Japanese dealerships, while the Accord remained at Honda Clio locations. This was the last generation that was badge engineered as the Isuzu Aska.
When the previous generation Accord grew in exterior dimensions, this reclassified the Accord as a midsized car in Japan. The second generation Honda Inspire was manufactured in two platforms, with the smaller G20A five-cylinder engine installed in a shorter and narrower sedan that complied with “compact” regulations. This effort reflected Honda’s positioning of Honda Clio as a luxury car dealership that sold the luxury sedans Honda Legend and Honda Inspire, similar to their efforts in North America with the Acura brand. Honda continued to offer the Accord station wagon in Japan. All trim levels sold in Japan were available with Honda’s newly created, internet-based telematics service called Internavi.

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Accord/Torneo Euro R (CL1, 2000–2002)
The Euro R included a “red top” variation of H22A engine producing 220 PS (162 kW; 217 hp) at 7,200 rpm & 163 ft·lbf (221 N·m) at 6,500 rpm, 5-speed T2W4 manual transmission with helical Torsen LSD, Recaro seats, leather-wrapped MOMO steering wheel, sports suspension, sports exhaust (including 4–2–1 stainless headers) and an aluminum-alloy gear shift knob. It was also fitted with a unique factory body kit that included flares and was available in some colors not available to other Accords (such as Milano Red). The Accord (sold at Honda Clio locations) and the Torneo (sold at Honda Verno and Primo locations) are the same car, aside from minor cosmetic differences in the exterior, most notably front of the car.
The 2002 model was named the Euro-Rx. This model came with a few slight modifications from the 2000/2001 model. These included factory rear privacy glass, a titanium gear knob, optional Red-checker interior (original gold-checker) and bronze coloured alloy wheels. The high-stop spoiler also became standard on all models.[3] Honda also addressed two common issues that had become apparent. The ECU was upgraded to resolve the issue of cold-starts causing hesitation on acceleration and the gearbox syncros were upgraded to a higher quality alloy to lengthen their lifespan.[3]

Accord SiR-T (CF4, 1997–2000)
The SiR-T model included a 2.0L F20B engine rated 200 PS (150 kW; 200 hp) at 7200 rpm (180 PS (130 kW; 180 hp) automatic) and 144.5 lb·ft (196 N·m) at 6600 rpm, 11.0.1 compression, 85 mm X 88 mm (Bore and Stroke) 7800 rpm redline. The H-series DOHC VTEC engines were limited to 7800 rpms. The F20B had a unique blue valve cover and like all the larger displacement Honda engines, the F20B was mounted with a tilt towards the driver. F20B engines could rev at higher rpms than H22As because it had a shorter stroke. The F20B had an 85 mm x 88 mm bore and stroke when compared to an H22A which had an 87 mm x 90.7 mm bore and stroke.[4] The F20B was also classified as a low emissions engine.

Accord SiR (CF4, 1997–2002)
The Accord SiR was based on the SiR-T, but used the S-Matic automatic transmission. The engine was rated at 180 PS (130 kW; 180 hp) but with better midrange characteristics. Moving the gear-stick over to the right allowed manual selection of 1st, 2nd, 3rd, or 4th gear using up and down shift actions just like the sequential gearboxes used on the JGTC NSX. When a particular gear is selected, the gear stays in position at all rpm. When pushed against the rev limiter, the engine would bounce against it just like a manual. However, the gear ratios for each gear were the same as the normal mode. The transmission still worked like a normal automatic transmission in all other operating modes.

Accord Wagon SiR (CH9 FWD 1999–2001, CL2 AWD 2000–2001)
The SiR wagon model included the only 2.3-liter H23A DOHC VTEC H-series engine in the Honda line-up. The H23A engine was rated at 200 hp / 190 hp (AWD) at 6,800 rpm and torque of 162.8 lb·ft (220.7 N·m) at 5,300 rpm, 10.6:1 compression, 87 mm (3.4 in) X 95 mm (3.7 in) bore and stroke, and a 7200 rpm redline which is slightly lower than other H-series VTEC engines from factory. The H23A also came with a blue valve cover and was the largest displacement of the H-series Honda engines. The H23A was mounted with a tilt towards the driver. The H23A had a longer stroke than the H22A. Specifications for the H23A were; 87 mm (3.4 in) X 95 mm (3.7 in) bore and stroke and H22A has 87 mm (3.4 in) X 90.7 mm (3.6 in) bore and stroke. The H23A had better acceleration because the peak torque occurred sooner at lower rpm when compared to the H22A.

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