To satisfy the North America, Japan and Europe market's requirements simultaneously, the Accord differentiates into 3 versions - the US version has the largest dimensions and boost a 3 litres V6 so that it can target directly the like of Toyota Camry and Ford Taurus. The domestic version remains to be small enough to be benefited by tax regulation. The Euro Accord is similar to Japanese version but is enhanced with euro-style handling. 

They share extensive components such as 4 cylinder engines, transmissions and suspensions. However, the rest is different enough to distinguish one another. 
 

American Accord

Inevitably, the growth in size also reflects in the scale - base model weighs 1400 kg while top-of-the-range V6 model tips the scale at nearly 1500 kg. Therefore the US Accord has larger engines than its Japanese and European sisters. The basic engine is a long-stroke 2.3-litre four, with or without VTEC they delivers 135 or 150 horsepower respectively. Both employ Honda's trademark sohc 4-valve head. There's a pair of balancer shafts to cut the vibration due to the long stroke. 

The fours are torquey but hardly provide spirited performance, even in 5-speed manual form. In contrast, the 3-litre V6, also has single camshaft per bank, 4 valves per cylinder and VTEC, is a gem. It isn't as free-revving as BMW's six or as musical as Alfa V6, but smooth and quiet enough to topple all direct competitors but Nissan's and Volkswagen's V6s. Transmission for the Accord V6, however, is limited to a 4-speed automatic without manual mode, unlike Volkswagen Passat. 

In the handling and ride department, both Nissan Maxima and VW Passat edge out the Accord with their sportier suspension setting and probably stiffer chassis. All of them rides smoothly in American roads and deliver remarkable refinement. On the negative side, the Accord loses marks in steering, which is not all that communicative. Demanding drivers may also find it over-assisted. 

Being a family car, American Accord gets nearly full marks. It's refined, comfortable and durable. What a pity it delivers little driving fun. Nissan and Volkswagen are more agile while working as well in other area, so Accord fails to gain my recommendation. After all, the AutoZine's choice is neither the Nissan nor the VW, it's Peugeot 406. 
 

Japanese Accord

As a result, the Japanese Accord is some 200 kg lighter than the American Accord, hence feels more agile.  
Besides, it emphasises more technology. All models have either 1.8 litres or 2.0 litres four-cylinder. The top-of-the-range SiR uses dohc version of the 2-litre VTEC engine capable of 200 hp and mates with a 5-speed manual or optional Tiptronic-style 5-speed auto. 

The VTEC system has also been improved. In the past, Honda's VTEC was usually criticized of lacking torque at low speed. Now the new system offers more torque between 2000 and 3000rpm. It is still a two-stage design, but the transition becomes smoother. 

Honda also introduced "VSA" stability program, which eliminates understeering and oversteering during cornering. This is similar to Mercedes' ESP. 
 

Japanese Accord Euro R

Heart of the Euro R is the same forged-and-polished 2.2-litre VTEC dohc four-cylinder as the European Type R as well as the Japanese Prelude Type S. In JIS rating, it peaks 220 hp at 7200 rpm. As the chassis is considerably narrower than the European Accord (although wheelbase is nearly identical), the Japanese Euro R carries 60 kg less than its European sister, so we could expect a sub-7 seconds 0-60 mph acceleration.  

Japanese testers said it handles like a dream - although I have a little bit reservation considering its narrow tracks (around 30 mm narrower) and less aggressive tyres (205/50ZR16 instead of 215/45ZR17) than the European Type R. They said the unique electric assisted variable ratio steering is very accurate and communicative. Irregularities on the road can be felt clearly through the steering wheel, unlike many new Audi and BMW which filter out those signals to achieve so-called "refinement". The pure feedback gives both Type R and Euro R driver involvement and excitement rarely seen today. Compare with standard Japanese Accord, ride height is lowered by 15 mm, accompany with stiffened suspensions. While it still damp very well, high speed cornering is very stable. 

The car feels quick and responsive whenever the rev keeps boiling at above 5,000 rpm. Close-ratio gearbox (same as Type R) makes it feels lighter than it is. this car enjoys an intense driving style - hard on throttle, shift frequently. Keen drivers also enjoy that, thanks to all the precise controls - superb steering, progressive and light clutch, slick gearshift. It could be tiresome, but the reward is also greater than most other sports sedans. On the other hand, it is also a practical car for everyday use. Once the rev drops to below 5,000 rpm, the slow cam makes it behave as civilised as a regular Accord. In addition to the lightweight controls and supple ride, the Euro R is easy to live with. If not being pushed, 2200c.c. displacement should deliver impressive fuel economy.  

The cabin is not unlike the European Type R. Basically, all Japanese Accords have the same dashboard molding as their European sisters. The Euro R even shares white-face dials, 3-spoke steering wheel and aluminium gear lever knob with the Type R. Bucket front seats are also made by Recaro. Spacewise, the European Type R with its 50 mm wider body can easily out-roomy this car. Outside, the Euro R looks less aggressive. The tiny rear spoiler is much smaller and lower than Type R's one because Japanese rarely have the opportunity to reach triple-figure speed. Moreover, its 9-spoke 16-in wheels look far less attractive than Type R's 5-spoke 17-in. In terms of image, Type R is still in a land of its own. 
 

Accord Coupe

Under the skin it is mostly the same as the sedan, except the springs and dampers are stiffer. As it is intended to be a refined and comfortable cruiser instead of an exciting driver's car, the suspensions setting is compromised between ride comfort and reasonably crisp handling. Body roll isn't sufficiently suppressed. The variable assisted steering is well weighted, although somewhat artificial feel may fail to engage keen driver. 

The same 200hp V6 offers very strong performance in effortless style. Its refinement and smoothness is also respectable. With a lot of torque, the most likely partner is the 4 speed automatic with Fussy Logic. 

Most disappointed is the cabin - the dashboard is simply unchanged from any family US Accord. Nice built but dull. As in Peugeot 406 Coupe, the rear seats are true adult seats, with sufficient leg room and reasonably good head room for a coupe. Front row sit lower than the sedan, spacious and well positioned. Boot space, measured at 467 litres, must satisfy anyone's requirement. 
 

European Accord

The Accord Sedan.

Power comes from either a peaky 1.8 litre sohc VTEC straight-4 with 136 hp or the 2.0-litre version with 145 hp. As predicted, both are smooth, refined and revvy, although low end torque are quite weak, especially is the smaller engine, which starts pulling from 4,000 rpm. Hard work on the transmission shifter is required.  

In other areas, the Accord performs competently. Good fuel economy, strong build quality and the traditional reliability record give confidence to many value-conscious buyers. Smooth ride from the new 5-link rear suspensions, slick gear change and fine cabin space must please most women drivers.  

However, keen driver is unlikely to be pleased by the Passat-like steering. It isn't bad, in fact it is well weighted, but lacks the ultimate feedback that could be experienced in Peugeot 406 and Ford Mondeo.  

After all, the European Accord sedan displays all-round ability. What it lacks is some character and a distinctively strong area. 
 

Accord Type R

Yet the 4-cylinder is smooth, frugal and not noisy, even after the sound-deadening material was removed to save weight. (The Type R is some 57kg lighter than the normal 2.0-litre Accord, well done !)  

Then, the chassis is stiffened up some 40%, thanks to the tower bar reinforcing the rear bulkhead. Accompany with the necessary stiffening in springs and dampers, lower ride height, 17in 215/45 tyres, front Limited Slip Differential and the 2.9-turn lock to lock steering, no wonder Autocar's tester highly praised the handling of the Type R.  

Thanks to the rigid body and new steering mechanism, the steering has a lot more feedback than the Integra Type R, which was only criticised in this area. Besides, it turns smoothly, consistently and responsively. This is in the league of BMW. Remember, the Honda is front-wheel-drive.  

Apart from the crisp handling, it also rides extremely good. Actually it is not much harsher than the standard Accord and smoother than Mondeo V6 as well as the Vectra GSi. 300mm diameter disc brakes stop the car effectively.  

Enter the cabin, you won't complain the dark carbon fiber trimming and the supportive Recaro, nor the titanium-coloured shifter knob. It is as cool as keen drivers want. Otherwise remains the same as the standard Accord - faultless built and trustible reliability.  

This doesn't mean the Accord Type R has no shorts (which car is perfect ?) Firstly, the widely spaced gear ratio does not suits the wide rev range of the VTEC engine. It should have employed a six-speeder. Secondly, also lastly, it is quite expensive. In UK it cost 23,250 pounds at launched, way above Vectra GSi's 20,520 and even Alfa 156 V6's 22257. There's no free lunch ! 
 

Accord: related models

Honda Avancier is a lifestyle estate based on also the US Accord but is on sale in Japan. Wheelbase is lengthened by 50 mm while engines are carried over. 5-speed manual instead of 4A is provided for V6 version.