Honda Prelude
Manufacturer:	Honda
Production:	1978–2001
Class:	Sports coupe
Body styles:	2-door coupe
Predecessor:	none
Successors:	Acura RSX, Honda Accord Coupe
Shares components with:	Honda Accord
Similar models:	Toyota Celica Honda Integra Mitsubishi Eclipse
This article is part of the automobile series.

The Honda Prelude is a front wheel drive four-cylinder coupe that was manufactured by Honda between 1978 and 2001. It spanned five generations of cars but was discontinued upon the release of the fourth-generation Honda Integra in Japan in late 2001.

The Prelude's perennial competitor has been the Toyota Celica, another four-cylinder coupe introduced several years prior to the Prelude. Throughout the 1980s, which was known as the decade of inexpensive sports cars, it was challenged by the Nissan Silvia (180/200/240SX), Isuzu Impulse, Mitsubishi FTO, Mitsubishi Cordia (later Eclipse), Mazda MX-6, and its cousin, the Honda Integra.

Contents 1 1978 2 1982 3 1988 4 1991 5 1997 6 Awards 7 Cabriolets 8 External links

1978

The first generation Prelude was released in 1978 and had a CVCC engine. It was the third main model in Honda's modern lineup, joining the Civic and the Accord. Styling of the car was a combination of both then current Civic and Accord.

Engine

Type: CVCC Advanced Stratified Charge, 4-cylinder, in-line, SOHC

Displacement: 1751 cm³ (107 in³)

Power: MT 72 hp SAE net @ 4500 rpm, AT 68 hp SAE net @ 4500 rpm

Torque: MT 94 lbf·ft @ 3000 rpm, AT 94 lbf·ft @ 3500 rpm

Compression ratio 8.0:1

Ignition system: Electronic

Carburetion: 3-Barrel Downdraft Carburetor

Cooling: Liquid-cooled, thermostatically controlled electric fan

Drivetrain

Type: Front-Wheel Drive

Manual Transmission: 5-speed, all forward gears synchromesh

Automatic Transmission: 2 manually selected forward speeds with torque converter

Body, suspension and chassis

Body Type: Unit body

Suspension: 4-wheel independent, front & rear MacPherson struts with coil springs and integral shock absorbers

Steering: Rack and pinion

Steering wheel turns, lock-to-lock: 3.26

Brakes: Power assisted with dual diagonal circuits

Brakes - Front disc, self-adjusting

Brakes - Rear drum, self-adjusting

Tires: All-season 175/70 SR13 steel-belted radial ply blackwall

Exterior dimensions

Wheelbase: 91.3 in

Length: 161.4 in

Height: 51 in

Width: 64.4 in

Tread: front 55.1 in, rear 55.5 in

Curb weight: MT 2106 lb, AT 2110 lb

Standard features

CVCC Advanced Stratified Charge Engine

Electronic ignition

Front-wheel drive

Four-wheel independent suspension

Negative Steering Roll Radius

Power-Assisted Front Disc Brakes

Dual Diagonal Brake Circuits

Steel-Belted Radial Ply Blackwall Tires

Bright Metal Wheel Trim Rings

Power-Operated Moonroof with Sunshade

AM/FM Stereo Radio with Unique Controls

Tachometer

Electronic Warning System

Maintenance Reminder

Low Fuel Warning Light

Digital Clock

Cigarette Lighter

Glove Box Light

Two Speed Plus Intermittent Wipers

Rear Window Defroster

Side Window Defrosters

Tinted Glass

Rectangular Headlights with Snow Drains

Trip Odometer

Day/Night Rearview Mirror

Coin Box with Lid

Stowage Boxes in Rear Seat Side Panels

Stowage Box in Center Console

Fully Reclining Front Bucket Seats

Full Carpeting

Combination Light Switch on Steering Column

Inside Hood Release

Remote Trunk Lid Release and Interior Light

Trunk Stowage Boxes

Protective Body Side Mouldings

Plastic Corrosion-Resistant Fender Liners

Vanity Mirror-R. Sun Visor

Passenger Assist Handle-Right Windshield Post

Mud Flaps-Front Wheels

Exterior/Interior Colors

Tudor Red Metallic/Ivory

Inverness Blue Black Metallic/Red

St. Moritz Silver Metallic/Red

1982

The second generation Prelude was released in 1982 and was initially available with a 12-valve dual carburetor engine, and fuel injection was introduced in 1985. In Japan, Asia and europe it was available with a DOHC 16 valve PGM-FI engine allthough this engine was not seen until 1986 in europe. This generation prelude was the first to have the "pop-up" head lights. This allowed for a more airodynamic front which reduced drag. Opening the headlights however, especially at higher speeds, produces more drag and came with a specific howl inside the car. As the car ages (all cars with this type of headlights suffer from this) the mechanics tend to wear out a bit and this makes for a flickering headlight image, sometimes anoying others.
 

When the 16 valve DOHC engine came out, you would also get a slightly modified exterior since the larger engine could not be fitted under the stock hood. A Prelude equipped with a 16 Valve engine could be recognized by the slightly elevated part of the hood which gives room for the cam gears (see picture on the left. Note the elevated area on the right hand side). The european version also saw slight modifications to the tail lights and revised front and rear bumpers which were color matched. (see picture on the right) Due to the fairly low weight of the car (1025 kg) and high power (the 16 Valve engine produced ~140HP) the car was surprisingly nimble, something most Prelude's were not in comparison to their competitors, until the VTEC engines came out.

1988

The third generation Prelude was built upon the success of the second generation, however it gained 4 wheel steering (on some models), as well as a 2.0 L SOHC carburetor engine, a B20A DOHC EFI engine, or a slightly-larger B21A1 with the second series in 1990 and 1991.

The four wheel steering system on the third generation prelude was an extraordinary piece of engineering in itself. It is the only 4WS system on a production car that is entirely mechanical in its design; That is, there is always a direct mechanical connection between the steering wheel and the rear wheels. This means the 4WS Honda was intuitive to drive, unlike every other make 4WS system in which the rear wheels were controlled indirectly by a computer.

The 3rd-Generation Prelude had some new external designs worth mentioning. The hoodline was designed to be the lowest hoodline of any FWD car in the world allowing an unrivaled forward visibility that made this Prelude a joy to drive. The drag resistance was at a very low coefficient drag rating of .34. This gave better fuel economy, lower wind noise, and a greater level of high-speed stability. Another unique structural element of the 3rd-generation Prelude is attributed thanks to the high-strength metal used in the 6 pillars of the roof. These pillars are so slim that all-around visibility is amazingly clear for a whole 326-degrees and there are virtually no blind spots. This makes for an airy feeling and further enhances the driving experience of this Prelude. Some call this Prelude 'The Baby NSX' due to some common design cues between the two cars such as the excellent forward visibility via low hoodline, a front-end resemblence, the suspension attributes (great handling but also a smooth ride), and the taillight design in the series-2 (1990 and 1991) models.

The Prelude was Wheels magazine's Car of the Year for 1987.

 

1991

In 1991, there was a major overhaul of the Prelude, released outside of Japan in 1992. The four-wheel steering system was changed to an electronic version and the engine was increased in size from 2.1 L to 2.2 L for the base "S" model (SOHC F22A1 engine, 135 hp (101 kW) @ 5,200 rpm, 142 ft·lbf (193 N·m) @ 4,000 rpm) and "Si-VTEC" model(DOHC VTEC H22A, 200 hp (147 kW) @ 6,800 rpm, 158 ft·lbf (214 N·m) @ 5500 rpm), with 2.3 L for the "Si" (DOHC H23A1, 160 hp (119 kW) @ 5,800 rpm, 156 ft·lbf (212 N·m) @ 5,300 rpm. In the UK there was also a 2.0i Model that had around 125 bhp (93 kW).

This model also marked the end for the pop-up headlights and a lot of other design features that had become "prelude standard". The rear end was no longer flat(low) and wide but wide, rounded and fairly high in comparisson. The front end of the car became wider with fixed headlights. The glass sunroof made way for a steel sliding roof wich no longer rectracted into the car (down and under the roof) but extended out and over. This in effect creates a spoiler which does reduce the air noise when driving.

The dashboard is generally accepted as the extraordinary feature of this model. The dashbord stretches from left to right in the car, beeing equal in height over the full length and housing all dials and indicators. The light blue backlighting introduced in the 3rd generation was continued. Later models (1994 and on) also featured translucent spedometer and tachometer needles. In japan there has even been a in dash television set available as a "stock" option. A lot of enthousiasts have tried to build a display in the dash since.

1997

The fifth and final generation of Prelude saw enhancements from the fourth generation, and in 2001, the Prelude was discontinued.

The fifth-generation still retained the front-wheel-drive (FWD), front-transversal (FF) with independent double wishbone with trailing arms & coil springs with hydraulic gas-pressurized progressive valving and variable power-assisted rack & pinion steering. All fifth-generation Honda Preludes came with 6.5JJx16.0 aluminum alloy rims with all-season 205/50 R16 87V tires (or tyres), except the Xi (5.5JJx14.0 steel wheels with full wheel caps with 195/65 R14 89H tires) where aluminum alloy rims came as a dealer option and the Si (6.5JJx15.0 aluminum alloy rims with all-season 195/60 R15 88H tires.) The fifth-generation Honda Prelude acquired a 63/37 weight distribution. Unlike in the USDM, Japanese Honda Preludes all had rear windshield washer wipers (except the Xi trim.)

The fifth-generation Prelude marked a return to the body style of the late 1980s Preludes (specifically the third generation) in an attempt to curb slumping sales of the fourth-generation body style. The fifth-generation was assembled and distributed to many parts of the world: Japan, the United Kingdom, the United States of America, Canada, Germany, France, Spain, Poland, Holland, Italy, Australia, et al. All models and trims stayed within the BB-chassis code (BB5-BB9) and either housed the H-series motor or F-series motor for the most part. In Japan, the models that were available ranged from SiR (10.6), Xi (8.8), Si (9.2), SiR S-spec (11.0) and the Type S (11.0). The United States of America received a Base model and Type SH. Canada received the Base model, SE, and Type SH. The European Union and United Kingdom received the 2.0i (9.5) and 2.2 VTi VTEC (10.0). Australia received the Si (10.0) and the VTi-R (10.0). All Preludes came with an H22A( ) except: Xi (F22B), Si (F22B), 2.0i (F20A), Si (F22Z), ( ). BB5 was the Xi, and Si-2WS trim. BB6 was the SiR-2WS trim, SiR S-spec, Type S, Base model, Type SH, SE, 2.2 VTi VTEC-2WS trim. BB7 was the Si-4WS trim. BB8 was the SiR-4WS trim, and 2.2 VTi VTEC-4WS trim. BB9 was the 2.0i. All Preludes had a fuel tank capacity of 60 L (15.9 gal).

Photograph of a Sparkle Yellow Metallic (Y-59M) Honda Prelude with Motegi optional rims. A Honda brochure photograph of a 1997-2001 Honda Prelude Type S (BB6).

One version of the fifth-generation Prelude, the Type S, was only available in Japan. It was equipped with the H22A, featuring VTEC and producing 220 PS (162 kW, 220 HP) @ 7,200 rpm (U/min) and 22.5 kgf·m (221 N·m, 163 lb·ft) @ 6,500 rpm (U/min) at 2,156 cm³ (2.2 L). With a compression ratio of 11.0:1, 87.0 mm bore x 90.7 mm stroke and the VTEC-valve timing, lift and duration were also adjusted as well to 12.2 mm|11.2 mm (intake|exhaust), Honda also overhauled the air box and replaced it with a more efficient design that is often referred to as Dynamic Chambering, along with an increased throttle body design bored to 62mm (as opposed to the previous 60 mm). The exhaust system also was treated to a redesign as well, where the pipe design became a more cylindrical shape rather an oval shape. The 3-way catalytic converter was also increased in size, as well as the exhaust piping from 50.8 mm (2.00 in) to 57 mm (2.25 in) (tToV). With the increased power output, the suspension was also decked with 15 in. front ventilated discs and 14 in for the rear. It weighs itself just in at 1,310 kg (2,882 lbs.) and had a ground clearance of 0.14 m (5.5 in.). Unlike the SiR S-spec that had an LSD, the Type S acquired the technology from Honda that is known as the Active Torque Transfer System (ATTS) (other terms that may be seen elsewhere that may come up are: DYCS [direct yaw control system], active yaw control system, Active Electronic Limited Slip Differental [misnomer.]) The gearing on the Type S matches all other fifth-generation Preludes that had a manual transmission except for the 5-speed 2.2 VTi VTEC and had a FD: 4.266. The Type S had an Active Control ABS system, different from the others which had the standard ABS systems. Inside, the interior, leather was present and was laced with red-stitching. The seats could have lettering as an option from the manufacturer. On the outside, the exterior, the Type S was the only trim to not have a sun roof as an option.

The Active Torque Transfer System (ATTS).

There was only one other car that housed the H-series, and it would be the last of its kind until the presentation of the K-series. The Accord Type R/Rx/Torneo (or the JDM version of the name more commonly known as the Honda Accord Euro R) housed the last line of a more refined H-series motor, which I believe to have lasted from 1998-2002, until the exterior was revamped and the K-series was introduced. The most common one, the H22A7(/8?) is the most common one most people will hear about (some of the other variation models housed the F-series with 1,997 cm³ [2.0 L]). Just like the JDM fifth-generation mate, the Type S, the Accord Type R produced 220 PS (162 kW, 220 HP) @ 7,200 rpm (U/min) and 22.5 kg·m (221 N·m, 163 lb·ft) @ instead of 6,500 rpm (U/min), it was 6,700 rpm (U/min) with a displacement of 2,156 cm³ (2.2 L). With a compression ratio of 11.0:1, 87.0 mm bore x 90.7 mm stroke, the engine was mated with a manual transmission in which all gears are different from the brotherly JDM except for the first gear. The Accord Type R also came with an L.S.D (?).

The US-spec fifth-generation Preludes also saw enhancements in the engine, with the full line now offering VTEC H22A4 engines, an evolution of the H22A1 with higher flowing heads, making 195 HP (195 PS, 143 kW) @ 7,000 rpm and 156 lb·ft (21.8 kg·m, 212 N·m) @ 5,250 rpm in 1997-1999, and the same torque readings with 200 HP (200 PS, 147 kW) @ 7,000 rpm from 1999-2001 with a compression ratio of 10.0:1. The USDM fifth-generation had a Type SH ("Super-Handling") trim which featured the Active Torque Transfer System (ATTS), and, along with the 5-speed Base model, shared the exact same gearing from the Type S and SiR-S spec trims in Japan (in which the Type SH transmission is the exact same as the Type S.) This system allowed Honda to overcome the front-wheel drive limitation somewhat, and in 1997 Car and Driver named the Prelude Type SH the "best-handling car under $30,000." The close of the history of the Honda Prelude and its discontinuation will be welcomed by the newer motor (along with the third-generation Integra's end with the B-series motor), the K-series..

A Honda brochure photograph of a 1997-2001 Honda Prelude SiR (BB6/8).

Awards

The Prelude was on Car and Driver magazine's annual Ten Best list ten times, from 1984 through 1986, and 1992 through 1998.

Cabriolets

Throught the years several company's (all German for some reason) have built cabrio versions of some of the models Prelude. To this date there have been cabrio's made from the 1st, 2nd and 4th model Prelude.

The 1st generation Prelude was modified by a company called Tropic Design, located in Germany. In all they modified 47 Prelude's of which most were exported to Japan and the US. Very few have remained in europe, initially all in Germany. Some have been sold over time to nearby countries, at least 1 to the Netherlands and one to belgium.

The 2nd generation Prelude was modified by another German company; A. Stommel who called the model "Con Moda" Some 100 were modified. To my knowledge none of the 16 Valve DOHC equiped cars were modified allthough it should be possible to do this. 3 versions were available, a basic verion, one which had more electrical luxuary and one which added a spoiler and sideskirt kit, increasing it's optical sportiveness allthough no engine modifications were made.

One 3rd generation Prelude cabrio exists but very little is known about this car. We must asume it has been a one time custom job.

Of the 4th generation Prelude, only some 15 were modified into a cabrio by yet another German company; Honda-Autohaus Manfred Ernst (ME-Edition). Autohaus is the German equivelent for "dealership". No details are known about the engine types and other specifics. Since only 15 were ever made we can asume that they were highly custom built cars.