Honda Prelude

Honda Prelude

Manufacturer	Honda
Production	1978–2001
Assembly	Sayama, Japan
Predecessor	Honda S800
Successor	Honda S2000
Class	Sport compact
Body style(s)	2-door coupé
Layout	FF layout
Related	Honda Accord

The Honda Prelude is a sports coupe produced by Japanese automaker Honda from 1978 until 2001. The two-door coupe spanned five generations and was discontinued upon the release of the fifth-generation Honda Integra or Acura RSX Type-S in North America in late 2001 as well as the release of the Honda S2000 in early 2000, due to its decreasing sales and popularity. In the U.S. auto market, the sixth-generation and subsequent Accord Coupes became the de facto replacement for the Prelude.

The Prelude's perennial competitor has been the Toyota Celica, another straight-4-powered coupe introduced several years prior to the Prelude. Throughout the 1980s, the Prelude was challenged by the Nissan Silvia, Isuzu Impulse, Mitsubishi FTO, Mitsubishi Cordia (later the Eclipse), Ford Probe and Mazda MX-6. Out of all of these contemporaries, the Eclipse is the only one remaining car in production.

In the UK, the Honda Prelude was never considered an essential purchase by the majority of sports car enthusiasts, who overlooked it for the trendier Toyota MR2 and other well-known rivals.^{[citation needed]} Within the Honda range itself, the Prelude was usually overlooked for the more popular Civic and Integra models. This might be partly due to the Prelude's reportedly cramped interior, though perhaps the Prelude was also overshadowed by more prominent performance Hondas, such as the NSX. However, the Prelude is competitive in terms of style, speed and build quality, and it has achieved something of a cult status in the UK and US where demand is still high for the sportier, manual transmission versions. This demand is partly attributed to the still rising demand for customizable cars. Both the fourth and fifth generations of the Honda Prelude emerged as popular choices for modders. Being relatively inexpensive, they have a decent amount of aftermarket/replacement parts available.

First generation (1979-1982)

First generation (SN)

Production	1979-1982
Engine(s)	1.8L EK 75 hp (60 kW) I4
Transmission(s)	2-speed automatic 3-speed automatic 5-speed manual
Wheelbase	91.32 in (2320 mm)
Length	161.01 in (4090 mm)
Width	64.38 in (1635 mm)
Height	50.8 in (1290 mm)
Curb weight	1,984.5 lb (900 kg)
Fuel capacity	13.2 US gallons (50.0 L; 11.0 imp gal)

On November 24, 1978, the Prelude which used the second generation Civic as a base, was launched. The four wheel independent struts, brakes and floorpans were all borrowed from the second generation Civic. The Civic family resemblance can also be seen in the front fascia of the Prelude. Japanese Preludes were sold exclusively through Honda Verno stores in Japan and held the position worldwide as the flagship Honda sports coupe model until the arrival of the Honda/Acura NSX many years later. Though the drivetrain was shared with the Accord, the Prelude found its home as a two-door, FWD specialty vehicle. At 4090mm(length) x 1635mm (width) x 1290mm (height), it had quite a low and wide profile. The wheelbase was 2320mm, and was 60mm shorter than that of the original Accord. The Prelude sold much better abroad than it did at home in Japan, with about 313,000 total units being built during its four year production run with about 80 percent being slated for export from Japan. The total first-generation production for the U.S. market was 171,829 vehicles.

As the Civic/Accord of the era used a sub-frame chassis structure with a monocoque body (unibody), the Prelude used a one-piece sub-frame chassis with monocoque body that is setup as a two-pillar structure to increase body and torsional rigidity. The front suspension employed a MacPherson strut with a conventional coil spring mounted offset of the central axis of the damper which was designed and intended to greatly smooth the travel of the suspension, and rear suspension consisted of the Lotus-designed Chapman strut. The front mounted anti-roll bar served two functions on this vehicle, number one, to reduce body roll during cornering and number two, to act as the radius rod for the front suspension, this vehicle also featured a rear anti-roll bar as well. This design minimizes the typical front engine front wheel drive understeer while cornering near the limit and also limits the rear sliding behavior of vehicles with this drivetrain layout. Riding on P175/70SR13 Bridgestone radials, the Prelude with its all-independent suspension provided both good grip and an excellent ride. The Prelude received many compliments on its ability to handle well being very well balanced and rivaling anything put out by the competition. "It is," wrote Brock Yates for Motor Trend, "by any sane measurement, a splendid automobile. The machine, like all Hondas, embodies fabrication that is, in my opinion, surpassed only by the narrowest of margins by Mercedes-Benz. It is a relatively powerful little automobile by anybody's standards."

The engine sourced from the Accord was the EK SOHC 8-valve 1750 cc CVCC inline four rated at 75 hp (56 kW) @ 4500 rpm and 96 ft·lb (130 N·m) @ 3000 rpm. The Accord-shared engine made use of an engine oil cooler and transistor-controlled ignition system. 1981 saw the introduction of the CVCC-II engine which employed the use of a catalytic converter and several other refinements that improved driveability, the Prelude also received a mild facelift in 1981. Transmission choices were either the standard 5-speed manual or initially a two speed "Hondamatic" semi-automatic which by October 1979, had been replaced by a 3-speed automatic that used the final gear as the overdrive. The Prelude was peppy compared to most of its competition with Motor Trend measuring an early Prelude completing the quarter-mile in a respectable 18.8 seconds at 70 mph. In addition to the standard fabrics offered in most models, an 'Executive' option was offered in some markets which added power steering and Connolly leather upholstery which is typically only used in high end luxury cars. The Prelude was the first Honda model to offer a power moonroof as standard equipment, which eventually became a Prelude trademark. Honda used a single central gauge cluster design in this car which housed the speedometer and tachometer in one combined unit where both instrument's needles swept along the same arc. They also placed the compact AM/FM radio unit up high next to the gauge cluster intending to enhance the ease of use but consumers found the layout to be confusing so in 1980 Honda moved to a conventional mid dash mounted AM/FM stereo with cassette being offered as a dealer installed option. The Prelude featured a wealth of other standard equipment, including intermittent wipers, tinted glass, and a remote trunk release. Honda added some electronic warning bells for 1982, but otherwise the first-generation Prelude remained very much the same throughout its production life.

Second generation (1983-1987)

Second generation (AB, BA1/2/3/6, BB)

Production	1983-1987
Engine(s)	1.8L 105 hp (80 kW) I4 2.0L 110 hp (82 kW) I4
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	96.5 in (2451 mm)
Length	172.2 in (4374 mm)
Width	66.5 in (1689 mm)
Height	51 in (1295 mm)
Curb weight	2,306 lb (1,046 kg) - 2,954 lb (1,340 kg) (depending on model)
Fuel capacity	15.8 US gallons (59.8 L; 13.2 imp gal)

The second generation Prelude was released in 1983 and was initially available with an A18A 1.8L 12-valve twin carburetor engine, producing 110 hp (77 kW), with fuel injection introduced in the "Si" models in 1985. In Japan, Asia and Europe, it was available with a 2-liter DOHC 16-valve PGM-FI engine, although this engine was not released in Europe until 1986. The JDM B20A produced 160 hp (120 kW) at 6300 rpm, while the EDM B20A1 produced only 137 hp (102 kW). This was the first generation of Prelude to have pop-up headlights, which allowed for a more aerodynamic front clip, reducing drag. Opening the headlights, however, especially at higher speeds, produced significantly more drag. The 1983 model is identifiable by its standard painted steel wheels with bright trim rings (although alloy rims were optional). The 1984-87 base models had Civic-style full wheel covers. In Canada, a "Special Edition" trim was created, which is essentially exactly the same as the USA 2.0Si model.

When the 2-litre 16-valve SOHC engine came out, the hood was slightly modified, since the larger engine could not fit under the original hood. The European version also saw slight modifications to the rear lights and revised front and rear bumpers which were now color-matched. Due to the fairly low weight of the car (1,025 kg (2,260 lb)) and high power (the 16-valve engine produced 137 hp (102 kW)), the car was relatively nimble in comparison to its competitors, which most Preludes had not been up to that time.

1986 Honda Prelude SE Rear

1986–1987 Honda Prelude Si coupe (Australia)

1986–1987 Honda Prelude Si coupe (Australia)

Third generation (1988-1991)

Third generation (BA3/4/5/7)

Production	1988-1991
Engine(s)	2.0L 104 hp (78 kW) I4 2.0L 135 hp (101 kW) I4 2.0L 140 hp (104 kW) I4 2.1L 140 hp (104 kW) I4 2.0L 142 hp (106 kW) I4 2.0L 150 hp (112 kW) I4
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	101 in (2565 mm)
Length	175.6 in (4460 mm) (1988-89) 177.6 in (4511 mm) (1990-91)
Width	67.3 in (1709 mm)
Height	51 in (1295 mm) (1988-89) 49.2 in (1250 mm) (1990-91)
Curb weight	2,337 lb (1,060 kg) - 2,954 lb (1,340 kg) (depending on model)
Fuel capacity	15.9 US gallons (60.2 L; 13.2 imp gal)

The third generation Prelude (released in 1987 in Japan and a little later in some markets) was very similar in looks to the second generation. It was all-new, however, and gained four wheel steering on some models. In keeping true to the second generation Prelude's ideology, the third generaton received body changes that updated the look. New engines available in the USDM models were: in the 1988-1990 2.0S, the B20A3 which is a SOHC 12-valve dual-sidedraft carburetor engine displacing 1958 cc that produced up to 104 hp (78 kW) and 111 lb·ft (150 N·m); in the 1988-1991 2.0Si, the B20A5 with DOHC and PGM-FI that increased power to 135 hp (101 kW) and 127 lb·ft (172 N·m), or a slightly-larger B21A1 in 1990 and 1991 Si models described below. The B20A6 was the Australian model: a 2.0 DOHC 16-valve PGM-FI engine, also 1958 cc, producing 142 hp (106 kW) and 127 lb·ft (172 N·m).

Four-wheel steering

The four-wheel steering system (4WS) was a major piece of engineering and the third generation Prelude was the first production car to feature it. The less expensive two-wheel-steering version has been criticized for severe understeer.

Design Aspects

The third generation Prelude also had some new external designs. The hood line was designed to be the lowest hood line of any front wheel drive car in the world, allowing for better forward visibility. The drag coefficient was at the very low 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 third generation Prelude was the high-strength metal used in the six roof pillars. The roof pillars were so slim that all-around visibility was amazingly clear for 326°. Some called this Prelude the "baby NSX" when the NSX was introduced in 1990, due to some common design cues between the two cars. Excellent forward visibility via a low bonnet line, a front end resemblance, the suspension attributes (great handling with a smooth ride), and the new design of the rear lights could all be likened to the NSX.

In 1987, Road & Track published a test summary that shows the 1988 Honda Prelude 2.0Si 4WS outperforming every car of that year on the Slalom, including all Lamborghinis, Ferraris, and Porsches. It went through the slalom at 65.5 mph (105.4 km/h), an amazing result for the time. For reference, the 1988 Corvette took the same course at 64.9 mph (104.4 km/h).

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

1990

Rare 1990 SiStates Prelude

In 1990, the Honda Prelude was given a facelift from the previous third-generation styling to a newer look, chiefly in terms of the rear tail lights. The top of the rear bumper was also changed to meet up with the smaller lights, and the bumper was smoothed into a rounder shape. Outwardly, the Prelude resembled the Accord Coupe.

The front bumper on the 1990 Prelude was also changed to feature clear indicators and park lamps that no longer wrapped around the corners of the bumper. Many of the interior parts were revised, including the dash bezel, the door handle and window switches, the steering wheel shape contours, etc. The five-speed manual transmission had unique gear ratios that offered easy acceleration at high speeds. The B21A1 engine became available in the "Si" trim level, which offered 4WS or ABS (called ALB). This engine is a B20A5 engine bored to 83 mm (3.3 in) with a total displacement of 2056 cc producing up to 140 hp (104 kW). This version featured a unique cylinder liner that is reported to be extremely tough, but also contributes to additional oil consumption.

Honda released the Prelude SiStates in 1990. Originally available only in Japan, this car was a limited production run and very few were built. It featured four-wheel steering, ABS, limited slip differential, a leather-wrapped steering wheel and gear lever, extra sound deadening on the firewall and hood, rear windscreen wiper and washer, and many more features that were usually options. It also featured a unique B21A engine rated at 145 bhp (108 kW) that was only produced for the SiStates.

A series labeled INX was available on the Japanese domestic market. These models had fixed headlights (similar in nature to the European Accord Sedan from 85-90). It was available in three models: XX, Si and Si SRS.

90-91 Front bumper

88-89 Rear bumper and tail lights

90-91 Rear bumper and tail lights

Fourth generation (1992-1996)

Fourth generation (BA8/9, BB1-BB4)

Production	1992-1996
Engine(s)	see chart
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	100.4 in (2550 mm)
Length	174.8 in (4440 mm)
Width	69.5 in (1765 mm)
Height	50.8 in (1290 mm)
Curb weight	2,840 lb (1,288 kg)
Fuel capacity	15.9 US gallons (60.2 L; 13.2 imp gal)

In 1992, the fourth generation Prelude was released, after being released in Japan in 1991. The car had a 58% front and 42% rear weight distribution. The four wheel steering system was changed to an electronic version and the engine was increased in capacity from 2.1 litres to 2.2 litres for the base model "S" (SOHC F22A1 engine, 135 PS (99 kW; 133 hp) @ 5200 rpm, 193 N·m (142 ft·lbf) @ 4000 rpm) and "VTEC" model (DOHC VTEC H22A1, 190 PS (140 kW; 187 hp) @ 6800 rpm, 207 N·m (153 ft·lbf) @ 5500 rpm), with a 2.3-litre for the "Si" (DOHC H23A1, 160 PS (118 kW; 158 hp) @ 5800 rpm, 212 N·m (156 ft·lbf) @ 5300 rpm). Although the H23A1 engine did not have VTEC, its lower compression made it capable to handle a turbo application reliably without any modifications to the motor. The H23A1 transmission also supports a turbo application because of its longer gear ratio than that of the H22A1 VTEC transmission. There is a VTEC version of the H23A1 which came standard on the Accord Wagon SiR (CH9 FWD 1999-2001, CL2 AWD 2000-2001). The H23A VTEC is rated at 200hp and Torque of 162.8 lbft @ 5300RPM with a redline of 7800 rpm. It's compression is much higher than the standard H23A1 and more similar to the H22A1 VTEC. The Japanese Si came with the F22B (2.2 L DOHC non-VTEC, 160 PS (118 kW; 158 hp)). The VTEC model had an upgraded brake system, going from a 10.3" front rotor to an 11.1" front rotor and utilizing larger brake caliper and pads, similar to those found in the Acura Vigor. Its styling approach is similar to the Honda Ascot Innova during the same time period.

Additionally, a 2.0i model was released in the Europe, rated at 133 PS (98 kW; 131 hp). 1993 was the last year that the "Si-VTEC" (BB4) name was used, and beginning in 1994 it was shortened to just "VTEC" and stayed that way throughout the rest of the generation. In some countries, the Prelude with 2.2 VTEC engine was called the VTi-R. In Canada, the Si was called the SR, and the VTEC was called the SR-V.

This model also marked the end for the pop-up headlights. The new headlights featured a stylish, aggressive and slanted appearance. The 1991 Prelude incorporated other design features that had also become the "Prelude standard". The rear end was rounded and fairly high in comparison to the previous square trunk line. The front fascia of the car became wider with fixed headlights. The glass moonroof made way for a steel sliding sunroof which no longer retracted into the car but extended out and over it. This in effect created a spoiler which reduced air noise at speed.

The dashboard was generally accepted as the extraordinary feature of this model, remaining equal in height over the full width of the vehicle. The light blue back lighting introduced in the third generation was continued. Later models (1994 and on) also featured translucent speedometer and tachometer needles. All VTEC & SE models received leather interior. In Japan, there was also an in-dash television set available as an option. As a result of this, many enthusiasts have modified the dashboards of their Preludes to fit a small television set. Also featured was an 8-speaker audio system which included a center dash-mounted speaker and rear center subwoofer, while the U.S. version received only 7 speakers (center dash speaker not included). The Japanese version also included a digital climate control system. The Canadian version received some options which were not available in the United States. For instance, the Japanese Prelude had power folding mirrors as well as a rear windscreen wiper, while the Canadian market was the one to have heated mirrors and optional heated seats. The Japanese model came with optional Honda Access accessories such as Typus ski racks, under dash lights, headrest covers, a cabin air filter, and floor mats. Some of the Japanese domestic market fourth generation Prelude VTECs did not come with options such as a sunroof and 4-Wheel Steering, as it was possible to skip these options when buying in Japan. The fourth generation Prelude also shares some suspension components with the fifth generation (1994-97) Honda Accord.

Model	Engine			Steering	Chassis code	Markets
	Code	C/R	Power			Japan	USA	Canada	Europe	Australia
Si	F22B	9.5:1	160 PS	2WS	BA8
				4WS	BA9
Si VTEC	H22A	10.6:1	200 PS	2WS	BB4
				4WS	BB1
S	F22A1	8.8:1	133 PS	2WS	BA8
Si	H23A1	9.8:1	160 PS	2WS	BB2
				4WS	BB2
SE (1995)	H23A1	9.8:1	160 PS	2WS	BB2
VTEC (93-96)	H22A1	10.0:1	190 PS	2WS	BB1
Prelude	F22A1	8.8:1	133 PS	2WS	BA8
SR	H23A1	9.8:1	160 PS	2WS	BB2
				4WS	BB2
SR-V (93-96)	H22A1	10.0:1	190 PS	2WS	BB1
2.0i	F20A4	9.5:1	133 PS	2WS	BB3
2.3i	H23A2	9.8:1	160 PS	2WS	BB2
				4WS	BB2
2.2i VTEC (93-96)	H22A2	10.0:1	185 PS	2WS	BB1
				4WS	BB1
CV/S	F22A1	8.8:1	131 PS	2WS	BA8
Si	H23A1	9.8:1	160 PS	4WS	BB2
SRS (91-93)	H23A1	9.8:1	160 PS	4WS	BB2
VTi-R (94-96)	H22A1	10.0:1	190 PS	4WS	BB1

Paint codes

• Phoenix Red R-51
• Milano Red R-81
• Cassis Red Pearl R-82P
• Cobalt Blue Pearl B-54P
• Fresco Blue Pearl B-64P
• Pacific Blue Pearl B-68P
• Brittany Blue Green Metallic BG-23M
• Azure Blue Green Pearl BG-34P
• Geneva Green Pearl G-62P
• Sherwood Green Pearl G-78P
• Granada Black Pearl NH-503P
• Frost White NH-538
• Sebring Silver Metallic NH-552M
• Cashmere Silver Metallic YR-505M

Honda Prelude Generation 4 Image Gallery

Modified 1994 Prelude VTEC

1994 Prelude VTEC

1992 Prelude Si

1992 Prelude S

Fifth generation (1997-2001)

Fifth generation (BB5-BB9)

Production	1997-2001
Engine(s)	see chart
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	101.8 in (2586 mm)
Length	178 in (4521 mm)
Width	69 in (1753 mm)
Height	51.8 in (1316 mm)
Curb weight	3,042 lb (1,380 kg)
Fuel capacity	15.9 US gallons (60.2 L; 13.2 imp gal)

The fifth generation retained a FF layout with an independent front suspension and 63/37 weight distribution. Most fifth-generation Honda Preludes came with 16-inch (410 mm) aluminium alloy wheels with all-season 205/50 R16 87V tires. The 2.0i and JDM Si trims came with 195/60 R15 88H, and the JDM Xi came with 14" steel wheels. Unlike the US market Preludes, JDM Preludes came with rear wind screen wipers, except for the Xi. Most Prelude models now featured the 11.1" front brakes that the '96 VTEC model came with, and most Preludes also received a 5-lug hub, as opposed to the 4-lug wheel hub of older models.

The fifth-generation Prelude marked a return to the more square body style of the late 1980s, or 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, including Japan, the UK, the US, and Germany, among others. All models and trim packages stayed within the BB-chassis code (BB5-BB9) and housed either an H-series or F-Series engine:

Model	Engine			Steering	Chassis code	Markets
	Code	C/R	Power			Japan	USA	Canada	Europe	Australia
Xi	F22B	8.8:1	135 PS	2WS	BB5
Si	F22B	9.2:1	160 PS	2WS	BB5
				4WS	BB7
SiR	H22A	10.6:1	200 PS	2WS	BB6
				4WS	BB8
SiR S-spec	H22A	11.0:1	220 PS	2WS	BB6
Type S	H22A	11.0:1	220 PS	2WS	BB6
Base	H22A4	10.0:1	200 PS	2WS	BB6
Type SH	H22A4	10.0:1	200 PS	2WS	BB6
SE	H22A4	10.0:1	200 PS	2WS	BB6
2.0i	F20A4	9.5:1	133 PS	2WS	BB9
2.2 VTi	H22A5 (97-98) H22A8 (99-01)	10.0:1 11.0:1	185 PS 200 PS	2WS	BB6
				4WS	BB8
2.2 VTi-S	H22A5 (97-98) H22A8 (99-01)	10.0:1 11.0:1	185 PS 200 PS	2WS	BB6
				4WS	BB8
Si	F22Z6	10.0:1	160 PS	2WS	BB5
VTi-R	H22A4 (97-98) H22Z1 (99-01)	10.0:1	200 PS	2WS	BB6
ATTS	H22A4 (97-98) H22Z1 (99-01)	10.0:1	200 PS	2WS	BB6

All fifth generation Preludes had a fuel tank capacity of 60 l (15.9 US gal).

Type S

One version of the fifth generation Prelude, a high-performance model called the Type S, was only available in Japan. It was equipped with the 2.2L H22A, featuring VTEC and producing 223 hp (166 kW; 226 PS) @ 7200 rpm and 163 lb·ft (221 Nm) @ 6500 rpm. With a compression ratio of 11.0:1, 87.0 mm (3.4 in) bore x 90.7 mm (3.6 in) stroke and VTEC-valve timing, lift and duration were adjusted to 12.2 mm (0.5 in) intake and 11.2 mm (0.4 in) 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 a larger throttle body design bored to 62 mm (as opposed to the previous 60 mm). The exhaust system was also treated to a redesign, with the pipe cross sections becoming more cylindrical rather than oval. The three-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). In addition to a higher output engine both Type S and USDM Type SH featured an overhauled front suspension layout which offered a more effective camber curve. The fifth generation curb weight was 1310 kg (2882 lb), and ground clearance was 140 mm (5.5 in). Unlike the SiR S-spec that had an LSD, the Type S acquired the Honda technology known as the Active Torque Transfer System (ATTS). The gearing on the Type S matches all other fifth-generation Preludes that had a manual transmission except for the five-speed 2.2 VTi VTEC and had a final drive ratio of 4.266:1. The Type S had an Active Control ABS system, different from the others which had the standard ABS systems. The interior featured newly developed Cabron and Excene upholstered seats which most people see it as leather and alcantara laced with red stitching. Manufacturer styling options included seat lettering. The exterior styling of fifth generation Preludes was standardized for most models. All had a sunroof except for the Type S model.

Prelude Motegi

Honda also released a special edition 5th generation Prelude, called Motegi. The name of this special edition derives from the ‘twin-ring Motegi’ (Tsuin Rinku Motegi) motor-racing circuit, located in Haga District, Tochigi, Japan. This track was built in 1997 by Honda as part of their effort to bring the IndyCar series to Japan.

The Motegi edition Prelude featured an OEM Honda body kit, 17" Honda alloy wheels, lowered sports suspension and a Motegi badge on the boot lid. All of these items were optional on non-Motegi models with the exception of the boot lid badge.

The MSDM 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 (145 kW; 198 PS) @ 7000 rpm and 156 lb·ft (212 Nm) @ 5250 rpm from 1997 to 1999, and the same torque readings with 200 hp (149 kW; 203 PS) @ 7000 rpm from 1999 to 2001 with a compression ratio of 10.0:1. In some countries, the Prelude was also offered with a base 2.0L 133 bhp (99 kW; 135 PS) engine. The USDM fifth-generation had a Type SH ("Super-Handling") trim which featured the ATTS, and, along with the five-speed base model, shared the same gearing as the Type S and SiR-S spec trims in Japan. This system allowed Honda to overcome the limitations of front-wheel drive somewhat, and in 1997, Car and Driver named the Prelude Type SH the "best-handling car under $30,000."

In the fifth generation Prelude, all models with an automatic transmission featured SportShift technology. This 4-speed transmission allowed the driver to manually change gears in a manner similar to the Porsche tiptronic system. Gear selection was enabled by sliding the shifter horizontally from D4, the standard automatic position, to a separate track that allowed the shifter to be pushed forwards or backwards. At the time of the Prelude's release, this type of feature was relatively rare, having been recently introduced in the Porsche 911 in the early 90's, but soon afterwards it became common in many sport coupés and sedans.^[1]

Sales

Sales were not strong, particularly due to competition from Honda's other offerings. The Coupe version of the sixth-generation Accord received an exclusive front fascia, rear tail lights, wheels and many other body panels, being now marketed as a somewhat separate model from the family-oriented sedan, though its sedan roots gave it much more utility than the reportedly cramped Prelude. The sixth-generation Civic Coupe Si has also gained a reputation in its own right and was considerably less expensive than the Prelude.

1st Gen (1979-1982): 171,829 2nd Gen (1983-1987): 336,599 3rd Gen (1988-1991): 160,909 4th Gen (1992-1996): 98,627 5th Gen (1997-2001): 58,118

Total Production: 826,082

Safety

Australia

In Australia, the safety performance of Honda Preludes manufactured between 1983 and 2002 was assessed in the Buyers Guide to used Car Safety Ratings 2006, which was published by the Roads and Traffic Authority (RTA) (a New South Wales, Australia, government agency)^[2]. This publication concluded that the level of occupant protection in Preludes from 1983 to 1996 was at an "average" level, while in Preludes from 1997 to 2002 is "significantly better than average."

USA

The National Highway Traffic Safety Administration (NHTSA) in the USA has determined frontal crash test ratings of Honda Preludes of different model years^[3].

Model year	Make	Model	Type	Curb weight (lbs)	Frontal driver rating	Frontal passenger rating
1980	Honda	Prelude	2-Door	2,545
1984	Honda	Prelude	2-Door	2,780
1990-91	Honda	Prelude	2-Door	2,659
1992-94	Honda	Prelude

Awards

The Prelude was on Car and Driver magazine's annual Ten Best list ten times: three times from 1984 to 1986, and then seven times from 1992 to 1998.

Convertibles

Through the years, several German companies have converted Preludes into convertibles. Currently, there have been convertibles made from the first, second and fourth generation Preludes.

First generation Preludes were modified by a company called Tropic Design, located in Germany. In all, they modified 47 Preludes, most of which were exported to Japan . Very few have remained in Europe, initially all in Germany. Some have been sold over time to nearby countries, at least one to the Netherlands, one to France and one to Belgium.

Second generation Preludes were modified by another German company; some 100 Preludes were modified. No DOHC engine-equipped models have been known to be converted into convertibles, however. Three versions were available: a basic version, one which had more luxurious options, and one which added a body kit.

Of the fourth generation Preludes, only some 15 were modified into a convertible by German company Honda-Autohaus Manfred Ernst. No details are known about the engine types and other specifics. Since only 15 were ever made, they are assumed by many to be custom-built.

References

Wikimedia Commons has media related to: Honda Prelude

External links

• http://preludeuk.forumup.com/ - The UK Honda Prelude Owners Club
• http://www.ludebehaviour.co.uk/ - The (Other) UK Honda Prelude Owners Club
• http://www.midlandshonda.co.uk/ - UK Midlands Based Honda Owners Club - Several members own Preludes
• http://www.preludepower.com/ - US Honda Prelude Owners Club
• http://preludeaustralia.com/ - Australian Prelude Community
• http://www.preludedriver.com/ - Canadian Honda Prelude Community