Not only is it low, which helps the designers achieve an aerodynamic hoodline, but it produces near-zero geometry and reduces dive. It also makes the car corner with satisfying precision. Just as important, the design allows you to make camber and caster adjustments, a feature that's lamentably absent on many late models. Set camber by loosening the two ball joint nuts in the upper arm and moving the joint in or out. Torque the nuts to 40 ft. lbs.
Caster is changed by lengthening or shortening the radius rods.
There are some innovations at the rear that bear mention. On the Prelude, toe-in can be adjusted by turning the eccentrics at the front of the radius rods. Late-model Civic rear suspension is unique with a lateral upper arm and a long lower trailing arm that uses a compensator link ahead of the pivot point to brace against deflection and toe change. Service on the struts is pretty much what you're used to. The Honda system requires a special fluid, and if ordinary ATF is used, one type of seal is destroyed.