All Honda Models | Full list of Honda Car Models & Vehicles Related Other Japanese Car Company Infiniti a Luxury Division of Nissan Company Since then, the company’s progress has grown to such size, that the brand has been a top choice for both race and common drivers as a trusted name on car performance. It’s slogan, the power of dreams, is quite fitting for its endeavors, whether it be for the motoring scene or its other achievements in engineering. Gorgeous Honda Model Image source: wikimedia.org Honda’s accomplishments can be categorized into these: i-VTEC – the company’s ingenuity on creating high-performance engines can be seen in its i-VTEC (intelligent Variable Valve Timing and Electronic Lift Control) technology. By having optimum control on the camshafts (on the timing and lifting aspect), higher performance is guaranteed. VSA – the company considers car safety as a high factor. Such is its investment on its crash test technology, where every scenario is considered to avoid fatal accidents. The VSA (Vehicle Stability Assist) is one such technology that helps correct steering problems that may result from sudden control changes.

Tuning – probably one of the reasons why every racer considers cars from this brand as an important part in their careers is the propensity to tuning. Honda cars are known to be tuning-safe, creating stock cars (which in itself are powerful cars altogether) into speedy rides. Here is the full list of Honda models and variants: Honda ZEST (2006-present) Honda Odyssey/Shuttle (international market) (1995-present) Honda Odyssey (North American market) (1995-present) 2.4 EX-V Navi CV/T Honda Prelude - Honda Wiki Honda Prelude Honda Accord The Honda Prelude was 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 fourth-generation Honda Integra ( Acura RSX in North America) in late 2001, due to its decreasing sales and popularity. In the United States of America auto market, the sixth-generation and subsequent Accord Coupes became the De facto replacement to 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 Mitsubishi Eclipse), Ford Probe and Mazda MX-6. Out of all of these contemporaries, the Eclipse is the only one remaining 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. 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 4th and 5th generations of the Honda Prelude emerged as popular choices for modders. Being relatively inexpensive, they have a decent amount of aftermarket/replacement parts available.

Contents Curb weight 915 kg (2,020 lb) 2-door coupe 2-door convertible Famously owned by popular 1970's television actor Ronan James McGovern, the first generation Prelude was released November 24, 1978 and was the third main model in Honda's modern line up, joining the Civic and the Accord . Its standard large glass moonroof was a feature seldom encountered in other cars at the time. Styling of the car was a combination of both the current Civic and Accord. The Prelude was equipped with a 1751 cc SOHC CVCC Straight-4 engine that produced 72 hp (54 kW) and 94 lb·ft (127 Nm) of torque with a five-speed Manual transmission, and 68 hp (51 kW) with a two-speed Automatic transmission called the Hondamatic . In 1980, the two speed Hondamatic was replaced by a modern four-speed automatic. In Australia and the UK, this car was mostly sold with the 1602 cc EL engine, developing 68 hp (51 kW).

In Japan, the Prelude competed with the Toyota Celica and the Nissan Silvia sports coupes. Leather interior was an option on the Japanese-spec version. Styling was said to be influenced by the Mercedes-Benz R107 but on a smaller scale. Second generation (1983-1987) 2,306 lb (1,046 kg) - 2,954 lb (1,340 kg) (depending on model) Fuel capacity Convert/usgal The second generation Prelude was released in 1983 and was initially available with an A18 1.8-litre 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. (And these were different engines.

The JDM B20A produced Convert/hp at 6300 rpm, while the EDM B20A1 produced only Convert/hp Honda B20A engine ). 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 Third generation (1988-1991) 2,337 lb (1,060 kg) - 2,954 lb (1,340 kg) (depending on model) Fuel capacity Convert/usgal 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 Convert/hp and 111 lb·ft (150 N·m); in the 1988-1991 2.0Si, the B20A5 with DOHC and PGM-FI that increased power to Convert/hp and 127 lb·ft (172 N·m), or a slightly-larger B21A1 in 1990 and 1991 described below. The B20A6 was the Australian model: a 2.0 DOHC 16-valve PGM-FI engine, also 1958 cc, producing Convert/hp and 127 lb·ft (172 N·m).

Engine List Honda Prelude: B20A/B20A1 - 2.0L DOHC PGM-FI 137/160 hp (Europe/Japan) B20A3 - 2.0L SOHC carb(12v) 104 hp Canada/US B20A4 - 2.0L SOHC carb(12v) Non US B20A5 - 2.0L DOHC PGM-FI Convert/hp US B20A6 - 2.0L DOHC PGM-FI Convert/hp Australia/New Zealand B20A7 - 2.0L DOHC PGM-FI Convert/hp Europe B20A8 - 2.0L DOHC PGM-FI Convert/hp Europe B20A9 - 2.0L DOHC PGM-FI Convert/hp Europe B21A - 2.1L DOHC PGM-FI Convert/hp Japan (SI States) B21A1 - 2.1L DOHC PGM-FI Convert/hp Canada/US Four-wheel steering The four-wheel steering system 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. To this day, the 1988-1991 Prelude remains the only production vehicle with true mechanical four-wheel steering. All other vehicles (including later Preludes) used electronic or hydraulic systems. 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 Lamborghini, Ferrari, and Porsche. It went through the slalom at Convert/mi/h, an amazing result for the time. For reference, the 1988 Corvette took the same course at Convert/mi/h. The Prelude was Wheels magazine 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 "SE" trim level, which offered 4WS or Anti-lock braking system (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 Convert/hp. 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 150 bhp (112 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) Fuel capacity Convert/usgal 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, Convert/hp (101 kW) @ 5200 rpm, 142 lb·ft (193 Nm) @ 4000 rpm) and " VTEC " model (DOHC VTEC H22a1, 190 hp (143 kW) @ 6800 rpm, 160 lb·ft @ 5500 rpm), with a less performance-oriented 2.3-litre for the "Si" (DOHC H23A1, 160 hp (115 kW) @ 5800 rpm, 156 lb·ft (212 Nm) @ 5300 rpm). The Japanese SI came with the F22B (2.2L DOHC NON-VTEC 160 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 . Additionally, a 2.0i model was released in the United Kingdom, rated at Convert/hp. 1993 was the last year that the "Si-VTEC" 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. Some say the new headlights "look angry" with their stylish, 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 sunroof made way for a steel sliding roof 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 (1994-97) generation Honda Accord . Paint codes Fuel capacity Convert/usgal The fifth generation retained a Front-engine, front-wheel drive layout with an independent front suspension and 63/37 weight distribution. All fifth-generation Honda Preludes came with Convert/LoffAoffDbSon Aluminium alloy wheels with all-season 205/50 R16 87V tires, except 195/60 R15 88H for the 2.0i trim. Unlike the USDM Preludes, JDM Preludes came with rear wind screen wipers (except the Xi).

All Prelude models now featured the 11.1" front brakes that the '96 VTEC model came with, and the prelude 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 package stayed within the BB-chassis code (BB5-BB9) and housed either the H-series or F-Series engine: Model 200PS All fifth generation Preludes had a fuel tank capacity of 60 l (15.9 US gal). One version of the fifth generation Prelude, the Type S, was only available in Japan.

It was equipped with the 2.2 l H22A , featuring VTEC and producing 223 hp (162 kW) @ 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). 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.

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 (143 kW) @ 7000 rpm and 156 lb·ft (212 Nm) @ 5250 rpm from 1997 to 1999, and the same torque readings with 200 hp (147 kW) @ 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 Convert/bhp 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 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. 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 a18 Awards The Prelude was on Car and Driver magazine's annual Car and Driver Ten Best list ten times: three times from 1984 to 1986, and then seven times from 1992 to 1998.

Convertibles Through the years, several Germany 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 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 1990 Honda Prelude Si Used TMV from $2,000 Find Used Inventory Introduced in 1979, the Honda Prelude was the company's first attempt at building an exciting car that still held true to the core Honda values of intelligent design and reliability. Over the next two decades, the two-door sport coupe would become the primary performance car in the Honda lineup. Although it was outfitted with relatively powerful engines in later generations, the Prelude was not a muscle car. It was built around handling and drivability, while providing enough power to remain competitive. Over its life, several new technologies for Honda were pioneered on the Prelude, such as fuel injection, four-wheel steering and Honda's Active Torque Transfer System. The Prelude was also the first Honda model to get VTEC, the company's variable valve timing engine technology. Though the Honda Prelude was very popular throughout the '80s, consumer interest waned in the '90s. Eventually, the Prelude was trapped in an under-$30,000 no-man's land. For a sporty front-wheel-drive coupe, it was just too pricey, and it didn't have sports car looks or a sufficiently premium feel.

By the turn of the millennium, the sport coupe market was a shadow of its former self. Honda dropped the Prelude without a replacement after the 2001 model year. As a pre-owned option, however, the rewarding and reliable Prelude merits serious consideration from driving enthusiasts on a budget. Most Recent Honda Prelude If you're searching for a used Honda Prelude, you'll likely be encountering the fifth and final generation, which was sold from 1997-2001. It was larger and heavier than any of the previous models. It was also the most dynamic. There were two trim levels: base and Type SH. Both got a 2.2-liter four-cylinder engine with VTEC and a standard five-speed manual transmission. A four-speed automatic was available as an option on the base model. Initially, the engine put out 195 horsepower, but in 1999, Honda bumped maximum power up to 200 hp in the manual-transmission models. Both trims were equipped with a generous array of standard features that included 16-inch alloy wheels, ABS, cruise control, a sunroof, air-conditioning and full power accessories.

The main difference between the base model and the Type SH was the addition of Honda's Active Torque Transfer System, an electronic system that distributed torque to the outside drive wheel in cornering situations. Its purpose was to minimize understeer and thus mimic rear-wheel-drive cornering characteristics. In road and comparison tests, our editors found the Honda Prelude Type SH to be one of the best-handling cars in its class -- truly a driver's car. It was nimble and well balanced, while also maintaining a decent amount of ride comfort. There was just enough engine performance to be sporty, with the VTEC four performing a Jekyll-and-Hyde transformation in feel and sound above 5,200 rpm. Zero-to-60 times were in the low 7s. In 1999, the Prelude won Edmunds.com's Editors' Most Wanted award for Best Sport Coupe ($10,000-$25,000). In 2000, it won again for Best Sport Coupe. Despite being a great-performing car, the Honda Prelude was lacking in other areas.

The interior boasted high-quality materials and construction, but it lacked the visual pizzazz buyers had come to expect from a car with a $26,000 price tag. Honda maintained a conservative approach here, filling the cabin with a monochromatic color scheme and Accord-like gauges and controls. The front seats, though comfortable, weren't available in leather and had limited adjustability. The rear seats had minimal legroom. The fifth-generation Prelude has aged well, however, as that restrained interior design now seems classier and less dated than brash designs like the contemporary Toyota Celica. Past Honda Preludes The other Honda Prelude one should consider is the fourth-generation model, which was sold for the 1992-'96 model years. A complete overhaul of the previous model, this Prelude was slightly shorter, much wider and a far better-handling car. The S trim featured a 135-hp 2.2-liter SOHC four-cylinder. The Si had a 160-hp 2.3-liter DOHC four-cylinder with a healthy 156 pound-feet of torque.

From 1993 on, the fourth-generation Prelude could also be had in range-topping Si VTEC trim, which brought a 2.2-liter 190-hp DOHC four equipped with Honda's electronic variable valve timing (VTEC) system. A four-wheel-steering system was available in 1992-'93, though only on the Si model. In general, the fourth-generation Prelude earned favorable commentary in reviews at the time. It offered excellent handling, and nearly all who drove it liked the power of the VTEC-equipped engine. Criticisms were mostly directed at the car's odd interior design. A sweeping blacked-out instrument cluster extended across the entire dash, and few found the mix of analog and digital gauges appealing. If you are looking for older years, visit our used Honda Prelude page. For more on past Honda Prelude models, view our Honda Prelude history page. ADVERTISEMENT Honda Used Parts | Buy Second Hand Car Spares from Honda Breakers Yards About Honda car parts and spares Honda models we are dismantling Have you been searching for Honda parts everywhere and had no luck?

Then look no further, here at Breakeryard we have dismantlers up and down the UK who are stripping the most quality parts off all Honda models ready for sale. Here's a few examples of the models we are breaking: Accord, Civic, Concerto, CRV, Integra, Legend, Prelude, Shuttle, Inspire, Stream, Odyssey and loads more. So please enter your vehicle today to find the best priced parts on the web. Honda used spares customer UK support line If you need assistance in submitting a request for any Honda spare part, please contact us on 0905 232 3000 (calls cost £1.02 per minute/mobile phones may vary) and our operators will help place the request to our breakers for you. UK online Honda spares breakers yards All the used Honda parts we stock through our system come with a guarantee. This means we offer you unrivaled services as one of our valued customers. We have a whole range of engines here and gearboxes here , as well as a vast stock of all Honda spares. These can all be located online now! The Honda company started as a manufacturer producing two small motorbike engines.

It was established in 1946 as the Honda Technical Research Institution. The company then started producing cars in the late 1960's. In 2003 they celebrated their 10 Millionth car manufactured in the USA. Mr Soichiro thrives on innovation, and expects all his employees to have that in their mind and heart. Part delivery information and times All the suppliers in our network make use of overnight delivery services or nationwide couriers to get the parts to you. Please confirm the delivery date at the point of sale. Some of our suppliers deliver parts worldwide, and have a fast international delivery service. Delivery prices may vary for international destinations. Discount Honda parts UK Buy your Honda spare parts with us for the best deals on the market. You will not find any other supplier, or partfinder cheaper than us. Honda Prelude Reviews and Prelude News - GoAuto - Start-2 Prelude Used Car Research Honda realised its Prelude demographic was ageing, travelling further and most likely deserting coupes for family-friendly 4WD wagons. So it abandoned the overtly sporty approach of its immediate predecessor for the earlier models’ goals of comfort, refinement and style. Viewed as such, the Mk5 was an impressive machine.

A stronger, quieter body afforded more comfort, space, practicality and safety. The base Si included a 118kW 2.2L engine, dual airbags, anti-lock brakes and air-conditioning as standard, while the 143kW VTi-R offered a sunroof, climate control air-con and an advanced handling aid option called ATTS. The latter put it amongst the world’s surest steering front-wheel drive cars. The five-speed manual transmission and clutch were improved, and the four-speed auto featured a sequential shift for greater driver interactivity. But buyer interest was fading, not helped by the Prelude’s controversial adoption of large headlights. Only recently have they become commonplace. A round of improvements in early ’99 saw the VTi-R’s engine output rise slightly to 147kW, the inclusion of a new mesh grille on ATTS models, remote central locking and the inclusion of a leather upholstery option. Sales never recovered to their heyday levels and Honda was selling every CR-V 4WD it could get its hands on, so the new, Mk7 Civic-based Integra Mk4 took over during 2002.

It was an ignominious end to an innovative, interesting two-door coupe. Reviews Honda Prelude | Autopedia | Fandom powered by Wikia File:Tropic s.jpg 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 and the US. 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 and one to Belgium. File:Ab cab 02.jpg 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. 3 versions were available, a basic version, one which had more luxurious options, and one which added a body kit, increasing its aesthetics. File:Prelude93n.jpg 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.

Generations File:Bb5bb9chassis.jpg The fifth generation of the Honda Prelude saw enhancements over the fourth generation, including new body styling and handling characteristics. In 2001 the Prelude was discontinued. The fifth-generation retained an FF layout with an independent front suspension. The vehicle utilized a 63/37 weight distribution. All fifth-generation Honda Preludes came with 16 inch aluminum alloy wheels with all-season 205/50 R16 87V tires, except the Xi (14 inch steel wheels with full covers and 195/65 R14 89H tires) and Si (15 inch aluminum alloy wheels with all-season 195/60 R15 88H tires.) on which aluminum alloy rims came as a dealer option. Unlike the USDM Preludes, JDM Preludes came with rear windshield wipers (except the Xi). The fifth-generation Prelude marked a return to the 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 trims stayed within the BB-chassis code (BB5-BB9) and housed either the H-series engine or F-series motor. Models available to the Japanese market included: SiR (10.6), Xi (8.8), Si (9.2), SiR S-spec (11.0) and the Type S (11.0). The US received a Base model and Type SH. Canada received the Base model, SE, and Type SH. Europe 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 fifth gen. 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. All Preludes had a fuel tank capacity of 60 L (15.9 US gal). File:Y-59M.jpg One version of the fifth-generation Prelude, the Type S, was only available in Japan. It was equipped with the 2.2 L H22A , featuring VTEC and producing 220 PS (162 kW, 217 hp ) @ 7200 rpm and 22.5 kgf·m (221 N·m, 163 lb·ft) @ 6500 rpm.

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 adjusted 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 62 mm (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 equally enhanced with 15 inch front ventilated discs and 14 inch rear discs. The fifth gen.

curb weight was 1,310 kg (2,882 lb) 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 Syste m]] (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 Differential [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. The interior featured leather laced with red stitching. Manufacturer styling options including seat lettering. The exterior styling of fifth generation Preludes was standardized for most models. All had a sunroof except for the Type S model.

File:ATTSUnit.jpg 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 lasted from around 1998 to 2002, until the exterior was revamped and the K-series was introduced.

The USDM 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 (198 PS, 143 kW) @ 7000 rpm and 156 lb·ft (21.8 kg·m, 212 N·m) @ 5250 rpm from 1997 to 1999, and the same torque readings with 200 hp (203 PS, 147 kW) @ 7000 rpm from 1999 to 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 limitations of front wheel drive somewhat, and in 1997, Car and Driver named the Prelude Type SH the "best-handling car under $30,000." Fourth Generation (1992-1996) File:PB165355 ben prelude lg.jpg In 1991, there was a major overhaul of the fourth generation Prelude, released outside of Japan in 1992. The car maintained a very close to perfect 58% front and 42% rear weight distribution.

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) @ 5200 rpm, 142 ft·lbf (193 N·m) @ 4000 rpm ) and " Si-VTEC " model ( DOHC VTEC H22A, 190 hp (147 kW) @ 6800 rpm , 158 ft·lbf (214 N·m) @ 5500 rpm), with 2.3 L for the "Si" ( DOHC H23A1, 160 hp (119 kW) @ 5800 rpm , 156 ft·lbf (212 N·m) @ 5300 rpm). In the UK, there was also a 2.0i model that was rated around 125 bhp (93 kW).

1993 was the last year that the "Si-VTEC" name was used, and starting in 1994 it shortened to just " VTEC " and stayed that way throughout the rest of the generation. 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 and wide; but wide, rounded and fairly high in comparison. The front fascia of the car became wider with fixed headlights. The glass sunroof made way for a steel sliding roof which no longer retracted into the car but extended out and over it. This in effect creates a spoiler which reduced air noise when driving. The dashboard was generally accepted as the extraordinary feature of this model. The dashboard stretched from left to right in the car, being equal in height over the full length and housing all dials and indicators. The light blue backlighting introduced in the third generation was continued. Later models (1994 and on) also featured translucent speedometer and tachometer needles. In Japan, there was also a in radio bezel television set available as a standard option; as a result, many enthusiasts have tried to find the Gathers television set.

The Japanese version of the Prelude also had certain options which were never found in state-bound models but did show up in the Canadian market. For instance, the Japanese Prelude had power folding, as well as a rear windscreen wiper while the Canadian market had heated mirrors. The fourth generation Prelude also shares suspension components with the fifth (94-97) and sixth (98-02) generation Honda Accord .

Japanese Prelude Only Options: 15" Five Star Blades, Automatic Head Light System, Automatic Wiper System, Baby Seat, Bumper Pole, Bumper Sensors, Daylight Running Lights, Digital Climate Control, Drivers Side Interior Panel Rear View Mirror, DSP Special Edition Dash Speaker, Gathers Equipment: AM/FM Radio w/ CD Player, Equalizer, Television GPS Set, CD Changer, and Speakers, Half Mast Antennae, Power Folding Mirrors, Rear Bumper (Has No Bumper Lens) - Not Required in Japan, Rear Deck Air Refiner, Seat Head Rest Pads, Stanley Amber Fog Lamps, Stanley Fender Side Markers, Stanley One Piece Head Lights (Black or Chrome), Typus Winter Roof Rack, Zebra Print Floor Mats, Third Generation Post Facelift (1990-1991) File:PreludeSistates2.jpg In 1990 the Honda Prelude was given a facelift from the previous third generation (1987-1989) styling to a newer look. This facelift featured slightly smaller tail lights than the previous model, with clear indicators instead of the previous yellow indicators.

The rear bumper was made slightly taller in the top section to accomodate the smaller tailights, and although it doesn't look like it the bootlid was changed above the lights as the upper part of the newer lights is actually smaller than the previous model. The front bumper on the 1990 Preludes was also changed to feature clear indicators and park lamps and different styling. Some interior panels were redesigned, including the dash bezel, both the upper cover and the surround with the sunroof switches, etc on it. The door cards recieved a slightly different style of electric window switch plates. On some models however there are some different combinations of pre and post facelift styling inside, e.g. the EX model retained the older style door cards with the rectangular door handle, and older style window switch surrounds, and didn't have speaker covers in the door cards regardless of pre and post facelift. Honda in 1990, released the Prelude SiStates.

This car was on a limited production line and very few were built, it featured 4WS (Four wheel steering ), antilock brakes , limited slip differential, leather wrapped steering wheel and gear shift leaver, extra sound deadening on firewall and hood, rear wiper and washer, and many more features that were usually options. It also featured a unique B21A engine that was only produced for the SiStates. This model was only available in Japan for the JDM (Japanese Domestic Market). Third Generation (1988-1989) File:3rdgenprelude.jpg The third generation Prelude was similar to the second generation, however it gained four wheel steering on some models, as well as a 2.0 L SOHC carburated engine, an optional B20A DOHC EFI engine, or a slightly-larger B21A1 in 1990 and 1991. The four wheel steering system on the third generation prelude was an extraordinary piece of engineering in itself.

As of 2006, it is the only four wheel steering 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 four wheel steering-equipped Prelude was intuitive to drive, unlike most other four wheel steering systems in which the rear wheels were controlled indirectly by a computer. The third generation Prelude also had some new external designs worth mentioning. The hoodline was designed to be the lowest hoodline of any front wheel drive car in the world, allowing for better forward visibility. The drag resistance was at of high-speed stability. Another unique structural element of the third generation Prelude was the high-strength metal used in the 6 roof pillars. The roof pillars were so slim that all-around visibility was amazingly clear for 326°. Some call this Prelude the "baby NSX " due to some common design cues between the two cars, such as the excellent forward visibility via a low hoodline, a front end resemblance, the suspension attributes (great handling with a smooth ride), the taillight, front turn signal and fog light designs were also changed in the 1990 and 1991 models.

In 1987, Road & Track published a test summary that shows the 1988 Honda Prelude 2.0Si 4WS outslalomed every car of that year, including all Lamborghinis , Ferraris , and Porsches . It went through the slalom at 65.5 mph, which was amazing in those days. For reference, the 1988 Corvette did the same at 64.9 mph. The Prelude was Wheels magazine's Car of the Year for 1987. Second Generation (1983-1987) File:Prelude86c.jpg The second generation Prelude was released in 1983 and was initially available with a 12-valve carburated engine , and fuel injection was introduced in 1985. In Japan, Asia and Europe, it was available with a DOHC 16-valve PGM-FI engine , although this engine was not released until 1986 in Europe. The second generation Prelude was the first to have pop-up headlights; this allowed for a more aerodynamic front which reduced drag.

Opening the headlights however, especially at higher speeds, produced more drag and came with a specific howl inside the car. When the 16-valve DOHC engine came out, the hood was slightly modified since the larger engine could not be fitted under the stock hood. The European version also saw slight modifications to the taillights and revised front and rear bumpers which were now color-matched. Due to the fairly low weight of the car (1,025 kg) and high power (the 16-valve engine produced 100 hp ) the car was surprisingly nimble, something most Preludes were not in comparison to their competitors, until the VTEC engines came out. First Generation/ Origins (1979-1982) Edit The first generation Prelude was released in 1979, and 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.

The Prelude was equipped with a 1751 cc SOHC CVCC I4 engine that produced 72 hp and 94 lbf-ft of torque with a 5-speed manual transmission , and 68 hp with a 2-speed automatic called the HondaMatic . Photos About Honda Email Save Why are Honda vehicles so highly regarded by American drivers? Certainly, their excellent reputation for reliability and quality is a major factor. But it also has to do with the overall driving and owning experience. Read any Honda review and you'll likely notice common themes such as thoughtful design, a friendly... Read more Honda history Why are Honda vehicles so highly regarded by American drivers? Certainly, their excellent reputation for reliability and quality is a major factor. But it also has to do with the overall driving and owning experience. Read any Honda review and you'll likely notice common themes such as thoughtful design, a friendly nature, better-than-average fuel economy and attention to safety. Japan-based Honda Motor Company was founded in 1948 by Soichiro Honda. The company got its start making motorbikes. Japan had been rendered cash poor and fuel-starved after World War II, and its citizens were hurting for an inexpensive, fuel-efficient mode of transportation.

Honda's first motorcycles mated engines with bicycles to create a motorbike that was cheap to make and operate. Honda's bikes quickly evolved into vehicles far more sophisticated than small engines stuck into bicycle frames. The manufacturer's 1949 D-Type could reach speeds of up to 50 mph, and offered front and rear suspension. The 1950s saw the launch of the successful Juno scooter, built to steal market share from the Vespa knockoffs that were popular in Japan at that time. In the latter part of that decade, Honda introduced the ultra-successful C100 Super Cub. The motorbike was remarkably easy to operate and featured a crossbar-free frame that made it popular with women. It went on to become the first Honda motorbike sold in the U.S. via then-new American Honda Co. in 1959. By the early 1960s, Honda had built its first automobiles for the Japanese home market and entered Formula One racing. But it wasn't until 1970 that it exported its first car, the diminutive N600, to the U.S.

The automaker initially had a hard time sparking interest among American buyers, but that all changed in 1973 with the introduction of the Civic. The car was larger than Honda's previous models even though it was still very petite compared to compact American cars. The Civic's high fuel efficiency (an important selling point given that decade's energy crisis) and affordability made it Honda's first American success story. By 1976, the Civic had been joined by the Accord, which quickly became a favorite with U.S. consumers as well. By the 1980s, Honda's success and its reputation as a maker of well-built reliable cars and motorcycles continued to grow. It began building Accords in the U.S. in 1982 and by 1989 had earned the distinction of making America's most popular car. This was also the decade in which Honda created the Acura brand as a way to sell more upscale and luxurious vehicles. Throughout this decade and into the 1990s, the Civic and Accord were huge sellers and considered class benchmarks. Also during this time, Honda continued to innovate through such technologies as variable valve timing, aluminum body construction and improved safety features.

Today, Honda's lineup runs the gamut. Included are fuel-sipping hybrids, a spacious minivan, reliable family sedans, practical SUVs and even a pickup. Although the latest Civic and Accord aren't quite the benchmarks they once were for their respective classes, Honda's brand as a whole continues to be one of the most well respected in the industry, with millions of loyal and satisfied customers. Hide Honda History Honda Prelude - Wikicars Honda Prelude {{{aka (Type here, not up there)}}} Production {{{Weight - you get the point}}} Transmission N/A lb-ft of torque @ N/A rpm Similar Designer {{{Designer (lead designer if it was a team effort)}}} The Honda Prelude was a front wheel drive I4 -engined coupe that was manufactured by Honda between 1979 and 2001. It spanned five generations of cars but was discontinued upon the release of the fourth-generation Acura Integra in Japan in late 2001. The Prelude's perennial competitor has been the Toyota Celica , another I4-powered coupe introduced several years prior to the Prelude.

Throughout the 1980s, it was challenged by the Nissan Silvia , Isuzu Impulse , Mitsubishi FTO , Mitsubishi Cordia (later the Eclipse ), and the Mazda MX-6 . Contents Styles and Major Options 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. A first generation Prelude convertible 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 and the US. 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 and one to Belgium. Second generation Prelude convertible 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. 3 versions were available, a basic version, one which had more luxurious options, and one which added a body kit, increasing its aesthetics.

Fourth generation Prelude convertible 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. Generations Fifth Generation (1997-2001) Fifth generation Honda Prelude unibody The fifth generation of the Honda Prelude saw enhancements over the fourth generation, including new body styling and handling characteristics. In 2001 the Prelude was discontinued. The fifth-generation retained an FF layout with an independent front suspension. The vehicle utilized a 63/37 weight distribution. All fifth-generation Honda Preludes came with 16 inch aluminum alloy wheels with all-season 205/50 R16 87V tires, except the Xi (14 inch steel wheels with full covers and 195/65 R14 89H tires) and Si (15 inch aluminum alloy wheels with all-season 195/60 R15 88H tires.) on which aluminum alloy rims came as a dealer option.

Unlike the USDM Preludes, JDM Preludes came with rear windshield wipers (except the Xi). The fifth-generation Prelude marked a return to the 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 trims stayed within the BB-chassis code (BB5-BB9) and housed either the H-series engine or F-series motor. Models available to the Japanese market included: SiR (10.6), Xi (8.8), Si (9.2), SiR S-spec (11.0) and the Type S (11.0). The US received a Base model and Type SH. Canada received the Base model, SE, and Type SH. Europe 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 fifth gen.

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. All Preludes had a fuel tank capacity of 60 L (15.9 US gal). Photograph of a Sparkle Yellow Metallic (Y-59M) Honda Prelude with optional Motegi wheels. One version of the fifth-generation Prelude, the Type S, was only available in Japan.

It was equipped with the 2.2 L H22A , featuring VTEC and producing 220 PS (162 kW, 217 hp ) @ 7200 rpm and 22.5 kgf·m (221 N·m, 163 lb·ft) @ 6500 rpm. 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 adjusted 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 62 mm (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 equally enhanced with 15 inch front ventilated discs and 14 inch rear discs. The fifth gen. curb weight was 1,310 kg (2,882 lb) 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 Syste m]] (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 Differential [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. The interior featured leather laced with red stitching. Manufacturer styling options including seat lettering. The exterior styling of fifth generation Preludes was standardized for most models. All had a sunroof except for the Type S model. The Active Torque Transfer System (ATTS) as used in the fifth generation Prelude. 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 lasted from around 1998 to 2002, until the exterior was revamped and the K-series was introduced.

The USDM 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 (198 PS, 143 kW) @ 7000 rpm and 156 lb·ft (21.8 kg·m, 212 N·m) @ 5250 rpm from 1997 to 1999, and the same torque readings with 200 hp (203 PS, 147 kW) @ 7000 rpm from 1999 to 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 limitations of front wheel drive somewhat, and in 1997, Car and Driver named the Prelude Type SH the "best-handling car under $30,000." Fourth Generation (1992-1996) A fourth generation Prelude on an autocross course In 1991, there was a major overhaul of the fourth generation Prelude, released outside of Japan in 1992. The car maintained a very close to perfect 58% front and 42% rear weight distribution.

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) @ 5200 rpm, 142 ft·lbf (193 N·m) @ 4000 rpm ) and " Si-VTEC " model ( DOHC VTEC H22A, 190 hp (147 kW) @ 6800 rpm , 158 ft·lbf (214 N·m) @ 5500 rpm), with 2.3 L for the "Si" ( DOHC H23A1, 160 hp (119 kW) @ 5800 rpm , 156 ft·lbf (212 N·m) @ 5300 rpm). In the UK, there was also a 2.0i model that was rated around 125 bhp (93 kW).

1993 was the last year that the "Si-VTEC" name was used, and starting in 1994 it shortened to just " VTEC " and stayed that way throughout the rest of the generation. 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 and wide; but wide, rounded and fairly high in comparison. The front fascia of the car became wider with fixed headlights. The glass sunroof made way for a steel sliding roof which no longer retracted into the car but extended out and over it. This in effect creates a spoiler which reduced air noise when driving. The dashboard was generally accepted as the extraordinary feature of this model. The dashboard stretched from left to right in the car, being equal in height over the full length and housing all dials and indicators. The light blue backlighting introduced in the third generation was continued. Later models (1994 and on) also featured translucent speedometer and tachometer needles. In Japan, there was also a in radio bezel television set available as a standard option; as a result, many enthusiasts have tried to find the Gathers television set.

The Japanese version of the Prelude also had certain options which were never found in state-bound models but did show up in the Canadian market. For instance, the Japanese Prelude had power folding, as well as a rear windscreen wiper while the Canadian market had heated mirrors. The fourth generation Prelude also shares suspension components with the fifth (94-97) and sixth (98-02) generation Honda Accord .

Japanese Prelude Only Options: 15" Five Star Blades, Automatic Head Light System, Automatic Wiper System, Baby Seat, Bumper Pole, Bumper Sensors, Daylight Running Lights, Digital Climate Control, Drivers Side Interior Panel Rear View Mirror, DSP Special Edition Dash Speaker, Gathers Equipment: AM/FM Radio w/ CD Player, Equalizer, Television GPS Set, CD Changer, and Speakers, Half Mast Antennae, Power Folding Mirrors, Rear Bumper (Has No Bumper Lens) - Not Required in Japan, Rear Deck Air Refiner, Seat Head Rest Pads, Stanley Amber Fog Lamps, Stanley Fender Side Markers, Stanley One Piece Head Lights (Black or Chrome), Typus Winter Roof Rack, Zebra Print Floor Mats, Third Generation Post Facelift (1990-1991) A Rare 1990 SiStates Prelude SiStates Prelude Rear Badge In 1990 the Honda Prelude was given a facelift from the previous third generation (1987-1989) styling to a newer look. This facelift featured slightly smaller tail lights than the previous model, with clear indicators instead of the previous yellow indicators.

The rear bumper was made slightly taller in the top section to accomodate the smaller tailights, and although it doesn't look like it the bootlid was changed above the lights as the upper part of the newer lights is actually smaller than the previous model. The front bumper on the 1990 Preludes was also changed to feature clear indicators and park lamps and different styling. Some interior panels were redesigned, including the dash bezel, both the upper cover and the surround with the sunroof switches, etc on it. The door cards recieved a slightly different style of electric window switch plates. On some models however there are some different combinations of pre and post facelift styling inside, e.g. the EX model retained the older style door cards with the rectangular door handle, and older style window switch surrounds, and didn't have speaker covers in the door cards regardless of pre and post facelift. Honda in 1990, released the Prelude SiStates.

This car was on a limited production line and very few were built, it featured 4WS (Four wheel steering ), antilock brakes , limited slip differential, leather wrapped steering wheel and gear shift leaver, extra sound deadening on firewall and hood, rear wiper and washer, and many more features that were usually options. It also featured a unique B21A engine that was only produced for the SiStates. This model was only available in Japan for the JDM (Japanese Domestic Market). Third Generation (1988-1989) A third-generation facelift Honda Prelude on a road course The third generation Prelude was similar to the second generation, however it gained four wheel steering on some models, as well as a 2.0 L SOHC carburated engine, an optional B20A DOHC EFI engine, or a slightly-larger B21A1 in 1990 and 1991. The four wheel steering system on the third generation prelude was an extraordinary piece of engineering in itself.

As of 2006, it is the only four wheel steering 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 four wheel steering-equipped Prelude was intuitive to drive, unlike most other four wheel steering systems in which the rear wheels were controlled indirectly by a computer. The third generation Prelude also had some new external designs worth mentioning. The hoodline was designed to be the lowest hoodline of any front wheel drive car in the world, allowing for better forward visibility. The drag resistance was at of high-speed stability. Another unique structural element of the third generation Prelude was the high-strength metal used in the 6 roof pillars. The roof pillars were so slim that all-around visibility was amazingly clear for 326°. Some call this Prelude the "baby NSX " due to some common design cues between the two cars, such as the excellent forward visibility via a low hoodline, a front end resemblance, the suspension attributes (great handling with a smooth ride), the taillight, front turn signal and fog light designs were also changed in the 1990 and 1991 models.

In 1987, Road & Track published a test summary that shows the 1988 Honda Prelude 2.0Si 4WS outslalomed every car of that year, including all Lamborghinis , Ferraris , and Porsches . It went through the slalom at 65.5 mph, which was amazing in those days. For reference, the 1988 Corvette did the same at 64.9 mph. The Prelude was Wheels magazine's Car of the Year for 1987. Second Generation (1983-1987) 1986 Honda Prelude The second generation Prelude was released in 1983 and was initially available with a 12-valve carburated engine , and fuel injection was introduced in 1985. In Japan, Asia and Europe, it was available with a DOHC 16-valve PGM-FI engine , although this engine was not released until 1986 in Europe. The second generation Prelude was the first to have pop-up headlights; this allowed for a more aerodynamic front which reduced drag.

Opening the headlights however, especially at higher speeds, produced more drag and came with a specific howl inside the car. When the 16-valve DOHC engine came out, the hood was slightly modified since the larger engine could not be fitted under the stock hood. The European version also saw slight modifications to the taillights and revised front and rear bumpers which were now color-matched. Due to the fairly low weight of the car (1,025 kg) and high power (the 16-valve engine produced 100 hp ) the car was surprisingly nimble, something most Preludes were not in comparison to their competitors, until the VTEC engines came out. First Generation/ Origins (1979-1982) The first generation Prelude was released in 1979, and 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.

The Prelude was equipped with a 1751 cc SOHC CVCC I4 engine that produced 72 hp and 94 lbf-ft of torque with a 5-speed manual transmission , and 68 hp with a 2-speed automatic called the HondaMatic . Photos Awards The Prelude was on Car and Driver magazine's annual Ten Best list ten times, from 1984 through 1986, and 1992 through 1998.

Question: Who makes the car models called Legend and Prelude?
Answer: Honda