Honda Prelude

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Honda Prelude

1998 Honda Prelude VTi

Overview
Manufacturer Honda
Production 1978–2001
Assembly Sayama, Saitama, Japan
Body and chassis
Class Sports car
Body style 2-door coupé
Layout Front-engine, front-wheel-drive
Chronology
Successor Accord Coupe (seventh generation)
The Honda Prelude is a sports car which was produced by Japanese
car manufacturer Honda from 1978 until 2001. The two-door coupe was
loosely derived from the Honda Accord and spanned five generations.
The Prelude was used by Honda to introduce the Japanese Honda retail
sales chain Honda Verno, with the international release of the model
following shortly after.
Prelude competitors included the Toyota Celica, the Nissan Silvia and
the Mitsubishi Eclipse. Production of the Prelude concluded in 2001
upon the introduction of the Honda Integra DC5.
The Prelude name was originally trademarked by Toyota, but was
amicably given to Honda for use. The Prelude complied with the series
of music-themed vehicle names which Honda used at the time, along
with the Accord, Quintet, Concerto, Jazz and Ballade.

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ReferencesFirst generation (1978–1982)[edit]
First generation (SN)
 First generation (SN)

Overview
Production 1978–1982
Designer Shinya Iwakura, Hiroshi Kizawa
(1976)
Powertrain
Engine 1,602 cc EL 8-valve I4
1,751 cc EK CVCC 12-valve I4
Transmissio 2-speed automatic
n 3-speed automatic
5-speed manual
Dimensions
Wheelbase 2,320 mm (91.3 in)
Length 4,090 mm (161.0 in)
Width 1,635 mm (64.4 in)
Height 1,290 mm (50.8 in)
Curb weight 900 kg (1,984 lb)
On 24 November 1978, the Prelude was launched to the Japanese
market.[1] It had its world premier at the 1979 AutoRAI in Amsterdam,
two months later.[2] In Japan it was only available at the newly
established dealership sales channel Honda Verno. This dealership
chain also introduced the Honda Quint, the Honda Ballade and the
Accord-based Honda Vigor as its largest sedan and hatchback. The
four-wheel independent struts, brakes, and engine were all borrowed
from the first generation Accord, but the chassis was all new and
developed by chief engineer Hiroshi Kizawa expressly for the sporting
Prelude.[3] At 4,090 mm (length) x 1,635 mm (width) x 1,290 mm
(height), it had quite a low and wide profile. The wheelbase was
2,320 mm, and was 60 mm shorter than that of the original Accord.[4]
Honda appears to have followed the successful introduction of the
Toyota Celica example by taking a small car, like the Accord, installing a
more powerful engine, and giving the body a short trunk, and a long
engine hood. The Prelude (and period Accord) were the first cars under
two liters to receive standard power steering.[5] The Prelude also
benefited from Honda's experience with roadsters like the Honda S800
and Coupé 1300.
The Prelude was the first Honda model to offer a power moonroof as
standard equipment, which eventually became a Prelude trademark. In
Japan, the Prelude was available with a sliding metal sunroof, while US
versions received a glass top which freed up more headroom.[3]
Japanese buyers were liable for slightly more annual road taxes over the
smaller Civic, which also had a smaller engine. While marketed as a
2+2, the rear seat was not usable for anyone larger than a small child.[2]
Initial reviews for the Prelude were favorable. "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." Motor
Trend measured an early Prelude completing the quarter-mile in 18.8
seconds at 70 mph. In terms of underpinnings it was mostly a Honda
Accord, although its more compact package and lower weight allowed
for a marginally higher top speed and gas mileage.[2]

Rear view of SN Prelude

The standard engine at the time of introduction was the "EL" SOHC
eight-valve 1,602 cc (non-CVCC) inline-four rated at 80 PS (59 kW) at
5,000 rpm and 12.9 kg⋅m (127 N⋅m; 93 lb⋅ft) at 3,500 rpm.[1] It
remained the only engine available for most markets, aside from the US
and Japan. It featured a non-automatic choke with three positions and a
two-barrel carburetor. In September 1978 the larger "EK" SOHC 12-
valve 1,751 cc CVCC inline-four was introduced in Japan, rated at 90 PS
(66 kW) at 5,300 rpm (SAE gross).[1] Automatics had five less
horsepower.[4] It took until March 1979 for the Prelude to appear in the
United States, then with 72 hp (54 kW) at 4,500 rpm and 94 lb⋅ft
(127 N⋅m) at 3,000 rpm (SAE net) from the larger 1.8 engine.[6] The EK
engine made use of an engine oil cooler and transistor-controlled ignition
system.
Transmission choices were either the standard five-speed manual or
initially a two-speed "Hondamatic" semi-automatic, which by October
1979 had been replaced by a three-speed automatic that used the final
gear as the overdrive. 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. 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. The Prelude featured intermittent
wipers, tinted glass, and a remote trunk release. 1980 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. This facelift meant a return
to a more traditional dashboard, rather than the much critiqued
"Concentrated Target Meter" used before.[7] The 1981 Prelude also
received a stainless steel trim strip along the bumpers and side
moldings, as well as a new grille. 313,000 units were manufactured by
Honda from 1978-1982, with 80% being sold outside of Japan.
The Prelude was introduced in Europe during 1979, but was not a strong
seller, its high asking price not helping its chances of sales success.

Second generation (1982–1987)[edit]

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

Overview
Production 1982–1987
Designer Masahito Nakano (1979)[8]
Powertrain
Engine 1829 cc A18A/ET 12-valve I4
1829 cc ES CVCC 12-valve
I4
 Overview
Production 1982–1987
Designer Masahito Nakano (1979)[8]
Powertrain
Engine 1829 cc A18A/ET 12-valve I4
1829 cc ES CVCC 12-valve
I4
1955 cc A20A3 12-valve I4
1958 cc B20A DOHC 16-
valve I4
Transmissio 4-speed automatic
n 5-speed manual
Dimensions
Wheelbase 2,451 mm (96.5 in)
Length 4,374 mm (172.2 in)
Width 1,689 mm (66.5 in)
Height 1,295 mm (51 in)
Curb weight 918 kg (2,023 lb) - 1,340 kg
(2,954 lb) (depending on model)
The second-generation Prelude was released in Japan on 25 November
1982 and worldwide in the spring of 1983. Riding on an all-new platform,
the Prelude was initially available with an A18A or ET-2, 1.8 L 12-valve
twin carburetor engine, producing 105 PS (77 kW).[9] In Japan, Asia and
Europe, it later became available with a 2-liter DOHC 16-valve PGM-FI
engine (JDM = BA1, EU = BA2) although this engine was not released in
Europe until 1986. The JDM B20A produced 160 PS (118 kW) at
6300 rpm, while the European 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 design retained nothing of the first
generation, being considerably more aerodynamic and with large glass
surfaces. As with the predecessor, it was amply equipped, with an air of
"mini-gran turismo" rather than that of a sports car.[10] It also offered, as
an option, Honda's new "A.L.B." anti-lock brakes.[9]
In Japan, the Prelude was one of the key models sold at Japanese
Honda dealership sales channels, called Honda Verno, which offered
performance-oriented products. All Honda Verno products, like the
Vigor, initially shared the concealed headlights introduced with this
generation Prelude that would help identify "sports" products from
Honda in Japan however, the approach was short-lived. The model with
the 2.0 liter engine was regarded as the top level car in Japan because
Japanese buyers were liable for a higher annual road tax over the car
with the 1.8 liter engine. The Japanese 1.8 had CVCC and claimed
125 PS (92 kW), considerably more than export models.
When the 2-liter 16-valve DOHC engine came out the hood had to be
slightly modified since the larger engine could not fit under the original
hood. The original 1.8-liter engine was developed specifically for the
Prelude to allow a low hoodline, even tilting the engine backward to
make it lower yet.[9] 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 or
2,260 lb) and high power (the 16-valve engine produced 160 PS or
118 kW in Japanese trim), the car was relatively nimble in comparison to
its competitors, which most Preludes had not been up to that time.
The North American 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 the same as
the USA 2.0Si "sport injected" model. Fuel injection was introduced in
the "Si" models in 1985. North American 1.8's offered 100 hp (75 kW),
while the later 2.0 has 110 hp (82 kW).
This version of the Prelude was far more popular in Britain than its
predecessor, and sold well at a time when sports cars were declining in
popularity and many manufacturers were withdrawing from this market
sector; including Ford, who did not replace the Capri after its 1986
demise, even though it had been one of Britain's 10 most popular new
cars as recently as 1980. The European lineup originally consisted of the
base Prelude, without power steering, and the well-equipped EX which
was also available with an automatic transmission and the A.L.B.
brakes.[9]

•
•

1986 Honda Prelude SE Rear

 1986 Honda Prelude SE Rear

1986–1987 Honda Prelude Si coupe (Australia)

1986–1987 Honda Prelude Si coupe (Australia)

Honda Prelude. 1987, Base 1.8L DOHC, twin carb. (Canada)

Honda Prelude. 1987, Base 1.8L DOHC, twin carb. (Canada)

 •

Honda Prelude. 1987, Base 1.8L DOHC, twin carb. (Canada)

Third generation (1987-1991)[edit]

Third generation (BA3/4/5/7)

Overview
Production 1987–1991
Designer Masato Nakano, Tomoyuki Arai,
Yusuke Saito (1985)[11]
Powertrain
Engine 2.0 L B20A3/A4 SOHC I4
2.0 L B20A DOHC I4
2.1 L B21A DOHC I4
Transmissio 4-speed automatic
n 5-speed manual
Dimensions
Wheelbase 2,565 mm (101 in)
Length 4,460 mm (175.6 in) (1988-89)
4,511 mm (177.6 in) (1990-91)
Width 1,694 mm (66.7 in) (Japan)
1,709 mm (67.3 in)
Height 1,295 mm (51 in) (1988-89)
1,250 mm (49.2 in) (1990-91)
Curb weight 1,060 kg (2,337 lb) - 1,340 kg
(2,954 lb) (depending on model)

Honda Prelude Mk III rear steering box

On 9 April 1987, the third-generation Prelude was released in the
Japanese domestic market and released later that year worldwide, being
a 1988 model in North America. Featuring evolutionary styling from its
predecessor, it shared design cues from the Honda NSX that would be
introduced later in 1990. The Prelude featured innovative features for its
time such as a 0.34 drag coefficient, roof pillars made of high-strength
metal and its signature feature, the available option of the world's first
mechanical four wheel steering system available in a mass-production
passenger car. Honda had expected 30% of buyers to plump for four-
wheel-steering, but the car was a runaway success in the home market
and 80% of buyers did in the first year.[12]
The third-generation Prelude was exclusively powered by variants of the
Honda B20A engine, a base carbureted version with a SOHC 12-valve
valvetrain, or a DOHC variant with Honda's PGM-FI fuel injection and 16
valves. The engine was tilted backwards by 18 degrees, which made it
possible to make the hood 30 mm (1.2 in) lower than on the previous
generation.[12]
It was well received by judges of the European Car of the Year accolade
for 1988, finished third in a contest where the Peugeot 405 was the
runaway winner and the Citroën AX came second. This was one of the
best performances by a Japanese built or branded car until the Nissan
Micra won the award five years later.

Third-generation Honda Prelude engines:

B20A/B20A1 - 2.0L DOHC PGM-FI 160/143 PS (Japan/Europe)
B20A3 - 2.0L SOHC 12v carb 104 hp North America
B20A4 - 2.0L SOHC 12v carb 114 PS (84 kW)Global, except North
America
B20A5 - 2.0L DOHC PGM-FI 135 hp (101 kW) North America
B20A6 - 2.0L DOHC PGM-FI 142 PS (104 kW) Oceania
B20A7 - 2.0L DOHC PGM-FI 150 PS (110 kW) Europe
B20A8 - 2.0L DOHC PGM-FI 133 PS (98 kW) Europe
B20A9 - 2.0L DOHC PGM-FI 140 PS (103 kW) Europe
B21A - 2.1L DOHC PGM-FI 145 PS (107 kW) Japan (SI States)
B21A1 - 2.1L DOHC PGM-FI 140 hp (104 kW) North America
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, with a speed of 65.5 mph (105.4 km/h), even besting exotics
such as Porsche and Ferrari. For reference, the 1988 Chevrolet Corvette
C4 took the same course at 64.9 mph (104.4 km/h).
The Prelude was Wheels magazine's Car of the Year for 1987.
Mid-cycle refresh and Prelude INX[edit]

Rare 1990 SiStates Prelude

The facelift third-generation Prelude was revealed in Japan on 21
November 1989. The front and rear bumpers were revised on the new
Prelude. The rear front bumper and rear tail lights featured clear
indicators and a revised parking light design. Many of the interior parts
were also revised, including the dash bezel, the door handle and window
switches. The Japanese version of the Si with the B20A was rated
140 PS with the JDM engine and was rated for 37 MPG.
Along with the facelift, a new Prelude model was introduced to the
Japanese domestic market, the Prelude INX. It featured fixed headlights,
with a front fascia very similar to the contemporary Honda Legend coupe
and Honda Accord of the same time period. It also featured chrome trim
on the headlights front and rear bumpers, side moldings, tail lights and
both front and rear windscreens to enhance the focus on luxury rather
than sportiness. The Prelude INX coincided with changes to North
American lighting requirements in the United States and Canada, and a
greater focus on safety was offered with available anti-lock brakes and
optional driver's side airbag exclusively offered on the Si/SR/S models.
In the US, the facelifted Prelude debuted for the 1990 model year, with
the carbureted 2.0S model being discontinued. The fuel-injected 2.0Si
became the entry-level model, being supplanted by a new Si model with
the B21A1 engine, with Si 4WS or Si ALB (ABS) as optional trim models.
The revised version of the B20A5, called the B21A1 was available. It
was bored to 83 mm (3.3 in) with a total displacement of 2056 cc
producing up to 145 hp (108 kW) and had a special cylinder liner
featuring FRM (fiber reinforced metal) that is reported to be extremely
tough. This causes premature piston ring wear contributing to
exceptionally high oil consumption.
For the Canadian market, the S, SR and SR 4WS models were
introduced for 1990. In 1991, SR ALB and SE models were introduced.
The SE model was closer to the JDM and EDM models in that it was
fully optioned with leather interior and was equipped with both 4WS and
ALB.
Prelude SiStates and Prelude SiTCV[edit]
Honda released two new special limited edition trim models in Japan in
1989 for the facelift Prelude, the Prelude SiStates and Prelude SiTCV.
These cars were a limited production run and very few were built.
SiStates catalogues indicate 3000 built. They both featured standard
4WS, ALB, Viscous LSD transmissions, TCS (SiTCV only), leather-
wrapped steering wheel and gear lever, extra sound-deadening
insulation on the firewall and hood, and many more features that were
usually options. The SiStates also featured a Japanese version of the
2.1 liter B21A1 engine called the B21A rated at 150 PS (110 kW). Two
major distinctions of the SiStates was that it was the same width as the
Prelude sold in North America, from which it took its name, due to the
wider side moldings. The other being that it was over 2.0 liters, a
limitation in engine displacement in Japan for insurance reasons. The
extra width and the larger engine combined to place the Prelude
SiStates in a considerably higher tax bracket; while this slowed sales it
also targeted some status hungry buyers. The SiStates model was only
available with the MY8A LSD equipped automatic transmission. The
SiTCV model was available with the MY8A automatic or the D2E4
manual 5-speed transmission.

•
•

90-91 Front bumper

88-89 Rear bumper and tail lights

 •

90-91 Rear bumper and tail lights

Fourth generation (1991–1996)[edit]

Fourth generation (BA8/9, BB1-
BB4)

Overview
Production 1991–1996
Designer Yukio Kurosu (1989)[13]
Powertrain
Engine see chart
Transmission 4-speed automatic
5-speed manual
Dimensions
Wheelbase 2,550 mm (100.4 in)
Length 4,440 mm (174.8 in)
Width 1,765 mm (69.5 in)
Height 1,290 mm (50.8 in)
Curb weight 1,288 kg (2,840 lb)
On 19 September 1991, the fourth-generation Prelude was introduced in
Japan, and in Europe from early 1992. 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 liters to 2.2 liters for the base model "S" (SOHC F22A1
engine, 135 PS (99 kW; 133 hp) at 5200 rpm, 203 N⋅m (150 ft⋅lbf) at
4000 rpm) and "VTEC" model (DOHC VTEC H22A1, 190 PS (140 kW;
187 hp) at 6800 rpm, 207 N⋅m (153 ft⋅lbf) at 5500 rpm), with a 2.3-liter
for the "Si" (DOHC H23A1, 160 PS (118 kW; 158 hp) at 5800 rpm,
212 N⋅m (156 ft⋅lbf) at 5300 rpm). 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" (262 mm) front rotor
to an 11.1" (282 mm) front rotor and utilizing larger brake caliper and
pads, similar to those found in the Honda Vigor. Its styling approach is
similar to the Honda Ascot Innova during the same time period.
Additionally, a 2.0i, single overhead cam (SOHC) model was released in
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. Later the 96 prelude SI/SR was introduced with a 2.3
Non-VTEC engine. In Canada, the Si was called the SR, and the VTEC
was called the SR-V. Due to the width dimensions and the engine
displacement exceeding Japanese government regulations for vehicles
classified as "compact", this generation Prelude obligated Japanese
owners to yearly taxes.
This model also marked the end for the pop-up headlights. The 1992
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.
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. Also featured was an 8-speaker audio system (Gathers
DSP 8 Speaker 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.
Models and Markets[edit]

Engine C Markets
St ha
Mod C ee ss
C  U      
el o rin is  Ja
/ Power S Can Eur Aust
d g co pa
R A ada ope ralia
e de n

2 B
9 W A
F
. 160 PS S 8
2
Si 5 (118 kW;
2 4 B
: 158 hp)
B W A
1
S 9
1 2 B
H 0 W B
SiR 200 PS S 4
2 .
VTE (147 kW;
2 6 4 B
C 197 hp)
A : W B
1 S 1
F 8
2 . 135 PS 2 B
S 2 8 (99 kW; W A
A : 133 hp) S 8
1 1
2 B
H 9 W B
2 . 160 PS S 2
Si 3 8 (118 kW;
A : 158 hp) 4 B
1 1 W B
S 2
H 9
SE 2 . 160 PS 2 B
(199 3 8 (118 kW; W B
5) A : 158 hp) S 2
1 1
1
 2 . 160 PS S 2
Si 3 8 (118 kW;
A : 158 hp) 4 B
1 1 W B
S 2
H 9
SE 2 . 160 PS 2 B
(199 3 8 (118 kW; W B
5) A : 158 hp) S 2
1 1
1
H
VTE 0
2 190 PS 4 B
C .
2 (140 kW; W B
(93- 0
A 187 hp) S 1
96) :
1
1
F 8
2 . 133 PS 2 B
Prel
2 8 (98 kW; W A
ude
A : 131 hp) S 8
1 1
2 B
H 9 W B
2 . 160 PS S 2
SR 3 8 (118 kW;
A : 158 hp) 4 B
1 1 W B
S 2
1
H
SR- 0
2 190 PS 2 B
V .
2 (140 kW; W B
(93- 0
A 187 hp) S 1
96) :
1
1
F 9
2 . 133 PS 2 B
2.0i 0 5 (98 kW; W B
A : 131 hp) S 3
4 1
2 B
H 9 W B
2 . 160 PS S 2
2.3i 3 8 (118 kW;
A : 158 hp) 4 B
2 1 W B
S 2
1 2 B
2.2i H W B
0
VTE 2 185 PS S 1
.
 4 1
2 B
H 9 W B
2 . 160 PS S 2
2.3i 3 8 (118 kW;
A : 158 hp) 4 B
2 1 W B
S 2
1 2 B
2.2i H W B
0
VTE 2 185 PS S 1
.
C 2 (136 kW;
0 4 B
(93- A 182 hp)
: W B
96) 2
1 S 1
F 8
2 . 131 PS 2 B
CV/
2 8 (96 kW; W A
S
A : 129 hp) S 8
1 1
H 9
2 . 160 PS 4 B
Si 3 8 (118 kW; W B
A : 158 hp) S 2
1 1
H 9
SRS 2 . 160 PS 4 B
(91- 3 8 (118 kW; W B
93) A : 158 hp) S 2
1 1
1
H
VTi- 0
2 190 PS 4 B
R .
2 (140 kW; W B
(94- 0
A 187 hp) S 1
96) :
1
1

•
•

1996 Prelude Si (Australia)

F1 Safety Car[edit]
The Prelude was used in Formula One as its Safety Car during the 1994
Japanese Grand Prix.[14]
Fifth generation (1997-2001)[edit]
Fifth generation (BB5-BB9)

2001 Prelude SE Manual

Overview
Production 1996–October 2001
Powertrain
Transmission 4-speed automatic
5-speed manual
Dimensions
Wheelbase 2,586 mm (101.8 in)
Length 4,521 mm (178 in)
Width 1,753 mm (69 in)
Height 1,316 mm (51.8 in)
Curb weight 1,340 kg (2,954 lb) (Base)
1,380 kg (3,042 lb) (SH)
 Interior
Introduced on 7 November 1996, the fifth generation retained an FF
layout with an independent front suspension and 63/37 weight
distribution. Most fifth-generation Honda Preludes came with 16-inch
(410 mm) aluminum alloy wheels with all-season 205/50 R16 87V tires,
featured the 11.1" front brakes like the '96 VTEC model, and most
Preludes also received a five-lug hub (not the four-lug wheel hub of older
models). The Prelude was only available in three models for Canada
and two models for the US (the Base and Type SH). All models came
with 16-inch alloy wheels and 200HP (203 PS). The 2.0i and JDM Si
trims came with 195/60 R15 steel wheel, and the JDM Xi came with 14"
steel wheels. Unlike the North American market Preludes, JDM Preludes
came with rear windscreen wipers, except for the Xi.
The fifth-generation Prelude marked a return to the more square
bodystyle of the third generation (1987–1991), in an attempt to curb
slumping sales of the fourth-generation bodystyle. All models and trim
packages stayed within the BB-chassis code (BB5-BB9) and housed
either an H-series or F-Series engine:

Engine Markets
Cha
Ste
Mo ssis      
Co C/ Powe erin  Ja  U
del cod Can Eur Aust
de R r g pa S
e ada ope ralia
n A
135 P
S
8.
F22 (99 k 2W
Xi 8: BB5
B W; S
1
133 h
p)
160 P 2W
BB5
S S
9.
F22 (118 k
Si 2:
B W; 4W
1 BB7
158 h S
p)
200 P 2W
BB6
10 S S
Si H22 . (147 k
R A 6: W; 4W
1 197 h BB8
S
p)
220 P
Si
11 S
R
 1 BB7
158 h S
p)
200 P 2W
BB6
10 S S
Si H22 . (147 k
R A 6: W; 4W
1 197 h BB8
S
p)
220 P
Si
11 S
R
H22 . (162 k 2W
S- BB6
A 0: W; S
sp
1 217 h
ec
p)
220 P
11 S
Ty
H22 . (162 k 2W
pe BB6
A 0: W; S
S
1 217 h
p)
203 P
10 S
Ba H22 . (149 k 2W
BB6
se A4 0: W; S
1 200 h
p)
203 P
10 S
Ty
H22 . (149 k 2W
pe BB6
A4 0: W; S
SH
1 200 h
p)
203 P
10 S
H22 . (149 k 2W
SE BB6
A4 0: W; S
1 200 h
p)
133 P
S
9.
2.0 F20 (98 k 2W
5: BB9
i A4 W; S
1
131 h
p)
H22 2W
BB6
A5 10 185 S
(97 . PS
 H22 . (149 k 2W
SE BB6
A4 0: W; S
1 200 h
p)
133 P
S
9.
2.0 F20 (98 k 2W
5: BB9
i A4 W; S
1
131 h
p)
H22 2W
BB6
A5 10 185 S
(97 . PS
– 0: 200 P
2.2
98) 1 S
VT
H22 11 (147 k 4W
i BB8
A8 . W; S
(99 0: 197 h
– 1 p)
01)
H22
A5 10 185
(97 . PS
– 0: 200 P
2.2
98) 1 S 2W
VT BB6
H22 11 (147 k S
i-S
A8 . W;
(99 0: 197 h
– 1 p)
01)
160 P
10 S
F22 . (118 k 2W
Si BB5
Z6 0: W; S
1 158 h
p)
H22
A4
(97 203 P
– 10 S
VT 98) . (149 k 2W
BB6
i-R H22 0: W; S
Z1 1 200 h
(99 p)
–
01)
H22
A4
 F22 . (118 k 2W
Si BB5
Z6 0: W; S
1 158 h
p)
H22
A4
(97 203 P
– 10 S
VT 98) . (149 k 2W
BB6
i-R H22 0: W; S
Z1 1 200 h
(99 p)
–
01)
H22
A4
(97 203 P
– 10 S
AT 98) . (149 k 2W
BB6
TS H22 0: W; S
Z1 1 200 h
(99 p)
–
01)
1999 Refresh[edit]
For the 1999 model year, the Prelude received a mid-cycle refresh; this
included a 5 hp (4 kW) bump in power for manual (200 hp (149 kW) from
195 hp (145 kW)) and automatic (195 hp (145 kW) from 190 hp
(142 kW)) transmission models, a new front grille featuring a small
"Prelude" badge, a cabin air filtration system, and changes to available
colors.
Canadian Market[edit]
Canadian-market Preludes were very similar to US models, although all
were equipped with heated seats as standard equipment, and received a
4.5L washer fluid reservoir in place of the smaller 2.5L US spec.[15] In
2001, Canada received a replacement for the Type SH, the SE trim
level. The SE was mechanically identical to base models, but it came
equipped with perforated, heated leather seats, Type SH Enkei rims,
Type SH spoiler, a leather-wrapped shift knob, and simulated carbon
fiber trim kit on the door panels and audio panel. The SE did not receive
body colored side skirts as standard like the Type SH, and also did not
feature the active torque transfer system (ATTS). Dealer accessories for
Canadian vehicles included: carbon fiber audio panel, sunroof visor, 6-
disc-in-dash CD changer, trunk mounted CD changer, cassette player,
roof rack, gold plated emblem kit, gold plated exhaust finisher, leather
shift knob, full and half nose mask, security system, and a cargo mat.
Japanese-Exclusive Type S[edit]

1998 Honda Prelude VTi

1997–2001 Honda Prelude VTi-R ATTS, Australia

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
2.2 L H22A, featuring VTEC and producing 217 hp (162 kW; 220 PS) at
7,200 rpm and 163 lbf·ft (221 N·m) at 6,500 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 2 to 2¼ in (51 to
57 mm) (tToV). In addition to a higher output engine Type S and like all
ATTS equipped Preludes featured an overhauled front suspension
layout which offered a more effective camber curve. The fifth generation
curb weight was 1,310 kg (2,890 lb), and ground clearance was 140 mm
(5.5 in).[citation needed] The Type S, has a electronically controlled torque
vectoring system attached to the manual transmission dubbed by Honda
the Active Torque Transfer System (ATTS). The gearing on the Type S
matches most other fifth-generation Preludes equipped with a manual
transmission, excluding the five-speed 2.2 VTi VTEC which has a final
drive ratio of 4.266:1. The Type S has an Active Control ABS system,
different from the others which have the standard ABS systems. The
interior featured newly developed synthentic materials called Cabron
and Excene to upholster the seats which most people perceive 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 Japanese Type S and Xi trim.
Prelude Motegi[edit]
Honda also released a special edition fifth generation Prelude, called
Motegi. The name of this special edition derives from the ‘twin-ring
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
trunk lid. All of these items, with the exception of the trunk lid badge,
were optional on non-Motegi models.
Sales[edit]
Sales were not strong, particularly due to competition from Honda's
other offerings. The sixth-generation Accord coupe received an
exclusive front fascia, rear tail lights, wheels and many other body
panels, now being marketed alongside the Prelude with shared
brochures in Canada, yet its sedan roots gave it much more utility than
the comparatively cramped Prelude, and the option of a V6 engine gave
North American buyers an appealing alternative. The sixth-generation
Civic Si coupe was considerably less expensive than the Prelude as
well, while also providing better fuel economy ratings. The Honda S2000
was another offering that while more expensive than the Prelude, offered
rear wheel drive, a six-speed transmission, 40 extra horsepower, and a
convertible top. The exterior dimensions of the Prelude were no longer in
compliance with Japanese government regulations, and the additional
costs resulting from this contributed to the popularity of smaller Honda
products. US sales figures below.

Model
Generation Units
Years
1st 1979–1982 171,829
2nd 1983–1987 336,599
3rd 1988–1991 160,909
4th 1992–1996 98,627
5th 1997–2001 58,118
1st-5th 1979-2001 826,082
Safety[edit]
Australia[edit]
In Australia, the safety performance of Honda Preludes manufactured
between 1983 and 2001 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).[16]
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 2001 is "significantly better than average."
U.S.[edit]
The National Highway Traffic Safety Administration (NHTSA) in the
United States has determined frontal crash test ratings of Honda
Preludes of different model years.[17]

Frontal Frontal
Mode Ma Mo Ty Curb
driver passenger
l year ke del pe weight
rating rating
Ho Pre 2-
2,545 lb
1980 nd lud Do
(1,154 kg)
a e or
Ho Pre 2-
2,780 lb
1984 nd lud Do
(1,261 kg)
a e or
Ho Pre 2-
1990- 2,659 lb
nd lud Do
91 (1,206 kg)
a e or
Ho Pre 2-
1992- 2,765 lb
nd lud Do
94 (1,254 kg)
a e or
Awards[edit]
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, although the biggest complaint over much of the Prelude's
lifespan was the lack of availability of a V-6 engine option, especially in
the US.
Convertibles[edit]
 1981 Prelude Cabriolet (Tropic conversion)
Through the years, several German and US 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 into full convertibles by several
companies in both the US, Canada and Germany. The Solaire
Corporation, a southern based company in Santa Ana California owned
by Al Rowland & Jim Bruemmer, lead the idea for mass market sales.
He brought in craftsman Bruce Meyers (Known for the famous Meyers
Manx Dune Buggy) to help design the tooling and fiberglass work for
production. A believed 150 Preludes, between 1980 - 1982, were
modified and sold to US Honda dealerships with full factory warranties.
Dealer prices ranged from $14,000-$15,000, while the conversion itself
sold around $5,000. Solaire collaborated with other companies including
Classic Touch, Con-tec, Silcco, Steas Industries and National Coach. It
was marketed as "Honda's 450 SL", drawing aesthetic comparisons to
the Mercedes 450SL.
Tropic Design, located in Crailsheim, Germany.[18] Company owner
Jürgen Weber learned this trade in the United States.[18] In all, they
modified 47 Preludes, most of which were exported to the US, where
Weber had connections. 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.
There is believed to be a few third generation preludes made however it
is not confirmed how many were made. There is currently one confirmed
Japanese imported third generation prelude currently in Australia though
not much is known of its history.
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.
Scale Models[edit]
Corgi and Neo have produced 1:43 models of the first generation.
Minichamps and Neo have produced 1:43 models of the fourth
generation.
References[edit]
1 ^ Jump up to:
a b c Braunschweig, Robert; Büschi, Hans-Ulrich, eds. (6 March 1980).

"Automobil Revue '80" (in German and French). 75. Berne, Switzerland:
Hallwag, AG: 330.
2 ^ Jump up to:
a b c Enklaar, Gert (24 March 1979). "Rijden met Honda Prelude" [Test

drive: Honda Prelude]. Autovisie (in Dutch). Amersfoort, Netherlands:

Arnold van der Wees. 24 (6): 32.
3 ^ Jump up to:
a b Yamaguchi, Jack K. (1979), Lösch, Annamaria (ed.), "The Year of

Uncertainty?", World Cars 1979, Pelham, NY: The Automobile Club of

Italy/Herald Books: 66, ISBN 0-910714-11-8
4 ^ Jump up to:
a b スポーティタイプの２ドア・フィックスト クーペ 「ホンダ プレ

リュード」を新発売 [New release, sporty two-door fixed-head coupe: the

Honda Prelude] (Press Release) (in Japanese). Honda Motor Company.
24 November 1978.
5 ^ von Fersen, Olaf (6 March 1980). "Automobiltechnik an der
Zeitenwende/La technique de l'automobile à un tournant" [Automobile
technology at a turning point]. Automobil Revue '80 (in German and
French). Berne, Switzerland: Hallwag, AG. 75: 105.
6 ^ James M. Flammang (1994). Standard Catalog of Imported Cars,
1946-1990. Iola, WI: Krause Publications, Inc. p. 287.
ISBN 0-87341-158-7.
7 ^ Hogg, Tony (ed.). "1981 Buyer's Guide". Road & Track's Road Test
Annual & Buyer's Guide 1981 (January–February 1981): 100.
8 ^ McCourt, Mark. "Prelude to Love - 1983-'87 Honda Prelude".
Hemmings. Retrieved 28 December 2019.
9 ^ Jump up to:
a b c d De Leener, Philippe (2 June 1983). "Essai Détaille: Honda Prelude

EX". Le Moniteur de l'Automobile (in French). Brussels, Belgium: Editions

Auto-Magazine. 33 (770): 16–17.
 10 ^ De Leener, p. 15
11 ^ "Patent USD298522". Retrieved 28 March 2015.
12 ^ Jump up to:
a b Klingstedt, Dag (16 September 1987). "Fyrhjulsstyrd" [Steering with all

four]. Teknikens Värld (in Swedish). Stockholm, Sweden:

Specialtidningsförlaget AB. 39 (20): 10.
13 ^ "USD347806S". Retrieved 28 December 2019.
14 ^ https://www.youtube.com/watch?v=kk2gldyFogst=23m52s
15 ^ https://justgivemethedamnmanual.com/wp-content/plugins/pdfjs-viewer-
shortcode/pdfjs/web/viewer.php?file=https://
justgivemethedamnmanual.com/manuals/
2000_honda_prelude.pdf&download=true&print=true&openfile=false
16 ^ "Buyers Guide to used Car Safety Ratings 2006" (PDF). Roads and
Traffic Authority (RTA). 16 June 2006. Archived from the original (PDF) on
27 July 2008. Retrieved 3 January 2009.
17 ^ "NHTSA Crash Test Results For 1997 US NCAP". SafeCarGuide.com,
Inc. Retrieved 2 January 2009.
18 ^ Jump up to:
a b Heitz, Rudolf, ed. (1982). Auto Katalog 1983 (in German). 26.

Stuttgart: Vereinigte Motor-Verlage GmbH & Co. KG. p. 47.

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