Honda's prelude to innovation

By Harvinder Singh Sidhu

 IT'S that time again, a time when we put a Japanese classic under the lime light in this column.

The classic in question is the Honda Prelude, specifically the third-generation Prelude.

How can the third-generation Prelude be considered a classic?

Two factors determine whether a car is a classic.

Firstly is the age.

The authorities in Malaysia classify a car as a classic when it is older than 25 year and in this case, the third-generation Prelude is already 27 years old.

Honda Prelude Si, 1988. 

The other usual factor is desirability or collectibility, which is subjective.

If you ask me, the Prelude, whether it's the first generation or the fifth generation, is a desirable car.

It's sporty, has two doors, looks pretty good (except for the first and last generation) and many are being picked up as we speak, although I must admit that very few people were interested in collecting them between five and 10 years ago.

The other reason why this car should be considered a classic and a gem in the automotive world is because of the innovations it had.

However, before we dive into that, let's take a quick look at how the Prelude came to be.

The first Prelude was launched in 1978. It sat on a platform used by the second-generation Civic.

Not only that it also shared parts like suspension, brakes and floorpans with the Civic.

Power came from an Accord-sourced K SOHC 8-valve 1,750cc CVCC 4-cylinder engine that made 75hp and 130Nm of torque, peanuts by today's standards for a large-sized coupe.

This engine was later updated and featured a catalytic converter. It was offered with either a 5-speed manual or a 2-speed automatic, which was later replaced by a 3-speeder.

Honda Prelude Si, 1990. 

In 1983, the second-generation Honda Prelude was born. Power increased to 110hp, thanks to a 1.8 litre, 12-valve carburatted engine. A fuel injection version was also available, dubbed the ''Si''.

This second iteration of the Prelude also had a 2.0-litre DOHC 16-valve unit that produced a respectable 160hp. It was this second-generation version that became the first Prelude to carry the pop-up headlights, a feature that was considered ''exotic''.

Then in 1988, the third-generation Prelude was revealed. This model, in my opinion, is the best looking Prelude, and I wouldn't be surprised if it ends up being the most sought after Prelude ever.

Several engines were available including a 2.0-litre SOHC, a B20A DOHC EFI as well as a B21A1. Power ranged from a 104hp up to 160hp.

The third-generation Prelude had other things to shout about as well, apart from its design and performance.

First on the list is its visibility. This Prelude allowed the driver to enjoy a 326-degree visibility.

How is that so?

Well, just take a look at its pillars. All six of its pillars were so slim yet strong, thanks to the implementation of high strength metal. The third-generation Prelude was also said to feature the lowest hood-line of any front wheel drive car in the world. This helped the Prelude achieve better stability and offer better forward visibility.

Most importantly, this Prelude was the first production vehicle to feature four-wheel steering, something offered today in premium sedans like the new BMW 7 Series.

The system was self-contained and it was mechanical. No fancy electronics here, not even hydraulics!

It had a tube that ran from a secondary pinion on the front steering rack. It transfers 1:1 steering wheel motion to the rear.

During the first 180-degree rotation of the steering wheel, the rear wheels gradually steer in the same direction by about 3 degrees, creating a slight understeer situation but improving straight line stability especially during high-speed travel.

During the second 180-degree rotation, the rear wheels get straightened out.

Beyond 360 degrees, until full lock, the rear wheels will steer in the opposite direction by up to 5 degrees. This creates oversteer and helps improve maneuverability in tight spaces.

The system was so efficient that the Prelude outperformed sports cars like Lamborghinis and Ferrari in a slalom exercise, according an auto magazine that performed the test in 1987.

The third -generation Prelude underwent a facelift in 1990, giving it a sleeker look. A special edition SiStates variant was also offered with ABS and a limited slip differential.

Honda Prelude Si, 1991. 

The fourth version was released in 1992 and it had a more flowing design.

Among others, this model was offered with a DOHC VTEC engine that cranked out 187hp and 207Nm of torque.

Honda decided to shelve the pop-up headlights with this model. The four-wheel steering was changed to an electronic version.

Unfortunately, Honda discontinued the system in 1994 while the Prelude went into fourth-generation production.

Honda replaced the system with its ''Super Handling'' feature that had Active Torque Transfer System in the fifth-generation Prelude, introduced in 1997.

The system was able to distribute torque across the front-drive wheels to help dial down understeer during cornering.

This became the final version of the Honda Prelude and the name was laid to rest in 2001. - (From the archives of Star Motoring)