94 Acura Body Integra Kit

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94 Acura Body Integra Kit

The Honda Prelude is a sports coupe produced by Japanese automaker Honda from 1978 until 2001. It replaced the Honda S800, a front-engined, rear-wheel drive sports car. The two-door coupe spanned five generations and was discontinued upon the release of the fifth-generation Honda Integra or Acura RSX Type-S in North America in late 2001 as well as the release of the Honda S2000 in early 1999, due to its decreasing sales and popularity. In the U.S. auto market, the sixth-generation and subsequent Accord Coupes became the de facto replacement for the Prelude.

The Prelude's perennial competitor has been the Toyota Celica, another straight-4-powered coupe introduced several years prior to the Prelude. Throughout the 1980s, the Prelude was challenged by the Nissan Silvia, Isuzu Impulse, Mitsubishi FTO, Mitsubishi Cordia (later the Eclipse), Ford Probe and Mazda MX-6. Out of all of these contemporaries, the Eclipse is the only car that remains 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. Many enthusiasts wished for a six-cylinder engine and rear-wheel-drive, features which would have made the car a more competitive stock performance machine and set it apart from Honda's other coupes. However, the Prelude is competitive in terms of style, speed and build quality, and it has achieved something of a cult status in the UK and US where demand is still high for the sportier, manual transmission versions. This demand is partly attributed to the still rising demand for customizable cars. Both the fourth and fifth generations of the Honda Prelude emerged as popular choices for modders. Being relatively inexpensive, they are reasonably well-supported in the performance aftermarket.

First generation (1979–1982)

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

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

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

Second generation (1983–1987)

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

When the 2-litre 16-valve DOHC 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 160 hp (119 kW)), the car was relatively nimble in comparison to its competitors, which most Preludes had not been up to that time.

Third generation (1988–1991)

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

Four-wheel steering

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

Design Aspects

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