First Generation Honda Prelude
Second Generation Honda Prelude
Third Generation Honda Prelude
Fourth Generation Honda Prelude
Fifth Generation Honda Prelude
The first Honda cars to reach North American shores in the early 1970s were anything but exciting, but the Civic and Accord would prove to be reliable and fuel-efficient alternatives to what other manufacturers had to offer – notwithstanding their tendency to rust out in Canadian winters.
Honda offered reliability and fuel efficiency at a time when fuel prices were starting to skyrocket as a result of the OPEC oil embargo in 1973. On this side of the Atlantic, the car-buying public were “warming” quickly towards fuel efficient vehicles. The days of stuffing big motors into small and medium-sized cars were becoming a thing of the past.
It was important for Honda to make a good first impression, and that they did. Throughout the 1970s, the Civic and Accord models could best be described as bland, ordinary “grocery-getter” type vehicles. If North Americans wanted to experience excitement from the folks at Honda, they would have to wait nearly a decade for the Prelude to be unveiled.
The Prelude was Honda’s first attempt to introduce a more refined and “interesting” sports coupe to its lineup, one which consumers might be persuaded into paying a premium dollar for. It debuted in 1979 and shared many components with the Civic and Accord models.
In comparison to later-generation Preludes, the 1979 model was an ugly duckling, complete with a high belt-line and a very Civic-looking front end. The wheel-base for the Prelude was almost three inches shorter than the Accord, giving it a stubby, awkward appearance. Exciting it was not – but as the name “Prelude” suggests, it would become a model in future years that would house some of Honda’s most advanced automotive technology.
Transmission choices for the first generation Prelude were a five-speed manual and a two-speed Hondamatic. This transmission was dropped in 1980 and replaced with a three-speed automatic.
Powering the Prelude was a 1,751-cc version of the Accord’s SOHC (single overhead cam) four-cylinder engine, producing 72 hp and 94 pound-feet of torque. These numbers, while nothing less than abysmal by today’s standard, were comparable with other vehicles in its class.
Some critics denounced the interior finishings as well as the “gadgetry” that Honda used, but what the feature pundits had the most disdain for was the amount of space (or lack thereof) that rear passengers had – suggesting the rear cabin of the vehicle would provide passengers with a “claustrophobic-like” touring experience.
The second-generation Prelude, introduced in 1983, was a much more refined model, and possessed little relationship to the Civic and Accord. It was more performance-oriented, longer and wider, and its beltline was lowered, providing the car with that “go fast” appearance, even when parked.
It did, however, share the Accord’s 96-inch wheelbase and was powered by a brand new 1829-cc SOHC 12-valve four cylinder engine producing 110 hp at 5500 rpm. The low belt-line, complete with pop-up headlights and lowered nose, produced a drag coefficient of only 0.36 - promoting it to “best in class.”
Most notably, the suspension involved an innovative upper and lower arm layout (called double-wishbone) providing for a tighter and more responsive driving experience. Midway through the 1985 model year, Honda launched a new 2.0-litre engine in the Prelude Si model featuring fuel injection. The Si was also outfitted with front and aft spoilers, premium sound system and cruise control. This second generation Prelude lasted five model years – from 1983 through to 1987.
To improve upon the next generation Prelude, Honda tweaked its performance and made subtle changes to its appearance. The exterior proportions of the 1988 Prelude were familiar but more purposeful and refined.
Honda also introduced four-wheel steering in 1988. When moving slowly, the rear wheels would turn slightly in the opposite direction to decrease the turning radius, while at higher speeds, they turned in the same direction, to increase high-speed stability, such as in lane changes. These models were badged “4WS” and would cost the consumer an extra $1,300. To this day, it remains the only true mechanical four-wheel steering system offered on a production vehicle. Other manufacturers offered either electronic or hydraulic four-wheel steering systems.
Two engines were available for the late 80’s edition of the Prelude: a 2.0-litre SOHC four-cylinder producing 104 hp was stuffed into the Prelude “S” model, while a more robust fuel-injected DOHC (double overhead cam) 16-valve four-cylinder producing 135 hp was standard for the Prelude Si – at the time, this was the most powerful engine offered by Honda in a production vehicle. By 1990, the powerplant of the Prelude Si received an upgrade to a 2.1-litre all-aluminum 140-hp DOHC 16-valve engine.
By 1990, Honda designers were already busy sharpening their tools and the lines of the newly redesigned 1992 Prelude. Gone were the pop-up headlights and the more familiar exterior stylings of the two previous generations. The wheelbase was shortened by almost an inch, and the exterior offered a more stylish and aggressive appearance.
Three engine choices were available during its five-year production run, a 133 hp 2.2-litre inline four was standard for the “S” model and a 158-hp 2.3-litre inline four powered the Si version. For 1993, a new and innovative range-topping VTEC (Valve Timing Electronic Control) 16-valve four, producing 187 hp, was introduced. This VTEC-powered Prelude could catapult to 100 km/h in just 7.2 seconds, trouncing the competition.
This fourth generation Prelude was perhaps best known for its dashboard, complete with blue backlighting, and the newer Preludes (1994 – 1996) featured translucent speedo and tachometer dials. While the Canadian version of the Si came with heated mirrors and optional leather seats, the Japanese version could be had with an optional in-dash television set. Hmmm, I wonder if A&W ever offered window service in Japan?
This Prelude once again had its critics and as with the very first model, complaints about the lack of legroom in the rear were prevalent. By 1995, the 4WS version was finally dropped as consumers weren’t willing to pay the extra price associated with it. Other critics referred to the overall exterior design as “unbalanced,” stating that the bulkiness of the rear-end did not match the sleek, shark-like design of the front.
While sales of the Prelude were brisk throughout the 1980s, consumer interest waned in the 1990s, perhaps as a result of soaring prices. The Prelude was inching close to the $30K mark, and there were now strong alternatives being offered for that kind of money. Sales figures started to slump mid-way through the 90s, signalling yet another design change.
The fifth and final generation saw a return to the box-like exterior styling of the 80s Prelude, minus the pop-up lights. Even the headlights of this latest offering from Honda were boxy (square) in style. The styling features were clearly an acquired taste and the redesign did little to boost sagging sales.
The engine powering this fifth generation Prelude was, however, the 2.2-litre VTEC producing 195 hp. Honda squeezed another five hp out of this engine for the 1999 through 2001 models. A five-speed manual and four-speed automatic transmissions were available. Both base and Type-SH models possessed a generous number of standard features such as ABS (anti-lock braking system), cruise control, air conditioning and power windows, mirrors and locks. All in all, a very impressive line-up of creature comforts.
Despite Honda’s attempt to win back the buying public by producing a great performing car with numerous standard features, the $26,000 price tag was clearly more than what individuals were willing to pay and the Prelude was discontinued after the 2001 model year.
Will the Prelude ever be resurrected? Who knows for sure, but the Prelude did prove to be a solid “testing ground” for many of Honda’s most innovative and technological automotive advances, many of which can still be found in Honda vehicles today.
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