Gone was the optional rear-wheel steering, but keen drivers turned to the new Type SH for Super Handling for their technological kick-in-the-pants. Essentially an early application of active torque vectoring, the heavy, costly, and somewhat unreliable ATTS system proved unpopular, and few Type SHs left the factory by the end of the prelude in Since the introduction of the second-generation Prelude to the U. Despite fantastic popularity for the second generation and reasonable success with the first and third generation Preludes, Honda's grown-up sports coupe has languished in relative obscurity when compared with other Japanese sport coupes of the same vintage; even the smaller Acura Integra found a strong following amongst the tuner crowd.
That's not for a lack of quality. Barring the first-generation, every iteration of Prelude was contemporaneously hailed as one of the sharpest-driving affordable cars of its day, occasionally beating out bigger, badder, more expensive machinery in the slalom.
Luckily, if you can find a clean, unmolested Prelude of any generation, it's likely going to be one of the most reliable and trouble-free cars you'll ever own, full stop. That being said, later generations of cars with the four-wheel-steer and ATTS could potentially add unwanted complexity and hard-to-replace componentry to the mix. Expect to pay more than you would hope for replacement parts for the special hardware.
Getting a pre-purchase inspection from a trusted mechanic is key. Ask about maintenance history, especially for interval items like timing belts and water pumps. Look for rust, leaks, and torn axle boots. Transmissions are usually the weakest link on Hondas, so listen for strange noises and notchy shifts. Remember how we said the Prelude is reasonably obscure? It turns out we haven't driven much of the Prelude in recent years.
This automatic Prelude 2. A third-gen Prelude 2. You have questions about the Honda Prelude. The Prelude had sharp lines and a complete 80s feel to it.
Two of the most distinguishable features of this car are the extended headlights. This was the first one of the Prelude model, and the first to make the statement. The redesign of the first generation Preludes saw a much better vehicle all around. This Honda model became sharper and sportier altogether.
While the Prelude was still working towards a sportier image, the developments under the hood came a long way in this redesign from how it was in The result was a car that stayed truer to its sports connotation. This car is actually considered to be one of the most beautiful Honda models ever made. Gone were the extended front lights and bulky body. This car was more sleek and streamlined. It definitely started to look more like what we typically associate sports cars with.
With a 4WS feature and limited slip differential, this Prelude was well worth the buy. Another source of engine noise and vibration is minimized by a cast-aluminum stiffener. The stiffener connects the oil pan and engine to the transmission, forming a single, rigid unit which is much more resistant to resonance and vibration. The full-floating design allows for a closer fit between the pin and the piston, thereby reducing any clatter or noise as the engine warms up.
The individual combustion chamber's pent-roof configuration and centrally located spark plug promote rapid, complete burning of air and fuel. Each cylinder has 4 valves two intake and two exhaust. Since the individual valves in a 4-valve combustion chamber are smaller and lighter than the valves in a 2-valve combustion chamber, there is less reciprocating mass. This allows the engine to be revved safely to higher rpm levels, helping to extend the engine's power range.
Four-valve combustion chambers also have greater valve area, so they offer less restriction to intake and exhaust flow, better exhaust-gas scavenging and greater volumetric efficiency. Valve actuation is via dual-overhead camshafts and direct-acting rocker arms located under the camshafts. Direct-acting rocker arms permit the use of screw-type adjusters for easier valve adjustment.
The rocker arms also house the variable valve-timing mechanisms. The camshafts are driven by a Kevlarreinforced toothed belt. The distributor for the high-voltage ignition system is driven off the end of one of the camshafts. PGM-FI is a timed, sequential system with sensors for throttle position, coolant temperature, crankshaft angle, intake-manifold pressure, atmospheric pressure, intake-air temperature, vehicle speed and exhaust-gas oxygen content.
Information from these sensors is fed to an Electronic Control Unit, which then decides when to activate each injector. PGM-FI can alter fuel delivery to match the engine's needs under varying environmental and engine-load conditions. At low- and mid-range rpm, air is drawn through a primary intake tract, which helps keep intake velocity high and creates good turbulence and cylinder filling.
As engine rpm increases, a second tract opens at rpm to satisfy the engine's demand for additional air. The manifolds four individual runners improve engine breathing by more efficiently scavenging exhaust gases.
The manifold has been redesigned for better flow characteristics and more power. In order to better minimize resonance and vibration in the manifold, the two-pipe header section is shorter and more strongly triangulated. The Prelude engine's muffler mounting has also been redesigned to better minimize vibration and noise. In addition to the existing attachment at the pipe leading to the muffler, one of the rear attachment points has been moved to the front of the muffler, thereby creating a more strongly triangulated mounting.
A new type of rubber isolator is used to mount the muffler to the body. It is more resistant to resonance and is made of a more durable elastomer. VTEC maximizes the Prelude engine's volumetric efficiency--packing the maximum amount of air and fuel into the combustion chamber on each intake stroke and expelling the maximum amount of burned exhaust gases on the exhaust stroke. VTEC works by varying valve timing and lift to compensate for the time delay and out-of-phase arrival of the air-fuel charge at the intake valve.
Since air and fuel have mass, and therefore inertia, inevitably there is a time delay created as the mixture is accelerated and moved by the suction of the piston on its intake stroke.
Inertia also creates a second time delay because it keeps the intake charge moving toward the cylinder after the intake valve has closed and the piston has begun its compression stroke. This time delay increases as engine speed increases. High-performance and racing engines essentially operate at the upper end of their rpm range, so their designers compensate for the intake charge delay by using cam-lobe profiles that open the valves to a greater degree more lift , and hold them open for a longer duration; however, this creates an entirely new set of problems: At low- and mid-range engine speeds, long-duration, early-opening, high-lift cam timing will keep the valves open too long.
As a result, part of the intake charge leaks back out of the cylinder before the intake valve can close. Additionally, residual exhaust gases can leak back into the cylinder and dilute the intake charge. As a result, engine torque will drastically decrease. This is the major reason high-performance racing engines are traditionally so "peaky" and suffer from driveability problems. Ideally, the valves should remain open for a short duration at low engine speeds and for a longer duration at high engine speeds--and that is precisely how VTEC works.
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