We have information you must know before you buy the Prelude.
We want to send it to you, along with other pricing insights.
We will not spam you, and will never sell your email.
This fifth-generation Honda Prelude is starting to show its age. Completely redesigned for the 1997 model year, its styling no longer cuts an edge in a trendy, fashion-conscious segment and the interior is not state of the art.
But the Honda Prelude remains a top contender among the hot sport coupes. This car a blast for people who enjoy spirited driving. Its twin-can VTEC engine sounds great and revs like there's no tomorrow. The handling this car offers is world class. Roomy, powerful, technically sophisticated, it remains the best Prelude Honda has ever built.
The Honda Prelude offers an excellent driving experience. The VTEC engine sounds great in the upper rev ranges, growling with gusto and revving freely past the 7,000-rpm redline. This car loves to be revved and will put a smile on any enthusiast's face. Stand on it and the power comes on with a dramatic rush reminiscent of some turbocharged cars, particularly in the lower gears. At maximum thrust, the little 2.2-liter engine propels the Prelude from 0 to 60 mph in about 7 seconds.
Honda has developed many applications for its clever VTEC (Variable valve Timing and lift Electronic Control) system, but the configuration employed in the Prelude is the most stimulating. Using two sets of cam lobes per shaft - one set placid, the second aggressive - the hydromechanically activated system engages the second set of lobs at about 5200 rpm.
The 5-speed gearbox is precise, although the gear ratios aren't quite as close as they were in the previous VTEC-powered Preludes. Compared with some of the newest sport coupes, the shifter feels a little long.
The optional automatic transmission is a four-speed Sequential SportShift. It allows the driver to shift manually as well as operate in full automatic mode. Similar in concept to the Chrysler AutoStick and Porsche Tiptronic, it adds more driving fun to automatic editions, but also adds weight and cost and subtracts from the all-around performance. While 5-speed Preludes rev to an exhilarating 7000 rpm, AutoStick models rev to an almost as exhilarating 6600-rpm redline; as a result, AutoStick comes with 195 horsepower and the same amount of torque. (AutoStick is not available with the Active Torque Transfer System.)
Honda significantly increased the rigidity of the Prelude when it was redesigned in 1997. This improvement is all the more remarkable given the previous body shell was already one of the best in its class in terms of stiffness; chassis rigidity is a key element to greatness in ride and handling. Honda's painstaking work with the chassis is immediately apparent in hard cornering. Transitions are crisp, steering responses scalpel-sharp.
The biggest decision when buying a Prelude is whether to shell out the extra $2,500 for the Type SH, which comes with Honda's Active Torque Transfer System. You have to drive the car quite briskly to experience the benefits of the system, which is transparent during normal driving conditions. One the one hand, this system can best be justified by an enthusiast who loves winding roads. On the other hand, it benefits drivers with average skills more than those with the skills of a Juan Montoya. Turn the steering wheel and the car will go where it's pointed.
The Prelude has always served as Honda's technological showcase and this is most obvious in ATTS, as it's called. This system moves front-drive performance cars another step closer to parity with their rear-drive competitors in terms of absolute handling. Here's how it works: When a front-drive car hustles around a corner, its front tires have to transfer power to the ground as well as steer the car. That - plus the pronounced forward weight bias that goes with having all the powertrain stuff up front - is why front-wheel-drive cars such as the Prelude are more prone to understeer than rear-drive cars. Automatic Torque Transfer makes the car easier to drive quickly and helps reduce understeer. (Understeer describes a car's resistance to turn-in. The faster the entry speed to a given corner, the more the car wants to go straight ahead.) ATTS addresses this trait through a clever set of mechanical functions that automatically transfers engine torque to the outside front wheel, while increasing its rotational speed. Transferring as much as 80 percent of the power into the outside front wheel, which typically bears the heaviest load in hard cornering, compensates for the extra load and restores balance. The effect is sometimes compared to that of a bulldozer, which can turn the right tr
For the accomplished driver who appreciates refined, technically advanced sporting machinery with few compromises, the new Prelude continues to stand at the head of its class.