Honda Prelude - WikiHQ

The is a sport compact car produced by the Japanese company Honda. It was produced over five generations from 1978 to 2001, and reintroduced in 2025.

For the first five generations, as a two-door coupe loosely derived from the Accord, the Prelude was the first Honda to feature a moonroof, a feature that remained standard equipment throughout its production.

The Prelude was used by Honda to introduce the Japanese Honda retail sales chain Honda Verno, with the international release of the model following shortly after. The Prelude's manufacture concluded in 2001 on introduction of the fourth-generation Integra. The Prelude name was originally trademarked by Toyota, but was amicably given to Honda for use.

The Prelude's nameplate aligned with a series of music-themed nameplates in use by Honda, including the Accord, Quintet, Concerto, Jazz, and Ballade.

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First generation (SN; 1978)

On 24 November 1978, the Prelude was launched to the Japanese market. It had its world premiere at the 1979 AutoRAI in Amsterdam, two months later. In Japan it was only available at the newly established dealership sales channel Honda Verno. This dealership chain also introduced the Honda Quint, the Honda Ballade, and the Accord-based Honda Vigor as its largest sedan and hatchback. The four-wheel independent struts, brakes, and engine were all borrowed from the first-generation Accord, but the chassis was all new and developed by chief engineer Hiroshi Kizawa expressly for the sporting Prelude. At 4,090 mm (length) x 1,635 mm (width) x 1,290 mm (height), it had quite a low and wide profile. The wheelbase was 2,320 mm, and was 60 mm shorter than that of the original Accord. Honda appears to have followed the successful introduction of the Toyota Celica example by taking a small car, like the Accord, installing a more powerful engine, and giving the body a short trunk, and a long engine hood. The Prelude (and period Accord) were the first cars under two liters to receive standard power steering. The Prelude also benefited from Honda's experience with sporting cars like the Honda S800 and Coupé 1300.

left|thumb|1980 Prelude (Europe)

The Prelude was the first Honda model to offer a power moonroof as standard equipment, which eventually became a Prelude trademark. In Japan, the Prelude was available with a sliding metal sunroof, while US versions received a glass top which freed up more headroom. The EK engine made use of an engine oil cooler and transistor-controlled ignition system.

Transmission choices were either the standard five-speed manual or initially a two-speed "Hondamatic" semi-automatic, which by October 1979 had been replaced by a three-speed automatic that used the final gear as the overdrive. 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. 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. The Prelude featured intermittent wipers, tinted glass, and a remote trunk release. 1980 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. This facelift meant a return to a more traditional dashboard, rather than the much critiqued "Concentrated Target Meter" used before. The 1981 Prelude also received a stainless steel trim strip along the bumpers and side moldings, as well as a new grille. 313,000 units were manufactured by Honda from 1978 to 1982, with over 80% being sold outside of Japan.

The second-generation Prelude was released in Japan on 25 November 1982 and worldwide in the spring of 1983. Riding on an all-new platform, the Prelude was initially available with an A18A or ET-2, 1.8 L 12-valve twin carburetor engine, producing . In Japan, Asia and Europe, it later became available with a 2-liter DOHC 16-valve PGM-FI engine (JDM = BA1, EU = BA2) although this engine was not released in Europe until 1986. The JDM B20A produced at 6300 rpm, while the European B20A1 produced only . 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 design retained nothing of the first generation, being considerably more aerodynamic and with large glass surfaces. As with the predecessor, it was amply equipped, with an air of "mini-gran turismo" rather than that of a sports car. It also offered, as an option, Honda's new "A.L.B." anti-lock brakes.

| engine =

| weight = - (depending on model)

| wheelbase =

| length = (1988-89) (1990-91)

| width = (Japan)

| height = (1988-89) (1990-91)

| transmission = 5-speed manual 4-speed automatic

thumb|left|Pre-facelift Honda Prelude 4WS 2.0 Si (Australia)

On 9 April 1987, the third-generation Prelude was released in the Japanese domestic market and released later that year worldwide, being a 1988 model in North America. Featuring evolutionary styling from its predecessor, it shared design cues from the Honda NSX that would be introduced later in 1990. The Prelude featured innovative features for its time such as a 0.34 drag coefficient, roof pillars made of high-strength metal and its signature feature, the available option of the world's first mechanical four-wheel steering system available in a mass-production passenger car, which was later shared with the Honda Ascot 2.0FBT-i sedan.

thumb|Honda Prelude Mk III rear steering box

The mechanical four-wheel steering setup used two steering boxes, linked together with a dedicated steering shaft. Despite its complexity, it provided the driver additional benefits. At highway speeds lane changes required minimal steering input, and served as a safety feature providing more responsive and quicker maneuverability in adverse conditions. It also aided in low speed driving conditions such as parallel parking. The front and rear wheels would turn in opposite directions once the steering wheel had been turned 140 degrees. A 'Road & Track' magazine comparison between the Prelude and a C4-series Chevrolet Corvette favored the Prelude in a slalom speed test.

The third-generation Prelude was exclusively powered by variants of the Honda B20A engine, a base carbureted version with a SOHC 12-valve valvetrain, or a DOHC variant with Honda's PGM-FI fuel injection and 16 valves. The engine was tilted backwards by 18 degrees, which made it possible to make the hood lower than on the previous generation.

On 19 September 1991, the fourth-generation Prelude was introduced in Japan, and in Europe from early 1992. The car had a 58% front and 42% rear weight distribution. The four-wheel steering system was changed to an electronic version and the 4-cylinder engine was increased in displacement from 2.1 liters to 2.2 liters for the base model "S" (SOHC F22A1 engine, at 5,200 rpm, at 4,000 rpm) and "VTEC" model (DOHC VTEC H22A1, at 6,800 rpm, at 5,500 rpm), with a 2.3-liter for the "Si" (DOHC H23A1, at 5,800 rpm, at 5,300 rpm). The Japanese Si came with the F22B (2.2 L DOHC non-VTEC, ). The VTEC model had an upgraded brake system, going from a 10.3-inch (262 mm) front rotor to an 11.1-inch (282 mm) front rotor and utilizing larger brake caliper and pads, similar to those found in the Honda Vigor. Its styling approach is similar to the Honda Ascot Innova during the same time period.

Additionally, a 2.0i, single overhead cam (SOHC) model was released in Europe, rated at . 1993 was the last year that the "Si-VTEC" (BB4) name was used, and beginning in 1994 it was shortened to just "VTEC" and stayed that way throughout the rest of the generation. In some countries, the Prelude with 2.2 DOHC VTEC 4-cylinder engine was called the VTi-R. Later, the '96 prelude Si/SR was introduced with a 2.3 DOHC 4-cylinder engine. In Canada, the Si was called the SR, and the VTEC was called the SR-V. Due to the width dimensions and the engine displacement exceeding Japanese government regulations for vehicles classified as "compact", this generation Prelude obligated Japanese owners to yearly taxes.

This model also marked the end for the pop-up headlights. The 1992 Prelude incorporated other design features that had also become the "Prelude standard". The rear end was rounded and fairly high in comparison to the previous square trunk line. The front fascia of the car became wider with fixed headlights. The glass moonroof made way for a steel sliding sunroof which no longer retracted into the car but extended out and over it.

The light-blue back lighting introduced in the third generation was continued. Later models (1994 and on) also featured translucent speedometer and tachometer needles. All VTEC & SE models received leather interior. Also featured was an 8-speaker audio system (Gathers DSP 8-speaker System) which included a center dash-mounted speaker and rear center subwoofer, while the U.S. VTEC model received only 7 speakers (center dash speaker not included). U.S. S and Si models received a 6-speaker stereo (no subwoofer). The Japanese version also included a digital climate control system. The Canadian version received some options which were not available in the United States. For instance, the Japanese Prelude had power folding mirrors as well as a rear windscreen wiper, while the Canadian market was the one to have heated mirrors and optional heated seats. The Japanese model came with optional Honda Access accessories such as Typus ski racks, under dash lights, headrest covers, a cabin air filter, and floor mats. Some of the Japanese domestic market fourth-generation Prelude VTECs did not come with options such as a sunroof and 4-wheel steering, as it was possible to skip these options when buying in Japan. The fourth-generation Prelude also shares some suspension components with the fifth-generation (1994–97) Honda Accord.

Models and markets

{| class="wikitable sortable sticky-header-multi" style="text-align: center; font-size:100%; color:black"

!rowspan="2"|Model

!colspan="3"|Engine

!rowspan="2"|Steering

!rowspan="2"|Chassis code

!colspan="5"|Markets

!Code

!C/R

!Power

!rowspan="2"|Si

|rowspan="2"|F22B

|rowspan="2"|9.5:1

|rowspan="2"|

|2WS

|BA8

|16px

|4WS

|BA9

|16px

!rowspan="2"|Si VTEC

|rowspan="2"|H22A

|rowspan="2"|10.6:1

|rowspan="2"|

|2WS

|BB4

|16px

|4WS

|BB1

|16px

|F22A1

|8.8:1

|2WS

|BA8

|16px

!rowspan="2"|Si

|rowspan="2"|H23A1

|rowspan="2"|9.8:1

|rowspan="2"|

|2WS

|BB2

|16px

|4WS

|BB2

|16px

!SE (1995)

|H23A1

|9.8:1

|2WS

|BB2

|16px

!VTEC (93–96)

|H22A1

|10.0:1

|4WS

|BB1

|16px

!Prelude

|F22A1

|8.8:1

|2WS

|BA8

|16px

!rowspan="2"|SR

|rowspan="2"|H23A1

|rowspan="2"|9.8:1

|rowspan="2"|

|2WS

|BB2

|16px

|4WS

|BB2

|16px

!SR-V (93–96)

|H22A1

|10.0:1

|2WS

|BB1

|16px

!2.0i

|F20A4

|9.5:1

|2WS

|BB3

|16px

!rowspan="2"|2.3i

|rowspan="2"|H23A2

|rowspan="2"|9.8:1

|rowspan="2"|

|2WS

|BB2

|16px

|4WS

|BB2

|16px

!rowspan="2"|2.2i VTEC (93–96)

|rowspan="2"|H22A2

|rowspan="2"|10.0:1

|rowspan="2"|

|2WS

|BB1

|16px

|4WS

|BB1

|16px

!CV/S

|F22A1

|8.8:1

|2WS

|BA8

|16px

!Si

|H23A1

|9.8:1

|4WS

|BB2

|16px

!SRS (91–93)

|H23A1

|9.8:1

|4WS

|BB2

|16px

!VTi-R (94–96)

|H22A1

|10.0:1

|4WS

|BB1

|16px

File:1996 Honda Prelude Si coupe (2015-07-09) 02.jpg|1996 Prelude Si (BB2, Australia)

File:Honda Prelude rear 20070928.jpg|Honda Prelude 2.0i (BB3, Germany) with rear fog lamp.

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Formula One safety car

The Prelude was used in Formula One as its safety car during the 1994 Japanese Grand Prix. It was also used once as a pace car, at the Suzuka International Racing Course in 1992.

Fifth generation (BB5/6/7/8/9; 1996)

Introduced on 7 November 1996, the fifth-generation Prelude retained an FF layout with an independent front suspension and 63/37 weight distribution. The fifth-generation Prelude marked a return to the more square bodystyle of the third generation (1987–1991), in an attempt to curb slumping sales of the fourth-generation bodystyle. The two-door notchback style is retained but the design is less aggressive and more angular than the previous generation. The redesigned sports coupe is slightly larger than its predecessor at longer in wheelbase and overall. Base curb weight increased by and interior dimensions are nearly identical, but trunk space expanded by nearly 1 cubic foot.

The ATTS model received Honda's Active Torque Transfer System; badged as the Type S in Japan, VTi-S in Europe, and Type SH ("Super Handling") in North America. ATTS automatically distributes more of the engine's power to the outside front wheel when accelerating in a turn. This forces the outside front wheel to rotate up to 15 percent faster than the inside wheel directing up to 80 percent of the torque to a single wheel. ATTS was designed to counteract the understeer inherent in a front-wheel drive car, but, according to reviewers, the Prelude's 63.1 percent front weight distribution was too much for the system to successfully mask. and changes to available colours.

Canadian market

thumb|left|2001 Honda Prelude SE in Canada

Canadian-market Preludes were very similar to US models, although all were equipped with heated seats as standard equipment, and received a 4.5-liter washer fluid reservoir in place of the smaller 2.5-liter US spec. In 2001, Canada received a replacement for the Type SH, the SE trim level. The SE was mechanically identical to base models, but it came equipped with perforated, heated leather seats, Type SH Enkei rims, Type SH spoiler, a leather-wrapped shift knob, and simulated carbon fiber trim kit on the door panels and audio panel. The SE did not receive body-colored side skirts as standard like the Type SH, and also did not feature the active torque transfer system (ATTS). Dealer accessories for Canadian vehicles included: carbon fiber audio panel, sunroof visor, 6-disc-in-dash CD changer, trunk-mounted CD changer, cassette player, roof rack, gold-plated emblem kit, gold-plated exhaust finisher, leather-wrapped shift knob, full and half nose mask, security system, and a cargo mat.

Japanese-exclusive Type S

One version of the fifth generation Prelude, a high-performance model called the Type S, was only available in Japan. It was equipped with the 2.2 L H22A, featuring VTEC and producing at 7,200 rpm and 163 lbf·ft (221 N·m) at 6,500 rpm. With a compression ratio of 11.0:1, bore x stroke and VTEC-valve timing, lift and duration were adjusted to intake and exhaust. Honda also overhauled the air box and replaced it with a more efficient design that is often referred to as Dynamic Chambering, along with a larger throttle body design bored to 62 mm (as opposed to the previous 60 mm). The exhaust system was also treated to a redesign, with the pipe cross sections becoming more cylindrical rather than oval. The three-way catalytic converter was also increased in size, as well as the exhaust piping from (tToV). In addition to a higher output engine Type S and like all ATTS equipped Preludes featured an overhauled front suspension layout which offered a more effective camber curve. The fifth generation curb weight was , and ground clearance was . The Type S, has an electronically controlled torque vectoring system attached to the manual transmission dubbed by Honda the Active Torque Transfer System (ATTS). The gearing on the Type S matches most other fifth-generation Preludes equipped with a manual transmission, excluding the five-speed 2.2 VTi VTEC which has a final drive ratio of 4.266:1. The Type S has an Active Control ABS system, different from the others which have the standard ABS systems. The interior featured newly developed synthetic materials called Cabron and Excene to upholster the seats which most people perceive as leather and Alcantara laced with red stitching. Manufacturer styling options included seat lettering. The exterior styling of fifth generation Preludes was standardized for most models. All had a sunroof, except for the Japanese Type S, Xi trim and some BB9s.

Prelude Motegi

Honda also released a special edition fifth-generation Prelude, called Motegi. The name of this special edition derives from the Twin Ring Motegi motor racing circuit, located in Haga District, Tochigi, Japan. This track was built in 1997 by Honda as part of their effort to bring the IndyCar series to Japan.

The Motegi edition Prelude featured an OEM Honda body kit, 17-inch Honda alloy wheels, lowered sports suspension and a Motegi badge on the trunk lid. All of these items, with the exception of the trunk lid badge, were optional on non-Motegi models.

Sixth generation (BF1; 2025)

The Prelude nameplate has been revived for a hybrid electric concept car, showcased at the 2023 Japan Mobility Show, and subsequently shown in North America at the Los Angeles Auto Show. Another example finished in red made its debut in July 2024 at the Goodwood Festival of Speed, where the Prelude was also confirmed for a European release. The revival of the Prelude nameplate is part of Honda's recent revival of old nameplates, such as Passport and Integra.

The BF1 Prelude serves as a replacement for the discontinued Civic and Accord coupes and was released in 2025. The model features a new drive mode, Honda S+ Shift.

On 5 November 2025, the car received the 2025-2026 Japan Automotive Hall of Fame Car Design of the Year award.

At the 2026 Tokyo Auto Salon, Honda announced a special edition sixth-generation Prelude, called Mugen Prelude Spec III, with only 16 units planned to be built. They are fitted with 19-inch Mugen FR10 alloy wheels, Mugen brake pads, Mugen floor mats and boot lining, plus Mugen LED-illuminated door sills – all are also purchasable separately. The Recaro seats and steering wheel also feature Mugen logos.

Southeast Asia

The sixth-generation Prelude debuted in Indonesia and went on sale on 23 January 2026. Previously, this car was also exhibited at the 2025 Gaikindo Indonesia International Auto Show.

The vehicle was launched in the Philippines on 17 April 2026.

Motorsport

Super GT

The HRC Prelude-GT (built upon the silhouette of the sixth-generation Prelude) competes in the GT500 class of Super GT since 2026, replacing the underperforming Civic Type R-GT after two seasons.

Sales

Sales weakened beginning with the third generation Prelude, particularly due to competition from Honda's other offerings. The sixth-generation Accord coupe received an exclusive front fascia, rear tail lights, wheels and many other body panels, now being marketed alongside the Prelude with shared brochures in Canada, yet its sedan roots gave it much more utility than the comparatively cramped Prelude, and the option of a V6 engine gave North American buyers an appealing alternative. The sixth-generation Civic Si coupe was considerably less expensive than the Prelude as well, while also providing better fuel economy ratings. The S2000 was another offering that while more expensive than the Prelude, offered rear wheel drive, a six-speed transmission, 40 extra horsepower, and a convertible top. The exterior dimensions of the Prelude were no longer in compliance with Japanese government regulations, and the additional costs resulting from this contributed to the popularity of smaller Honda products. US sales figures below.

{|class="wikitable" style="text-align:center"

! Generation !! Model years !! Units

|1st ||1979–1982|| align=right|171,829

|2nd ||1983–1987|| align=right|336,599

|3rd ||1988–1991|| align=right|160,909

|4th ||1992–1996|| align=right|98,627

|5th ||1997–2001|| align=right|58,118

!1st-5th!! 1979–2001

! align="right" |826,082

{|class="wikitable" style="text-align:center"

! colspan="2" | Sixth-generation Prelude

! Calendar Year !! US

| 2025 || 204

Safety

Australia

In Australia, the safety performance of Honda Preludes manufactured between 1983 and 2001 was assessed in the Buyers Guide to used Car Safety Ratings 2006, which was published by the Roads & Traffic Authority (a New South Wales, Australia, government agency). This publication concluded that the level of occupant protection in Preludes from 1983 to 1996 was at an "average" level, while in Preludes from 1997 to 2001 is "significantly better than average."

U.S.

The National Highway Traffic Safety Administration in the United States has determined frontal crash test ratings of Honda Preludes of different model years.

{| class="wikitable"

|- style="white-space:nowrap;"

!Model year

!Make

!Model

!Type

!Curb weight

!Frontal driver rating

!Frontal passenger rating

|align="center"|1980

|align="center"|Honda

|align="center"|Prelude

|align="center"|2-Door

|align="center"|

|align="center"|80px

|align="center"|1984

|align="center"|Honda

|align="center"|Prelude

|align="center"|2-Door

|align="center"|

|align="center"|80px

|align="center"|1990-91

|align="center"|Honda

|align="center"|Prelude

|align="center"|2-Door

|align="center"|

|align="center"|80px

|align="center"|1992-94

|align="center"|Honda

|align="center"|Prelude

|align="center"|2-Door

|align="center"|

|align="center"|80px

Awards

The Prelude was on Car and Driver magazine's annual Ten Best list ten times: three times from 1984 to 1986, and then seven times from 1992 to 1998, although the biggest complaint over much of the Prelude's lifespan was the lack of availability of a V-6 engine option, especially in the US.

Convertibles

thumb|1981 Prelude Cabriolet (Tropic conversion)

Through the years, several German and US companies have converted Preludes into convertibles. There have been convertibles made from the first, second and fourth generation Preludes.

First-generation Preludes were modified into full convertibles by several companies in the US, Canada and Germany. The

Solaire Corporation, a company in Santa Ana California owned by Al Rowland & Jim Bruemmer, led the idea for mass market sales. He brought in craftsman Bruce Meyers (Known for the famous Meyers Manx Dune Buggy) to help design the tooling and fiberglass work for production. Its believed that between 1980 - 1982, 250 Preludes were modified into convertibles and sold to US Honda dealerships with full factory warranties. Dealer prices ranged from $14,000-$15,000, while the conversion itself sold for around $5,000. Solaire collaborated with other companies including Classic Touch, Con-tec, Silcco, Steas Industries and National Coach. It was marketed as "Honda's 450 SL", drawing aesthetic comparisons to the Mercedes 450SL.

Tropic Design, located in Crailsheim, Germany also converted Preludes into convertibles. Company owner Jürgen Weber learned this trade in the United States.