Honda Problems

The third-generation Honda Prelude coupe is getting a little long in the tooth, yet remains popular with young drivers who appreciate its classic shape and innovative engineering.MODEL WATCHThe third-generation Prelude followed the recipe established with previous models, with a stylish two-plus-two coupe body, transverse four-cylinder engine and front-wheel drive.Honda developed a new engine for the third-generation Prelude that could be laid back to get the low stance the designers wanted. That allowed them to design a sleeker, more aerodynamic shape, and also distributed the weight more efficiently between front and rear.The third-generation Prelude predated things such as variable-valve timing, such an advance for small engines, including Honda's. However, as with all Honda engines, the Prelude's 2.0-litre all-alloy, twin-cam fuel-injected four-valver was a jewel.Peak power was 106kW at 6000rpm and, coupled with peak torque of 174Nm at 4500rpm, made the Prelude a slick performer while still delivering good fuel economy.Transmission choices were a five-speed manual and a four-speed auto. When pressed, a manual Prelude could reach 100km/h in9.9 seconds from launch, and cover the standing 400m sprint in 16.5 seconds.There were few changes through the life of the third-generation Prelude. The Si had plenty of standard features, including cruise, central locking, power windows and mirrors, power steering and a radio/cassette sound system. An update in 1989 gave it alloy wheels.A facelift in 1990 brought neater front and rear treatments. There was also a limited-edition model with ABS and leather trim and, a year later, the Cita limited-edition model had a spoiler, CD player and factory mats.IN THE SHOPHonda quality means the Prelude generally stands up well in service, as long as they're looked after and see a mechanic regularly.Regular oil changes are important, along with regular oil changes for the automatic transmission, which prefers Honda trans fluid. Check for sludge under the oil filler cap (it indicates mediocre servicing) and look for signs of oil smoke from the tail pipe.It's crucial that the cam timing belt be changed every 100,000km – most third-generation Preludes are around the mileage a second belt change is required.Also check the auto transmission fluid for any signs of being burnt (by discolouration or smell) and make sure it engages gear smoothly when selecting drive or reverse, and shifts gears smoothly without snatching.Most owners know the problem of the igniter failing – the car won't start if it does. Once replaced, they won't have a problem, says Honda specialist Adam Kovarik.On older cars such as the third-generation Prelude, anticipate they've had a scrape or two over the years, so look for both minor paint chips and dings from small prangs. Makes sure doors open and close smoothly, same for the boot and bonnet.Look carefully at the paint. Faded paint means it hasn't been well cared for and blotches suggest it's been left outside, open to attack from bird droppings and tree sap.Inside, look for cracked dash pads and rear parcel shelves from exposure to the sun, and wear on front seat bolsters.CRUNCH TIMEFour-wheel steering endowed the Prelude with responsive handling that improved its ability to avoid a crash, which is a blessing in cars that predated airbags.HONDA PRELUDE 87-91Look for signs of accident damage on bodyCheck for sludge under oil filler capRegular servicing is crucialLook for signs of smoke from exhaustCheck transmission fluid for any signs of burningAgile handling with four-wheel steeringGood looks and good all-round visibilityRATING15/20 With its stylish lines, great engine and responsive handling, the third generation Prelude is one the few classics to come from the 1980s.

The fourth-generation Accord released in 1989 was a competent, well-built car but it was just a step along the path to the Accord of today.MODEL WATCHOverseas the new Accord was available in a number of versions, but here Honda chose to limit the choice to an EXi sedan and Aerodeck wagon, and an EXi sedan with four-wheel steering which was a fad at the time.The styling was greeted with a yawn by most people. There was nothing that offended in the Accord's soft, clean lines, but by most standards both the sedan and wagon were dull.Our Accords had a 2.2-litre single overhead camshaft four-cylinder engine boasting four valves per cylinder and fuel injection. Peak power was put at 103kW which was realised at 5200revs and 192Nm.IN THE SHOPHonda specialist Adam Kovarik says while the Accord is a well-built and reliable vehicle, having it serviced according to Honda's recommendations is crucial to longevity.Check for a verifiable service record that shows the car has had regular oil changes. Kovarik says oil should be changed every 20,000km, regular transmission services if it's an auto and the cam timing belt changed at the recommended intervals. That's 80,000km up to 1990 and 100,000km thereafter.Ignoring the cam belt risks severe internal damage to the engine. If the belt breaks, the pistons will come into contact with the valves. Kovarik says it is crucial that Honda recommended oil be used in the auto transmission.  Listen for a clicking noise that might indicate a worn CV joint when test driving. The noise is usually louder when turning.CRUNCH TIMEThe fourth generation predated the introduction of airbags in the Accord, so relies on its body structure and seat belts for crash protection. Four-wheel disc brakes and ABS on four-wheel-steer model provided advanced level of primary protection.OWNERS' VIEWGlenn Hadgkiss, 25, has owned his 1991 EXi for two years, having bought it with 87,000km on the odometer. He finds the interior cramped for four adults. To improve the handling he has fitted lowered springs and 16-inch alloys, and fitted a larger exhaust from the convertor back. His only problems have been with the speedo and distributor.Chris Chamberlain bought his 1992 EXi manual in 1996, when it had done 52,000km. It has now clocked up 125,000km and is still in superb condition. He rates the fuel consumption outstanding – 7.5L/100km on a trip and 9.5L/100km around town. His only problems had been with the distributor.John Vanderwerf bought his 1991 Accord four-wheel steer in 1994 with more than 100,000km on the odometer. It has now done more than 350,000km. It needed a new brake master cylinder, radiator and drive shaft boots. Vanderwerf finds the car reliable and great to drive, but parts can be expensive.Tony Brienl has done 140,000km in the Accord he bought in 1994. It has been serviced by a Honda dealer from new and apart from routine replacement of tyres, battery, etc, the only work needed has been to replace an engine mount in 2001 and a CV-joint in 2004.  He would recommend a second-hand Accord of this vintage, provided there is documentary evidence of regular service.RATING13/20 A good choice for the novice driver who values reliability and low operating costs.

Its lines were clean, its surfaces smooth, only its tail was clearly derivative, being a copy of the E36 3-Series BMW.  Up against the likes of the Toyota Camry, Mazda 626, Mitsubishi Galant, Nissan Bluebird and Hyundai Sonata, the Accord was pleasantly different.MODEL WATCHIt was the technology learned from Honda's involvement in Grand Prix racing that began to filter through to the production models in the early 1990s. The most obvious being the VTEC engine with variable valve timing and lift, which changed engine design in a fundamental way.The idea was brilliant. By varying the time the valves opened and closed, and altering the valve lift, the engine could be tuned to deliver good torque and fuel consumption as well as plenty of power.Honda made the modest claim that the VTEC engine developed less than 5 per cent more power than the equivalent engine without variable valve timing, but it also produced up to 8 per cent better fuel consumption and boasted better mid-range torque. The VTEC engine was one of two 2.2-litre four cylinder engines Honda offered in the Accord.Apart from the VTEC variable valve timing, it had a single overhead camshaft, four valves per cylinder and fuel injection, which combined to belt out 107 kW at 5000 revs and 198Nm at 4500 revs. The standard engine was a carry over from the previous model. Its peaks were 103kW at 5600 revs and 192Nm at 4500 revs.Both engines were smooth, thanks largely to a balance shaft.  Each could be linked to either manual or automatic transmissions.  Four-wheel discs did an admirable job of slowing the Accord, while standard power steering made light of the wheel work.Three models made up the range. It started with the EXi sedan which had the base engine along with airconditioning, central locking, power windows, cloth trim and four-speaker radio/cassette sound. Cruise control was added in 1996. The remaining models had the VTEC engine. The VTi sedan and wagon added alloys, a sunroof, power driver's seat and a couple of extra speakers. The VTi-S sedan also had leather trim, anti-skid brakes and a driver's airbag.IN THE SHOPTechnology needs to be serviced and that goes particularly for Hondas. It's crucial that the engine oil is changed regularly to prevent sludge from building up, and equally important that the cam timing belt be changed every 100,000 km.Same goes for the gearboxes. The manual was not a worry, but the auto needs regular servicing and it's important to use Honda-specified transmission oil. The Accord's chassis gives little trouble, but check for ticking noises that might indicate a problem with a CV joint.CRUNCH TIMEAgile handling along with four-wheel disc brakes (anti-skid on VTi-S and all models from 1995) gives the driver a good chance of avoiding a crash. The Accord's stiff body and a driver's airbag provide quite good protection in a crunch.RATING15/20 Well-engineered, well-built, prestige, medium-size car that offers good value as a used buy for the long haul.  The Accord stands out well against its rivals.