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 WATCH The 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 in 9.9 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 SHOP Honda 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 TIME Four-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 87-91 Look for signs of accident damage on body Check for sludge under oil filler cap Regular servicing is crucial Look for signs of smoke from exhaust Check transmission fluid for any signs of burning Agile handling with four-wheel steering Good looks and good all-round visibility RATING 15/20 With its stylish lines, great engine and responsive handling, the third generation Prelude is one the few classics to come from the 1980s.

The Jazz presented small cars in a new way. It wasn't a downsized sedan or sedan-based hatch as had been the normal way of designing a small car. It was about the efficient use of interior space. It had ample room for five adults with the seats in their normal positions, but the seats could be flipped or folded flat to allow a wide range of objects to be carried. It was a big car in a small package. The performance was sporty with a choice of 1.3-litre and 1.5-litre single overhead camshaft four-cylinder engines. The smaller engine put out 61kW at 5700 revs and 119Nm at 2800 revs and returned 5.6L/100km. The larger VTEC engine boasted 81kW at 6000 revs and 143Nm at 4800 revs for more zip and returned 6.0L/100km. Both engines came with the choice of a five-speed manual gearbox or a Continuously Variable Transmission (CVT) automatic, the CVT trans hooked up to the larger engine offered a seven-speed sequential shift function. The suspension was a combination of MacPherson strut front and torsion beam rear with stabiliser bars at both ends, while the brakes were a blend of disc front and drum rear with anti-skid protection, and the steering was electric-power assisted. Honda offered the Jazz in three models; the GLi, VTi and VTi-S. The GLi opened the range and came nicely equipped with cloth trim, power windows and mirrors, central locking, tilt-adjustable steering column, a full array of instruments, and a CD player. The VTi came with all of that plus air-conditioning, and sports cloth trim, while the sporty VTi-S came with front and rear spoilers, front fog lamps and alloy wheels. The Jazz is a city car and often driven by people living in inner-city areas, which exposes them to more of the bump and grind of gridlock than cars living in the outer suburban areas. They can often be left parked in the street, under trees and light poles, and subject to the things that fall out of the sky. So look for body bumps and scrapes, and stains on the paint work. Look for a car that has been well-maintained on a regular basis, and not just cleaned up for sale. Cars left exposed to the elements need more washing, waxing and polishing than those parked under cover. Look at the wheels for evidence of being scraped on or bumped into kerbs. If you find damaged rims, have the suspension inspected for damage. It is relatively easy to damage a drive line or steering joint by accidentally hitting a kerb. Listen for odd clicking noises when turning that might indicate a damaged joint. Check for a service record indicating regular oil changes, and lift the oil-filler cap and take a look for sludge as a result of missed oil services. On average a Jazz should have done around 60,000km if it was a 2002 model, less if a later delivery. All models boasted airbags for the driver and front passenger for reasonable protection in a crash from the front, while anti-skid brakes help you to get out of trouble when confronted with a crash situation. The chassis dynamics aren't brilliant, and steering is accurate without being responsive, but the chassis is quite well balanced, but with a slight bias towards understeer.

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 WATCH It 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 SHOP Technology 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 TIME Agile 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. RATING 15/20 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.