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.

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.