Honda Prelude engine
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About Honda Prelude engine
The Honda Prelude is a sports coupe produced by Japanese engine automaker Honda from 1978 until 2001.
First generation from 1979 to 1982
This design of this car minimizes the typical front engine front wheel drive under steer while cornering near the limit and also limits the rear sliding behaviour of vehicles with this drive train layout.
The engine sourced from the Accord was the EK SOHC 8-valve 1750 cc CVCC inline four rated at 75 hp (56 kW) @ 4500 rpm and 96 ft•lb (130 N•m) @ 3000 rpm. The Accord-shared engine made use of engine oil cooler and transistor-controlled ignition system. 1981 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.
Second generation from 1983 to 1987
The second generation Prelude was released in 1983 and was initially available with an A18A 1.8L 12 valve twin carburettor engine, producing 110 hp (77 kW), with fuel injection introduced in the “Si” models in 1985. In Japan, Asia and Europe, it was available with a 2-litre DOHC 16-valve PGM-FI engine, although this engine was not released in Europe until 1986. The JDM B20A produced 160 hp (120 kW) at 6300 rpm, while the EDM B20A1 produced only 137 hp (102 kW).
When the 2-litre 16 valve DOHC engine came out, the hood was slightly modified, since the larger engine could not fit under the original hood. Due to the fairly low weight of the car (1,025 kg (2,260 lb)) and high power (the 16-valve engine produced 160 hp (119 kW)), the car was relatively nimble in comparison to its competitors, which most Preludes had not been up to that time.
Third generation from 1988 to 1991
In keeping true to the second generation Prelude’s ideology, the third generation received body changes that updated the look. New engines available in the USDM models were: in the 1988-1990 2.0S, the B20A3 which is a SOHC 12-valve dual-side draft carburettor engine displacing 1958 cc that produced up to 104 hp (78 kW) and 111 lb•ft (150 N•m); in the 1988-1991 2.0Si, the B20A5 with DOHC and PGM-FI that increased power to 135 hp (101 kW) and 127 lb•ft (172 N•m).
The B21A1 engine became available in the “Si” trim level, which offered 4WS or ABS (called ALB). The Japanese version of the Si with the B20A was rated 140 HP with the JDM engine and was rated for 37 MPG. The B20A5 engine bored to 83 mm (3.3 in) with a total displacement of 2056 cc producing up to 140 hp (104 kW).
Fourth generation from 1992 to 1996
In 1992, the fourth generation Prelude after being released in Japan in 1991. The car had a 58% front and 42% rear weight distribution. The four wheel steering system was changed to an electronic version and the engine was increased in capacity from 2.1 litres to 2.2 litres for the base model “S” (SOHC F22A1 engine, 135 PS (99 kW; 133 hp) @ 5200 rpm, 193 N•m (142 ft•lbf) @ 4000 rpm) and “VTEC” model (DOHC VTEC H22A1, 190 PS (140 kW; 187 hp) @ 6800 rpm, 207 N•m (153 ft•lbf) @ 5500 rpm), with a 2.3-litre for the “Si” (DOHC H23A1, 160 PS (118 kW; 158 hp) @ 5800 rpm, 212 N•m (156 ft•lbf) @ 5300 rpm). Although the H23A1 engine did not have VTEC, its lower compression made it capable to handle a turbo application reliably without any modifications to the motor. The Japanese Si came with the F22B (2.2 L DOHC non-VTEC, 160 PS (118 kW; 158 hp).
Additionally, a 2.0i model was released in the Europe, rated at 133 PS (98 kW; 131 hp). 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 VTEC engine was called the VTi-R. In Canada, the Si was called the SR, and the VTEC was called the SR-V.
Fifth generation from 1997 to 2001
Honda redesigned its sport coupe for 1997. Again front-wheel drive with a 4-cylinder engine, Prelude rode a 1.4-inch longer wheelbase than before, and measured 3.2 inches longer overall. Curb weight rose by 145 pounds. Interior dimensions changed only slightly, but trunk space expanded by nearly one cubic foot. Basic 2-door notchback styling continued from the 1992-96 generation, but traditional analogue gauges replaced vacuum-fluorescent instruments. Only base and SH editions went on sale, each equipped with a 2.2-litre 4-cylinder that employed Honda’s variable-valve-timing technology. Running on premium fuel, the engine developed 195 horsepower with 5-speed manual shift, but only 190 horses when equipped with an automatic transmission. Offered only on base Preludes, the automatic transmission gained a new manual-shift feature, called Sequential Sportshift. The gear selector lever could be left in Drive for regular automatic shifting, or tipped forward or backward to permit manual gear selection. The SH model went on sale first, equipped with a new Honda-developed system designed to combat the tendency of front-drive cars to plough, or under steer, when accelerating through a turn. Called the Active Torque Transfer System, it automatically distributed more of the engine’s power to outside front wheels when accelerating in a turn. That forced the outside front wheel to rotate up to 15 percent faster than the inside front wheel. The system could direct up to 80 percent of engine torque to a single wheel.
The MSDM fifth-generation Preludes also saw enhancements in the engine, with the full line now offering VTEC H22A4 engines, an evolution of the H22A1 with higher flowing heads, making 195 hp (145 kW; 198 PS) @ 7000 rpm and 156 lbf•ft (212 N•m) @ 5250 rpm from 1997 to 1999, and the same torque readings with 200 hp (149 kW; 203 PS) @ 7000 rpm from 1999 to 2001 with a compression ratio of 10.0:1. In some countries, the Prelude was also offered with a base 2.0 L 133 bhp (99 kW; 135 PS) engine.
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