By Jeremy Cato

In the fall of 1991, some of us thought Honda’s then-new four-wheel-steering system was mostly a gimmick. Just as we did when Honda introduced the first generation four-wheel system in the 1988 Prelude. Well, gimmick or not, four-wheel steering disappeared by the middle of the 1990s. But give credit to Honda for trying. The public, however, just never bought in to the idea.

I do recall spending time on a race track trying my level best to pick out that one discernable moment when the rear wheels of the 1992 Honda Prelude 4WS actually began steering. But I couldn’t; there was precious little steering feedback.

Honda’s then-new electronically-controlled four-wheel steering system was smooth, alright. Perhaps the reason lay in the differences between that system and the one used in the 1988 Prelude.

That 1988 system used a rear steering box controlled by a shaft from the front rack-and-pinion layout to steer the rear wheels. Honda’s engineers designed the system to enhance small steering movements (e.g., highway lane changes) by steering the rear wheel ever so slightly in the same direction as the front wheels. More dramatic turns of the steering wheel (parallel parking) would see the rear wheels straighten out, then turn in the opposite direction to the fronts.

This system was blessedly simple and worked very well as a parking convenience. But in the main, well… Frankly, this clever system had its drawbacks: heavy and with only a marginal improvement in steering response.

By the 1992 model year, Honda’s engineers had re-thought four-wheel steering. They scrapped the mechanical links (which basically had the rear wheels reacting to inputs directed at the front ones) and instead put a little computer-controlled electronic motor to work in the system. That motor steered the rear wheels by way of a separate recirculating drive and mechanical links.
Was it complex? Absolutely. Effective? Yes, indeed. Necessary? Not really.

As for the rest of the 1992 Prelude, the whole car was restyled and reengineered. The front-drive coupe looked much sleeker. Moreover, it became shorter and wider than its predecessor.

A decade ago, Honda sold three versions of the Prelude, with two engine choice: 2.2-litre four (135 hp.) and 2.3-litre twin-cam four (160 hp.). A 190-hp. VTEC engine arrived in 1993. Transmission choices were five-speed manual or four-speed automatic.

Used car buyers will find the Prelude a reliable and sporty two-door. Loads of fun to drive. But it’s not a big car. Space up front is adequate, but the back seat is for toddlers. The control layout is very good and a driver-side airbag was standard (passenger side optional). Anti-lock braking was also available on some models.

Where this generation Prelude really went off on a tangent was with the instruments. They looked to be inspired by a ‘62 Chevy Impala. Instruments were housed in a long, one-piece affair stretching from door to door with a big slit in the middle, into which all the car’s instruments were located. The control layout runs in a flat, horizontal line and is not at all driver-focussed.

And there was a mixture to be found in the instrumentation. The tachometer, speedometer, odometer and trip odometer all analogue, while the fuel and the temperature gauges were digital. Very odd. However, the low dashboard makes for excellent outward visibility.

If you can get past that dash, you’ll find an older sporty car with good fuel economy, smooth engine performance and poised handling. The four-speed automatic always had poor shift quality, so my choice would be the manual.

For two-door cars of this vintage, prices are not inexpensive. But they’re offset by high quality levels. For a fun, second-hand runabout, an older Prelude is a decent choice.

Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.