Honda I-VTEC For Sale

VTEC From Wikipedia, the free encyclopedia Jump to: navigation, search VTEC (Variable Valve Timing and Lift Electronic Control) is a valvetrain system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine. This system uses two camshaft profiles and electronically selects between the profiles. This was the first system of its kind. Different types of variable valve timing and lift control systems have also been produced by other manufacturers (MIVEC from Mitsubishi, AVCS from Subaru, VVTL-i from Toyota, VarioCam Plus from Porsche, VVL from Nissan, etc.). It was invented by Honda R&D engineer Ikuo Kajitani. Contents 1 History 2 DOHC VTEC 3 SOHC VTEC 4 VTEC-E 5 3-Stage VTEC 6 i-VTEC 6.1 K-series 6.2 R-series 6.3 i-VTEC VCM 6.4 i-VTEC i 7 AVTEC 8 VTEC in motorcycles 9 References 10 External links [edit] History VTEC, the original Honda variable valve control system, originated from REV (Revolution-modulated valve control) introduced on the CBR400 in 1983 known as HYPER VTEC. In the regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on a camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing refers to an angle measurement of when a valve is opened or closed with respect to the piston position (BTDC or ATDC). Lift refers to how much the valve is opened. Duration refers to how long the valve is kept open. Due to the behavior of the working fluid (air and fuel mixture) before and after combustion, which have physical limitations on their flow, as well as their interaction with the ignition spark, the optimal valve timing, lift and duration settings under low RPM engine operations are very different from those under high RPM. Optimal low RPM valve timing, lift and duration settings would result in insufficient filling of the cylinder with fuel and air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve timing, lift and duration settings would result in very rough low RPM operation and difficult idling. The ideal engine would have fully variable valve timing, lift and duration, in which the valves would always open at exactly the right point, lift high enough and stay open just the right amount of time for the engine speed in use. VTEC was initially designed to increase the power output of an engine to 100 PS/liter or more while maintaining practicality for use in mass production vehicles. Some later variations of the system were designed solely to provide improvements in fuel efficiency, or increased power output as well as improved fuel efficiency. In practice, a fully variable valve timing engine is difficult to design and implement. The opposite approach to variable timing is to produce a camshaft which is better suited to high RPM operation. This approach means that the vehicle will run very poorly at low RPM (where most automobiles spend much of their time) and much better at high RPM. VTEC is the result of an effort to marry high RPM performance with low RPM stability. Additionally, Japan has a tax on engine displacement, requiring Japanese auto manufacturers to make higher-performing engines with lower displacement. In cars such as the Toyota Supra and Nissan 300ZX, this was accomplished with a turbocharger. In the case of the Mazda RX-7 and RX-8, a rotary engine was used. VTEC serves as yet another method to derive very high specific output (power/unit displacement) from smaller-displacement engines. [edit] DOHC VTEC The VTEC system is a simple method of endowing the engine with multiple camshaft profiles optimized for low and high RPM operations. Instead of one cam lobe actuating each valve, there are two: one optimized for low-RPM stability & fuel efficiency; the other designed to maximize high-RPM power output. Switching between the two cam lobes is controlled by the ECU which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed and throttle position. Using these inputs, the ECU is programmed to switch from the low lift to the high lift cam lobes when the conditions mean that engine output will be improved. At the switch point a solenoid is actuated which allows oil pressure from a spool valve to operate a locking pin which binds the high RPM cam follower to the low RPM ones. From this point on, the poppet valve opens and closes according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load. The switch back from high to low RPM cams is set to occur at a lower engine speed than the up-switch to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point. Introduced as a DOHC system in the 1989 Honda Integra and Civic CRX SiR (Japan) and 1.6i-VT (Europe) models, which used a 160 bhp (120 kW) variant of the B16A engine. The US market saw the first VTEC system with the introduction of the 1991 Acura NSX, which used a 3 liter DOHC VTEC V6 with 280 bhp (210 kW). DOHC VTEC engines soon appeared in other vehicles, such as the 1992 Acura Integra GS-R (B17A1 1.7 liter engine). And later in the 1992 Honda Prelude VTEC (H22A 2.2 liter engine with 195 hp) and Honda Del Sol VTEC (B16A 1.6 liter engine). The Integra Type R (1997–2001) available in the Japanese market produces 200 bhp (149 kW; 203 PS) using a B18C5 1.8 liter engine. Honda has also continued to develop other varieties and today offers several varieties of VTEC, such as i-VTEC and i-VTEC Hybrid. [edit] SOHC VTEC As popularity and marketing value of the VTEC system grew, Honda applied the system to SOHC (Single Over Head Cam) engines, which share a common camshaft for both intake and exhaust valves. The trade-off was that Honda's SOHC engines only benefitted from the VTEC mechanism on the intake valves. This is because VTEC requires a third center rocker arm and cam lobe (for each intake and exhaust side), and in the SOHC engine, the spark plugs are situated between the two exhaust rocker arms, leaving no room for the VTEC rocker arm. Additionally, the center lobe on the camshaft can only be utilized by either the intake or the exhaust, limiting the VTEC feature to one side. However, beginning with the J37A4 3.7L SOHC V6 engine introduced on all 2009 Acura TL SH-AWD models, SOHC VTEC was incorporated for use with intake and exhaust valves. The intake and exhaust rocker shafts contain primary and secondary intake and exhaust rocker arms, respectively. The primary rocker arm contains the VTEC switching piston, while the secondary rocker arm contains the return spring. The term "primary" does not refer to which rocker arm forces the valve down during low-RPM engine operation. Rather, it refers to the rocker arm which contains the VTEC switching piston and receives oil from the rocker shaft. The primary exhaust rocker arm contacts a low-profile camshaft lobe during low-RPM engine operation. Once VTEC engagement occurs, the oil pressure flowing from the exhaust rocker shaft into the primary exhaust rocker arm forces the VTEC switching piston into the secondary exhaust rocker arm, thus locking both exhaust rocker arms together. The high-profile camshaft lobe which normally contacts the secondary exhaust rocker arm alone during low-RPM engine operation is able to move both exhaust rocker arms together which are locked as a unit. The secondary intake rocker arm contacts a low-profile camshaft lobe during low-RPM engine operation. Once VTEC engagement occurs, the oil pressure flowing from the intake rocker shaft into the primary intake rocker arm forces the VTEC switching piston into the secondary intake rocker arm, thus locking both intake rocker arms together. The high-profile camshaft lobe which normally contacts the primary intake rocker alone during low-RPM engine operation is able to move both intake rocker arms together which are locked as a unit. The difficulty of incorporating VTEC for both the intake and exhaust valves in a SOHC engine has been removed on the J37A4 by a novel design of the intake rocker arm. Each exhaust valve on the J37A4 corresponds to one primary and one secondary exhaust rocker arm. Therefore, there are a total of twelve primary exhaust rocker arms and twelve secondary exhaust rocker arms. However, each secondary intake rocker arm is shaped similar to a "Y" which allows it to contact two intake valves at once. One primary intake rocker arm corresponds to each secondary intake rocker arm. As a result of this design, there are only six primary intake rocker arms and six secondary intake rocker arms. [edit] VTEC-E See also: :ja:VTEC-E It is a version of SOHC VTEC, which was used to increase efficiency at low RPM. At low RPM, one of the two intake valves is only allowed to open a very small amount, increasing the fuel/air atomization in the cylinder and thus allowing a leaner mixture to be used. As the engine's speed increases, both valves are needed to supply sufficient mixture. A sliding pin, which is pressured by oil, as in the regular VTEC, is used to connect both valves together and allows the full opening of the second valve. [edit] 3-Stage VTEC Main article: 3-stage VTEC It is a version using 3 different cam profiles to control valve timing and lift. At about 1000-3000 RPM's, only one intake valve and both exhaust valves are used for fuel economy; at 3000-5400 RPM's, two intake valves and two exhaust valves are used; at 5500-7000 RPM's, the VTEC cam profile is used to increase power. [edit] i-VTEC See also: :ja:i-VTEC (intelligent-VTEC)[1] introduced continuously variable camshaft phasing on the intake cam of DOHC VTEC engines. The technology first appeared on Honda's K-series four cylinder engine family in 2001 (2002 in the U.S.). In the United States, Honda first debuted the technology on the 2003 Honda Civic Si EP3 with the economy version. Valve lift and duration are still limited to distinct low- and high-RPM profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees (depending upon engine configuration) during operation. Phase changes are implemented by a computer controlled, oil driven adjustable cam gear. Phasing is determined by a combination of engine load and rpm, ranging from fully retarded at idle to somewhat advanced at full throttle and low RPM. The effect is further optimization of torque output, especially at low and midrange RPM. [edit] K-series Main article: Honda K engine The K-Series motors have two different types of i-VTEC systems implemented. The first is for the performance motors like in the RSX Type S or the Civic Si and the other is for economy motors found in the CR-V or Accord. The performance i-VTEC system is basically the same as the DOHC VTEC system of the B16A's; both intake and exhaust have 3 cam lobes per cylinder. However the valvetrain has the added benefit of roller rockers and continuously variable intake cam timing. Performance i-VTEC is a combination of conventional DOHC VTEC with VTC. The economy i-VTEC is more like the SOHC VTEC-E in that the intake cam has only two lobes, one very small and one larger, as well as no VTEC on the exhaust cam. The two types of motor are easily distinguishable by the factory rated power output: the performance motors make around 200 hp (150 kW) or more in stock form and the economy motors do not make much more than 160 hp (120 kW) from the factory. [edit] R-series Main article: Honda R engine The new SOHC i-VTEC implementation is an entirely new implementation that was first introduced on the 2006 Honda Civic's R-series four cylinder SOHC engines. This implementation uses the so-called "fuel economy cam" and "high output cam" on one of the two intake valves of each cylinder (another intake valve is fixed). The "fuel economy cams" are designed to retard the closure of one intake valve and are activated between 1000-3500 RPM and under low load conditions. When "fuel economy cams" are activated, the intake valve closes well after the piston has started moving upwards in the compression stroke. During this time, the drive-by-wire throttle valve is open wider than normal. Due to the delayed closing of intake valve, a part of the intake mixture that has entered the combustion chamber is forced out again into the intake manifold. That way, the engine "emulates" a lower displacement than its actual one (its operation is also similar to an Atkinson cycle engine, with uneven compression and combustion strokes), which reduces pumping losses thus reducing fuel consumption and increases its efficiency. VTEC-off on the R18A means it can be considered to be running "high output cams". When the right conditions are achieved for fuel economy, VTEC engages the 2nd set, the 'low' or 'economy' cams. Thus VTEC-on on the R18A means it is running low cams. According to Honda, this measure alone can reduce pumping losses by 16%. Under heavier loads, the engine switches back into its "high output cams", and it operates like a regular 4 stroke Otto cycle engine. This implementation of i-VTEC was initially introduced in the R18A1 engine found under the hood of the 8th generation Civic, with a displacement of 1.8 L and an output of 140 PS (100 kW; 140 hp). Recently, another variant was released, the 2.0 L R20A2 with an output of 150 PS (110 kW; 150 hp), which powers the EUDM version of the all-new CRV. SOHC i-VTEC With the continued introduction of vastly different i-VTEC systems, one may assume that the term is now a catch-all for creative valve control technologies from Honda. [edit] i-VTEC VCM In 2003, Honda introduced an i-VTEC V6 (an update of the J-series) that includes Honda's cylinder deactivation technology which closes the valves on one bank of (3) cylinders during light load and low speed (below 80 km/h (50 mph)) operation. The technology was originally introduced to the US on the Honda Odyssey minivan, and can now be found on the Honda Accord Hybrid, the 2006 Honda Pilot, and the 2008 Honda Accord. i-VTEC VCM was also used in 1.3L 4-cylinder engines used in Honda Civic Hybrid.[2] [edit] i-VTEC i It is a version of i-VTEC with direct injection. It was first used in 2003 Honda Stream. [edit] AVTEC The AVTEC (Advanced VTEC) engine was first announced in 2006.[3] It combines continuously variable valve lift and timing control with continuously variable phase control. Honda originally planned to produce vehicles with AVTEC engines within next 3 years. Although it was speculated that it would first be used in 2008 Honda Accord, the vehicle instead utilizes the existing i-VTEC system. A related US patent (6,968,819) was filed in 2005-01-05.[4][5] [edit] VTEC in motorcycles Apart from the Japanese market-only Honda CBR400F Super Four HYPER VTEC,[6] introduced in 1983, the first worldwide implementation of VTEC technology in a motorcycle occurred with the introduction of Honda's VFR800 sportbike in 2002. Similar to the SOHC VTEC-E style, one intake valve remains closed until a threshold of 7000 rpm is reached, then the second valve is opened by an oil-pressure actuated pin. The dwell of the valves remains unchanged, as in the automobile VTEC-E, and little extra power is produced but with a smoothing-out of the torque curve. Critics maintain that VTEC adds little to the VFR experience while increasing the engine's complexity. Honda seem to agree: their VFR1200, a model announced in October 2009 to replace the VFR800, abandons the V-TEC concept in favour of a large capacity narrow-vee "unicam" (i.e. sohc) motor. [edit] References ^ "acura.com". acura.com. http://www.acura.com/index.aspx?initPath=TSX_Learn_FeaturesOptions_Performance_Engine_iVTEC. Retrieved 2010-12-04.  ^ "Honda Civic Hybrid Technology". Autospeed.com. http://autospeed.com/cms/title_Honda-Civic-Hybrid-Technology/A_3067/article.html. Retrieved 2010-12-04.  ^ Nunez, Alex (2006-09-25). "Honda reveals the Advanced VTEC engine". Autoblog.com. http://www.autoblog.com/2006/09/25/honda-reveals-the-advanced-vtec-engine/. Retrieved 2010-12-04.  ^ Tan, Paul. "Honda Files Advanced VTEC Patent". Paultan.org. http://paultan.org/2007/04/17/honda-files-advanced-vtec-patent/. Retrieved 2010-12-04.  ^ "A-VTEC Details Break Cover at USPTO; TOV Analyzes". Vtec.net. http://www.vtec.net/news/news-item?news_item_id=659664. Retrieved 2010-12-04.  ^ "Honda Worldwide | Technology Close-up". World.honda.com. http://world.honda.com/motorcycle-technology/vtec/p3.html. Retrieved 2010-12-04.  "Technology Close-up". Honda Motor Co., Ltd.. 2004. http://world.honda.com/motorcycle-technology/vtec/. Retrieved 2006-07-25.  "The VTEC Engine". Honda Motor Co., Ltd.. 2006. http://world.honda.com/history/challenge/1989vtecengine/index.html. Retrieved 2004-11-16.  "Honda Worldwide Technology Closeup". Honda Motor Co., Ltd.. 2004. http://world.honda.com/motorcycle-technology/vtec/p3.html. Retrieved 2007-07-12.  "Honda Worldwide IVTEC Video". Honda Motor Co., Ltd.. 2009. http://world.honda.com/HDTV/news/2003-4031127a/. Retrieved 2009-05-17.  [edit] External links Honda tech pages: VTEC, i-VTEC DOHC, S2000 2.0L DOHC VTEC, Type-R 2.0L DOHC i-VTEC, 2.0L DOHC i-VTEC I, V6 3.0L i-VTEC, V6 3.5L VTEC Honda Technology Picture Book, VTEC Honda's i-VTEC I Direct Injection Engine-virus on this site Temple of VTEC Asia Special Feature : The Basic VTEC Mechanism What is VTEC? 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Type R GT is available in the following engine and ... Engine size, fuel type & transmission, OTR price, MPG ... 2.0 i-VTEC (Petrol) Manual, £21,725, 31, 215, K £550, ... www.honda.co.uk/cars/civictyper/ Offers | Civic Type R | New Cars | Honda (UK) ... Take home a new Honda Civic 2.0 i-VTEC Type R GT or 2.0 i-VTEC Type R Mugen 200 and enjoy all three of these offers for up to three years. ... www.honda.co.uk/cars/civictyper/offers Honda Civic Type R | Corporate Sales | Cars | Honda (UK) ... Type R GT - 2.0 i-VTEC (Petrol) Manual. Comfort and Convenience. ... Wheels, 18 x 7 1/2J. Type R Mugen 200 - 2.0 i-VTEC (Petrol) Manual. Comfort and Convenience. ... www.honda.co.uk/cars/corporatesales/viewrange/civictyper/ Honda Civic Type R | Book Test Drive | Specification, Finance & ... ... Type R GT is available in the following engine and ... Engine size, fuel type & transmission, OTR price, MPG ... 2.0 i-VTEC (Petrol) Manual, £21,725, 31, 215, K £550, ... www.honda.co.uk/cars/civictyper/modelgrades [PDF] TYPE R ... At the heart of the Type R is a naturally aspirated 2.0 i-VTEC engine, capable of sending it from 0-62mph in only 6.6 seconds. ... Page 9. 2.0 i-vTEc TYPE R gT ... www.honda.co.uk/cars/_assets/downloads/civictyper/Civic_TypeR.pdf Honda Civic Type R | Book Test Drive | Specification, Finance & ... ... Type R GT is available in the following engine and ... Engine size, fuel type & transmission, OTR price, MPG ... 2.0 i-VTEC (Petrol) Manual, £21,725, 31, 215, K £550, ... www.honda.co.uk/cars/civicTyper/ Honda Civic Type R | Book Test Drive | Specification, Finance & ... ... The CTR - as it becomes known by enthusiasts - is powered by a 2.0-litre i-VTEC engine that produces 197bhp at 7400rpm. The Civic Type R goes on to sell over ... www.honda.co.uk/cars/civictyper/theendisnear Performance | Top Features | Civic Type R | New Cars | Honda (UK) ... Directly inspired by our success in Fomula–1, the Type R’s 2.0 litre i–VTEC petrol engine delivers a truly breathtaking performance. ... www.honda.co.uk/cars/civictyper/performance Current offers | Corporate Sales | Cars | Honda (UK) ... Civic 1.8 i-VTEC Ci Man 5dr, £239. Civic 1.8 i-VTEC ES Auto 5dr, £259. Civic 2.0 i-VTEC Type R GT (LSD) Man 5dr, £299. Insight 1.3 IMA SE, £215. ... www.honda.co.uk/cars/corporatesales/currentoffers/ Honda CR-V | Corporate Sales | Cars | Honda (UK) ... fuel type & transmission, OTR, P11d price, CO 2 (g/km), BIK (%), Monthly tax liability (20% / 40%), Full economy (combined), VED band/ UK road-tax, 2.0 i-VTEC Manual ... www.honda.co.uk/cars/corporatesales/viewrange/cr-v/ Previous Next 1 2 3 Top results from the rest of Honda UK Motorcycles 0 results Your search - Type R 2.0 i-VTec - did not match any pages in this section. ATV 0 results Your search - Type R 2.0 i-VTec - did not match any pages in this section. Marine 0 results Your search - Type R 2.0 i-VTec - did not match any pages in this section. Lawn & Garden 0 results Your search - Type R 2.0 i-VTec - did not match any pages in this section. Energy 0 results Your search - Type R 2.0 i-VTec - did not match any pages in this section. 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Report this review I love my Prelude more than my other half, by a long way! the only thing the break on it was the dizzy. never let me down and its as quick as hell, looks great drives great performs great all in all its better in my opinion than most cars on the road today. gotta love the VTEC! Read Guest's full review and ratings (58 words) Guest 14th Jul 2010 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review what can i say 2.2 vtec power all the electics roof mirrors and windows digital climate control cruise conrol and prob one of the best driving positions you can get in a car and all for under £1500 ..highly recomended to anyone who wants a fast comfotable and 100% reliable car buy one now you will not regret it Read Guest's review (56 words) Guest 17th Feb 2010 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review "Luxury Integra Type-R" Car is quicker than new Type R, Low slung with not much body roll, great in corners, Climate Control, Full Electro-Luminescent Dash is Awesome. Glove box is literally a glove box (ie big enough for one glove)Rear seats are only good for double amputees. Best fuel consumption 35 mpg, but this did include some fun driving. Honda reliability and soooo cheap second hand..... pick one up whilst demand is low. Read Guest's review (73 words) Guest 27th Nov 2009 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review mine is a 92 vtec 5speed manual. recently bought it and is easily best car i have owned the mods were already there poddy extractors big bore lowered raced a r32 2.0 ltr n/a and utterly blitz it gotta love vtec these cars are stunning no need for a bodykit only gripes is backseats are useless lol other than that preludes are great and sound awesome 5/5 shows the honda haters whos boss haha Read Guest's review (72 words) Guest 6th Oct 2009 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review it would never trade my prelude for no other car if and when i die i want to buried in it Read Guest's review (21 words) Guest 3rd Oct 2009 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review i love these cars,only down side to them ive found is the need to fill her up loads,i use vpower to so it isnt cheap but hey whats the point of haveing something cheap to run and horid to drive,when you can have one of these which leaves you smileing 1000% of the time ha ha ha,it defo turns heads to,even as standard as mine is apart from the lexus lights etc,for now, Read Guest's review (78 words) Guest 28th May 2009 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review my Honda Prelude 2.2i VTEC is rapid Read Guest's review (7 words) satansangel2008 26th May 2009 Reviewer rating: satansangel2008's review has yet to be rated - Be the first! Report this review i now own my first honda prelude,all i can say about the car is,wow he he he,its an amazing car to look at and drive,ive got the jap inport version,for a car of its age to look in my opinion better than most of the newer car is great,it still turns head everywhere i go,and knowing i have nearly 200 bhp to play nice with is fantastic.its a joy to see cars behind me vanish from stand still,i will defo be getting another when the sad days of the scrap yards come,only problem i have with it is the b ... Read satansangel2008's review (160 words) robvtec 4th Apr 2009 Reviewer rating: robvtec's review has yet to be rated - Be the first! Report this review want a cheap relatively fast sports coupe that handles well looks good and sounds awesome then the Honda Prelude 2.2i VTEC is definitely the car to have. solid h22 engine very reliable used in 5th gens too and accord type rs and prelude type s 0-62 in 7.1 secs high revving engine ,strong power after 5krpm ,great handling with 4ws ,although good without ,183 bhp at the fly standard ,fully electric ,high spec ,cheap lol ,remember this is a 4 cylinder n/a car Read robvtec's review (104 words) BookhimDanno 24th Jan 2009 Reviewer rating: BookhimDanno's review has yet to be rated - Be the first! Report this review I bought my Honda Prelude 2.2i VTEC a few years ago with the idea that it would make a good 'Rally Car' for non forest single venue tarmac rallies. I stripped out the interior, fitted a cage and all the required safety items, fitted a high flow air filter and a decent exhaust manifold and left everything else totally standard. In November 2008 did my first rally in it. There were 80 starters including some very exotic cars and we finished the 8 rough stages in 30th place overall on an event that ... Read BookhimDanno's review (236 words and 1 comment) Hidz Makino 24th Dec 2008 Reviewer rating: Hidz Makino's review has yet to be rated - Be the first! Report this review It has some unexpected surprises. Seat on driver's side has inflating cushion, and mm precision back rest. The rear speakers are at the perfect angle for sound, the small cabin enables great audio quality, and compared to modern cars, its easy to install ICE. Read Hidz Makino's review (87 words) snowleopard 2nd Sep 2008 Reviewer rating: snowleopard's review has yet to be rated - Be the first! Report this review I have owned and driven many cars but few put a smile on my face in the way a 4th generation Honda Prelude does. I have just sold my BB4 2.2 VTEC import as two adults, three kids and 1 large dog do not fit! But I was gutted to see it go. Mine was highly customised with paint job, aftermarket alloys, lowered, custom exhaust etc etc etc, but you don't need all that to enjoy the wonderful lines of the car, the superb performance, the great sound, the tight handling. You only need around £180 ... Read snowleopard's review (192 words) Guest 7th Aug 2008 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review I love my prelude, I've had it for 2 years and its never let me down and it looks great (much better than a Toyota Celica and way cooler than some naff hot hatch). With neally 200bhp on tap its still as quick as most modern compotition. Just buy one you won't be sorry! Read Guest's review (81 words) mastacutz 16th May 2008 Reviewer rating: mastacutz's review has yet to be rated - Be the first! Report this review An awesome, awesome car. Back in 2000 a friend of mine showed me his imported Prelude. Never seeing one before, I took one look at the EL back-lit dashboard....I was in love On my second prelude now, a BB4 lightweight-edition, no ABS/TCS/4WS/sunroof/cruise. A lot of people say the 4wheel-steering version is better but thats silly, the 4wd makes the lude too twitchy. Remove it. All I can say is if you buy a prelude you'll not be disappointed! Everytime I get in my lude all I can do is smile; the ... Read mastacutz's review (243 words) Guest 30th Jan 2008 Reviewer rating: Guest's review has yet to be rated - Be the first! Report this review My Honda Prelude which my dad gave me is great, even though its a k reg it still runs and looks great, even being an automatic, it still as a lot of power off the mark. Top car, hate driving the family car (Renault Scenic) after driving my beast of a prelude. Read Guest's review (61 words) prelude1981 25th Dec 2007 Reviewer rating: prelude1981's review has yet to be rated - Be the first! Report this review Great car to own. Drives you crazy!!!!!! Sexy sports car. Read prelude1981's review (88 words) oye 27th Nov 2007 Reviewer rating: oye's review has yet to be rated - Be the first! Report this review I love the Honda Prelude - it shocks a lot of people at lights with it's looks. Read oye's review (24 words) AlanWhelan 6th Nov 2007 Reviewer rating: AlanWhelan's review has yet to be rated - Be the first! Report this review Amazing Car overall. Read AlanWhelan's review (41 words) ilfotb 30th Sep 2007 Reviewer rating: ilfotb's review has yet to be rated - Be the first! Report this review Overall the best. This is my 2nd Honda Prelude with a 3 year ownership gap. Read ilfotb's review (24 words) 12volt 11th Sep 2007 Reviewer rating: 12volt's review has yet to be rated - Be the first! Report this review The Honda Prelude is a dream to drive it grips well, plenty of power when needed, it always turns heads young and old people alike looks stunning for an old car Brilliant car - buy one! Read 12volt's review (181 words) Share this page: Del.icio.us Furl My Yahoo Digg Google StumbleUpon Facebook Share this Honda Prelude 2 2 Vtec Honda Prelude Performance Honda Prelude Specs Honda Prelude Reviews Honda Prelude Body Kits Honda Prelude Parts Used Honda Prelude for Sale Honda Prelude Owners Club Honda Prelude Owners Club UK Honda Prelude Vtec Information Fast Cars Ferrari 2 Fast 2 Furious Auto Trader Honda CRX Nissan Skyline Mercedes Lamborghini Gallardo Honda Vtec Engines Toyota Supra Enzo Ferrari More from Review Centre Review Centre Deals "Save up to 20% on your day to day shopping with ReviewCentre Deals. 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The Honda engine gives us more of what we love as sports car enthusiasts. The advantages are increased horse power and reliability over 200HP. This together with a standard 6 speed close ratio gearbox clinches the deal. Japanese specification engines also include a limited slip differential as standard. The Honda i-VTEC as distinct from the earlier VTEC engine gives us much smoother power delivery with the i-VTEC system varying the duration of the intake cam by as much as 50 degrees continually, throughout the entire rev range, to produce a much smoother, controlled power delivery, as well as making substantially greater low and midrange RPM torque than the old VTEC system. i-VTEC is the cutting edge of engine technology today. Producing 130 HP per litre at 7500 RPM is an achievement no other car manufacturer has attained. Brooke Kensington Ltd, Unit E6, Telford Road, Bicester, Oxfordshire, OX26 4LD.. TEL : (01869) 325551 FAX : (01869) 322164