Power Pages: 1995 Honda Prelude SE

Owner: Eric Bailey
Dynamometer model: SP Engineering Dynojet Chassis Dyno 248E

DYNO1
BASELINE
Air Temp @ 68 Degrees Fahrenheit

Peak HP. 122.1
Peak TQ. 124.8

Baseline Horsepower: 122.1
Baseline Torque: 124.8

PROS
The 1992-'96 Honda Prelude was an exceptional vehicle for its time, but its hefty price tag made it out of reach for most. And with the 1992-'95 Honda Civic Si at nearly half the price and almost equal performance, often many overlook the Prelude. However, the Prelude was an exceptional vehicle with an exceptional H-series powerplant. The same powerplant that helped propel Stephan Papadakis to an eight-second territory in a front-wheel drive, tube-frame Civic. The non-VTEC H23 engine found in the Prelude Si and SE was the largest displacement four-cylinder that Honda offered. The great thing about the H23 engine is the amount of torque it produced (156 lb-ft). Honda rated the H23 engine at 160 horsepower at the flywheel.

CONS
As mentioned earlier, the downside of the Prelude was its price tag. As each year passed, the price tag rose and by the time the 1996 model rolled around the price escalated to $30K. Putting another wrench in the whole deal were the cramped quarters of the Prelude. Although it had four seats, fitting two passengers in the rear was practically impossible.

DYNO NOTES
We were rather skeptical about dynoing a vehicle with such high mileage (240,000 miles) but we were confident in the Honda powerplant. The Honda ran extremely well and also showed good figures on the dyno. The Prelude generated 122.1 horsepower and 124.8 lb-ft of torque to the wheels.

DYNO2
AEM cold-air intake
Air temp @ 69 Degrees Fahrenheit
Temperature difference from previous run: +1 degree Fahrenheit

Peak HP. 124.9
Peak TQ. 127.9

PROS
The AEM cold-air intake performed well throughout the entire rpm band but shined at the top-end. Gains as large as seven horsepower were witnessed on the dyno. Torque gains were also substantial throughout the powerband with gains of five to six lb-ft from 5500 rpm all the way to redline.

CONS
Installing the AEM system requires the removal of the air box located in the bumper well on the passenger side. Getting to the bolts to remove the box is not that easy with the cramped space behind the bumper, so you better have small hands. The other choice is to completely remove the bumper.

PARTS INCLUDE
Aluminum intake piping, four-inch cone filter, misc. rubber hoses, hose clamps, misc. hardware, license plate, stickers and instructions.

TOOLS REQUIRED FOR INSTALL
10- and 12mm sockets, ratchet, extensions, standard and Phillip screwdrivers, needle nose pliers.

DYNO NOTES
By monitoring the coolant and ambient air temperatures, we are able to perform more accurate A and B testing.

DYNO3
Skunk2 Exhaust
Air temp @ 70 Degrees Fahrenheit
Temperature difference from previous run: +1 degree Fahrenheit

Peak HP. 130.2
Peak TQ. 130.4

PROS
The Skunk2 exhaust system made the most significant gain of the three products. The H23 is a heavy breather and the stock system was not up to par with the small diameter piping. With the Skunk2 exhaust system in place the Prelude sang to full song with gains as high as eight horsepower and six lb-ft of torque.

CONS
The exhaust system is obviously louder than the stock system but the system comes with a silencer to further muffle the sound.

PARTS INCLUDE
Polished stainless steel exhaust system, gaskets, nuts and bolts.

TOOLS REQUIRED FOR INSTALL
14mm sockets, ratchet and three-inch extension.

DYNO NOTES
Prior to removing the exhaust nuts on the system, soak them with WD-40 to prevent stripping. Also make sure the exhaust has cooled off enough before trying to remove the system.

DYNO4
DC Sports 4-2-1 Header
Air temp @ 76.5 Degrees Fahrenheit
Temperature difference from previous run: 1.5 Degrees Fahrenheit

Peak HP 134.1
Peak TQ 135.2

PROS
DC Sports has found a proven design and incorporated it into the entire Honda line-up. The header gains throughout the powerband with gains as high as four horsepower and four lb-ft of torque.

CONS
It's hard to think of any drawbacks of installing the DC Sports header. Besides coughing up the money to purchase the unit, we can't see any negatives.

PARTS INCLUDE
Two-piece ceramic header, misc. gaskets and bolts.

TOOLS REQUIRED FOR INSTALL
12- and 14mm sockets, ratchet, six-inch extension, 12- and 22mm wrenches.

DYNO NOTES
Although replacing the header is a straight R&R affair, the weathered nuts and bolts are prone to stripping. Using a little anti-seize prior to installation will help prevent further stripping.

Install time: 1hour

NOTE
With all the power the Prelude is generating, the Honda will not be complete without help in the style department. Our tester was equipped with a set of 18-inch RH Evolution C3 wheels wrapped with 225/40 Fusion gumballs. Closing up the wheel gap is a set of Skunk2 coilover kits. The Prelude now flaunts style and speed in one complete package.

CONCLUSION
We were surprised at how well the Prelude performed with the bolt-ons. At 6200 rpm the Prelude made an additional 19.4 horsepower with the bolt-ons versus with stock units in place. From all the normally aspirated vehicles we have tested at ImportTuner, we have never seen a vehicle make as much power as the Prelude.