precise as the Prelude, particularly the Prelude Si and VTEC. Although our test car

exhibited traces of understeer--the tendency for the car to continue straight when it's

pushed too hard in a corner--it was easily controlled by a slight lift on the throttle,

bringing the nose of the car back on line.

Understeer is common to all front-drive cars, but the Prelude's suspension system

minimizes it more than most, if not all.

The power rack and pinion steering complements the Prelude's gunfighter reflexes with

a light touch, yet very good communication to the driver concerning where the front

wheels are pointing.

Considering its athletic nature, the Prelude's ride quality is remarkably supple,

something that can't be said for some sport coupes. The basic S model is the most

civilized member of the tribe in this respect, but there's nothing harsh about that

behavior of the Si or VTEC, even on rough surfaces.

While spring rates aimed at ride comfort also yield some body roll in maximum

cornering situations, it's well controlled and difficult to perceive from inside the

car.

Something else that's hard to perceive inside the car is noise. The VTEC engine emits

a sophisticated snarl when it hits the edge of its power zone--from 6200 rpm on up--but

Preludes are otherwise remarkably quiet as sport coupes go.

Wind noise is all but absent, even at high speeds, and there's enough elasticity in

the suspension bushings to keep road noise transmission--through the suspension

components--at a minimum.

Braking performance is the final key component in a world class sport coupe, and the

Prelude family--particularly the potent VTEC--is among the best of its breed.

All three models have disc brakes on all four wheels, a better bet for fade

resistance, and as noted the Si and VTEC include antilock as standard equipment.

Because of its higher top speed potential, the VTEC also has larger front rotors with

bigger calipers and pads.