Back in 1987, if you told someone their car could steer with all four tires, they’d probably assume you were talking about a monster truck or some weird military prototype. Then the third-generation Honda Prelude hit the streets. It wasn't just another wedge-shaped coupe. It was a mechanical revolution. Honda Prelude 4 wheel steer (4WS) wasn't some gimmicky badge stuck on a trunk; it was a sophisticated piece of engineering that changed how we thought about physics on the asphalt.
Honestly, it's kinda wild how well it worked. You’re driving down a tight parking garage ramp, and suddenly this car feels half its actual length. Then you jump on the highway, lane-change at 70 mph, and the car moves laterally like a slot car. No body roll. No drama. Just pure, mechanical grip.
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Most people today associate 4WS with high-end Porsches or massive GMC Hummers with "Crab Walk" modes. But Honda did it first—and they did it without a single computer chip controlling the rear rack.
The Magic of the Mechanical Link
The third-gen (1988-1991) Honda Prelude 4 wheel steer system is a masterpiece of "analog" genius. While competitors like Mazda and Mitsubishi were playing around with complex electronic and hydraulic setups, Honda’s lead engineer, Shoichi Sano, took a different path. He wanted something that felt natural.
Basically, the steering wheel is connected to a long shaft that runs to a stroke-sensing gearbox in the back. It’s all metal and gears. No sensors to fry. No software to glitch.
Here is how the physics actually shake out: when you turn the steering wheel slightly (under 140 degrees), the rear wheels turn in the same direction as the front wheels. This stabilizes the car at high speeds. But, if you crank the wheel hard—like when you’re parallel parking—the rear wheels suddenly snap and turn in the opposite direction.
It’s a bit of a trip the first time you see it. You can get the rear wheels to kick out up to 5.3 degrees. That sounds small, but in the world of suspension geometry, it’s massive. It effectively shortens the wheelbase, making a U-turn feel like you're spinning on a dime.
Road & Track Proved It Was No Joke
People love to talk about "innovative" features that don't actually do anything. This wasn't that. In 1987, Road & Track put the 4WS Prelude through a literal ringer—the slalom test.
The results were embarrassing for everyone else.
The Prelude clocked a speed of 65.5 mph through the cones. To put that in perspective, it beat every single car tested that year. That includes the Ferrari 328 GTS. It even beat the Porsche 911 Turbo of that era. Imagine being a Ferrari owner and getting smoked in a handling test by a front-wheel-drive Honda with a sunroof and a cassette deck.
The secret wasn't raw power; the B20A engine was peppy but not a monster. The secret was that the rear end wasn't just "following" the front—it was actively participating in the corner.
The Transition to Electronic 4WS
When the fourth-generation Prelude arrived in 1992, Honda swapped the metal rods for wires. The 4WS became electronic.
Some purists hated it. They felt the "connected" vibe was gone. But honestly? The electronic system was arguably smarter. It used sensors to monitor vehicle speed and steering angle, allowing for much more precise adjustments. It could hold the wheels in phase (same direction) longer at high speeds to ensure the car stayed planted during emergency maneuvers.
If you've ever driven a 4th or 5th Gen (the "BB6" chassis) with 4WS, you know it feels different. It’s smoother. Less "mechanical" in its transition. But it also added weight and complexity. If an electronic 4WS sensor fails today, you’re looking at a light on the dash and a hunt for discontinued parts. The 3rd Gen guys? They just keep driving.
Why Did It Disappear?
You’d think a system that makes a car handle like a supercar would be on every Honda Civic and Accord today. It’s not.
Cost is the big one. Adding a second steering rack, shafts, and linkages is expensive. It adds weight. In the 90s, the 4WS option on a Prelude could add a significant chunk to the MSRP—sometimes over $1,000. For a "budget" sports coupe, that was a tough sell for most buyers who just wanted a cool-looking car to drive to work.
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Also, tires got better. Suspension geometry evolved. Engineers realized they could get 90% of the benefit of 4WS through clever multi-link rear suspension designs and better rubber compounds without the mechanical headache.
But 90% isn't 100%.
Living With a 4WS Prelude Today
If you’re looking to buy one, you need to know what you’re getting into.
First off, alignment is a nightmare. Most modern tire shops see a Honda Prelude 4 wheel steer roll into the bay and they want to lock the doors. You need a technician who knows how to center the rear rack before even touching the front. If the rear isn't perfectly centered, the car will "crab" down the road, meaning it drives slightly sideways even when the steering wheel is straight.
Parts are also becoming a ghost hunt.
- Rear tie rod ends are specific to the 4WS models.
- The rear steering boxes rarely fail, but when they do, you're scavenging eBay or junkyards.
- Bushings are mostly discontinued from Honda, so you’ll be looking at aftermarket polyurethane kits.
Despite the hassle, there is nothing like it. Taking a 3rd Gen Prelude onto a twisty backroad is a lesson in momentum. You don't have to fight the car into the apex. It just... arrives.
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Misconceptions That Need to Die
A lot of people think 4WS makes the car prone to spinning out. Total myth. Actually, the opposite is true. The same-direction steering at high speeds makes the car incredibly stable. It resists the "pendulum effect" that usually happens when you jerk the wheel to avoid a deer or a pothole.
Another one: "It's just more stuff to break."
On the mechanical 3rd Gen? Not really. It’s remarkably robust. On the 4th and 5th Gen electronic versions, yeah, you might deal with a faulty 4WS ECU or a bad motor, but even then, the systems are designed to fail-safe into a "straight ahead" position. You won't suddenly find your rear wheels turned sideways at 80 mph.
The Legacy of the Rear Rack
We’re seeing a massive resurgence of this tech now. The new Acura TLX has Precision All-Wheel Steer (P-AWS). Audi, BMW, and Lamborghini use it extensively.
But they all owe a debt to the Prelude. Honda proved that you could take a front-heavy, front-wheel-drive commuter car and make it dance. They showed that steering isn't just about where you point the nose—it's about how the entire body moves through space.
If you ever get the chance to drive a 1988-1991 Prelude 2.0Si with the 4WS badge on the B-pillar, take it. Don't worry about the lack of horsepower. Just find a series of tight corners and feel the back of the car rotate in a way that feels like magic.
How to Verify and Maintain a 4WS System
If you are currently looking at a used Prelude and want to make sure the system actually works, don't just take the seller's word for it.
- The Visual Test: Have someone sit in the car while it's parked. Have them turn the wheel from lock to lock. Watch the rear wheels. If they don't move, the system has been bypassed or "locked out" by a previous owner who didn't want to fix it.
- The "U-Turn" Test: Find a narrow street. A 4WS Prelude should be able to pull a U-turn in about 31 feet. A non-4WS model needs closer to 35. You will feel the difference immediately.
- Fluid Check: On the electronic models, check for the 4WS light on the dash. If it stays on, the system is in bypass mode. On mechanical models, check the boots on the rear rack for leaks, though they are grease-filled rather than hydraulic.
- Find a Specialist: Join groups like PreludePower or dedicated 3rd Gen forums. The collective knowledge there is better than any service manual you'll find at a generic parts store.
The Prelude was always the "gentleman’s" sport coupe. It was sophisticated, tech-heavy, and built with a level of precision that Honda was famous for in the late 80s. The 4-wheel steer system remains the crown jewel of that era—a reminder of a time when engineers were allowed to be weird and brilliant just for the sake of making a car handle better.
Actionable Next Steps for Enthusiasts:
- Audit your alignment: if you own a 4WS Prelude, find a shop that specializes in vintage Japanese imports to ensure your rear rack is centered.
- Inspect your boots: The rubber boots on the rear steering rack are prone to cracking after 30 years; replace them now to prevent road grit from destroying the internal gears.
- Hunt for spare parts: If you find a 4WS rear rack in a junkyard, buy it. They are becoming increasingly rare and are essential for keeping these cars on the road.