The last generation (1992-96) Honda Prelude was not the most popular of this model that was introduced almost 20 years ago.

Sure, it was a lot of fun and a very good performer by most objective measures, but some of its design details were a bit strange. Like the little plastic snorkels in the front. Or the tall wedge-shaped taillights. Or the weird electronic dashboard. Plus the fact that the back seat was not the roomiest place for a full-grown adult to spend much time in.

The new '97 Prelude owes as much to the second-last generation model as it does to the most recent, and, no surprise, the short-comings of the '96 have been mostly corrected.

In fact, the look of the new one is quite retro. It is not quite as flowing and racy as the last one; the roofline looks higher and longer, for one thing, and the front end looks more chunky and squared off than the wedgier last generation did. With headlights about as tall as they are wide, the opinions on its appearance are widely varying. I neither love it nor hate it.

However, I do rather like the Prelude's performance. That is one area the previous model excelled in, and, naturally enough, that hasn't changed, except for the better in one aspect.

The engine is mostly the same, if you go by its specifications, a 2.2-litre, twin-cam 16-valve four with Honda's VTEC variable valve timing system and twin balance shafts, pumping out 195 horsepower. It was an option before, but now it's the only one available.

Actually, it has been extensively redesigned with the objective of reducing its noise output.

Changes include a new cast aluminum oil pan, a quieter exhaust system, a new piston design and a redesigned engine block.

Even though the sound of this engine as it approaches the 7,000 rpm power peak under full throttle is one of the most hair-raising you will hear this side of a race track, it is a bit more quiet and smooth than the last model.

While the 5-speed manual transmission backing it up is pretty much the same (with improved synchronizers), the available 4-speed automatic is all new. Honda has joined the ranks of manufacturers offering autoboxes that encourage shifting manually, kind of a "best of both worlds" situation for those who don't want a clutch to deal with.

The new transmission is claimed to be smoother, faster and more efficient than before. And the driver need only move the gearshift over to the "Sequential SportShift" mode, and shifts can be made up or down like a motorcycle. One push either way equals one gear change. And like other Honda automatics, this one has Grade Logic Control to minimize ratio-hunting on hills.

Even bigger news is something called the "Active Torque Transfer System", available on the Type SH (literally, Super Handling) model. To understand how it works, you need to know the great truism about front-wheel drive cars like the Prelude - that they will understeer given half a chance, as in aggressive driving.

Unlike a traction control system that will limit power to a spinning wheel, the ATTS system will take the same computer-generated measurements of driver inputs and vehicle status data and increase power to the wheel with the most traction in theory - the outside front one.

It's a complicated system, mechanically, with clutches, gears and solenoids, but to simplify a description of it, its performance can be likened to the way a tracked vehicle like a bulldozer turns. In any case, we can report that it works very well, indeed. The Prelude so equipped is doubtless the best-handling front-wheel drive car anywhere in my experience, which of course is an enhancement to safety as well as performance. The Type SH so equipped costs CAN$4,000 more than the regular Prelude with manual transmission; automatic is available only on the base model.

The rest of the Prelude's mechanical package includes 4-wheel double wishbone suspension (redesigned for more stability), a more responsive effort-sensing power steering system, 205/50 VR16 tires, firmer-feeling brakes (with ABS), and a lighter-feeling clutch. Honda has spared no effort in refining the Prelude's performance capabilities. In fact, all that we would ask for would be the shift linkage from the Acura Integra GS-R and NSX, which is much more direct and "snickey" than the Prelude's cable-operated one. That said, the Prelude's is one of the best of its type we have used.

Honda's goals for the new Prelude's interior included making it larger and more comfortable, and easier to get into and out of. The larger  dimensions are especially noticeable in back, with headroom and kneeroom significantly increased. But it's up front, of course, that counts in a car like this.

The driver's environment has always been a strong point of Hondas. Unless you are very tall, it is easy to get comfortable in the Prelude, and that is helped by the new driver's seat height-adjustment feature. And the door openings have been re-engineered to minimize the contortions of ingress and egress.

Moreover, the dashboard is all new, a normal design with nice, big, round analog gauges and all the controls easy to see and use. Preludes come fully equipped with all power accessories, air conditioning and sun roof.

The new Prelude is an enthusiast-oriented car that, at first glance, seems rather conservative, a real step back on the excitement meter. Its appearance kind of grows on you after a while; on the other hand, everything else about it requires little second thought. In all objective measures, it is a very entertaining sports coupe, with the added benefits of proven Honda quality, reliability and economy.

The best news of all is that the new Prelude base model, with all its improvements, costs about CAN$2,700 less than the comparable '96 SRV model.

On this high-performance coupe, that may be the best performance of all.

SPECIFICATIONS