The 1992 Prelude is one of those two-in-one machines.
It`s tantalizing and agonizing-tantalizing because of its quickness in moving from the light and stability when the pavement bends, yet agonizing because of its crawl in/stumble out space in the passenger cabin, which will put a few lumps on your head if you can`t reach down and touch your toes-with your nose.
Even motorcyclists will want to wear a helmet while getting into or out of this machine, which seemed to be designed by the sadist who created the ground-level and cramped entry/exit space for the Corvette.
If you can slip into or out of this car with ease, you`ve probably mastered the square-peg-into-a-round-hole routine as well.
For 1992, Prelude sports an all-new exterior envelope on its S and Si versions. We`ve lost track, but it seems like Prelude undergoes the stylists` blade roughly every other year. Just about the time you grow to admire the styling, another remake pops onto the scene. This time it`s aero or rounded, meaning it looks very much like just about every other small Japanese car that has entered the market or had its sheet metal refined in the last two years.
One nice touch is a rear wing spoiler, which is a $470 option on the S and Si, but standard on the Si when you buy optional four-wheel steering. The wing is a subtle billboard boasting of performance that others try to achieve with decals.
Performance is the Prelude`s strong suit, at least in the Si we tested. The S is equipped with a 2.2-liter, 135-horsepower 16-valve 4-cylinder, the Si a 2.3-liter, 160-h.p. 16-valve 4. A 5-speed manual is standard, automatic optional. The engine is lively and the 5-speed slippery smooth to help create the power bursts. At the same time, the mileage rating is an impressive 22 miles per gallon city/26 m.p.g. highway. This is a sporty car with an economy thirst.
You can be aggressive with the Prelude Si while maintaining control. Four-wheel double-wishbone suspension with increased stroke, front and rear stabilizer bars, 15-inch tires, variable assist power steering and four-wheel disc brakes with ABS provide above-average ride and handling and overall impressive road manners.
With the new look came new, smaller dimensions. Wheelbase was shortened to 100.4 inches from 101, and overall length was reduced to 174.8 inches from 177.6. It was surprising we didn`t experience harsh ride and handling, considering the shrinkage in size.
The shorter length means that the two areas Prelude needed to improve upon-rear-seat room and trunk space-were neglected. The rear seat is a decoration that will seat only kids.
Oddly enough, while length was shorted, width was increased to 69.5 inches from 66.7 inches. Width in the saucer-shaped interior was a concession to U.S. hips; length is a consternation to U.S. legs.
On the plus side, the Si we drove came with anti-lock brakes and a driver-side air bag as standard. But you can get a passenger-side air bag only when you opt for four-wheel steering. A performance car, especially a small one, deserves two bags at all times.
Prelude also needs to devote more attention to the spartan dash/
instrument panel. What looks like a light bar runs the length of the panel. You think it would be chock full of gadgets and gizmos and things to read to keep you informed of the optimum operation of all systems. It isn`t. There`s a tachometer, speedometer, gas and coolant gauges, a little clock and a whole lot of empty space.
Base price tickles $20,000 at $19,550, which seems a bit stiff despite a healthy list of standard equipment including power brakes and steering, cruise control, power windows, dual power mirrors, dual vanity mirrors, power sunroof, air conditioning, power door locks, ABS, driver-side air bag and AM- FM cassette.
The Si with 5-speed and four-wheel steering runs $21,870; with automatic and four-wheel steering it`s $22,620. The four-wheel steering models include passenger-side air bag and rear wing spoiler as standard.
Escort LX-E
Conceding that not every Escort buyer relishes a hatchback, Ford has brought out a pair of four-door notchback sedans for 1992.
The additions to the recently redesigned Escort lineup are the LX and LX- E sedans. They are called ”notchbacks” because they have trunks that slam shut to hide cargo, unlike hatchbacks.
Kudos to the Ford design team. Not only did it add the security of a trunk, it also pulled off a highly stylized subcompact-and one with kick to it from its 127-h.p. twin-cam 4-cylinder engine, the one that powers the Escort GT.
Of the two sedans, we tested the LX-E. Ford calls it the performance model because it comes with styled aluminum wheels, 14-inch performance tires, sport suspension, four-wheel disc brakes and the 127-h.p., 1.8-liter 4-cylinder.
The LX-E offers a bonus, quick 0- to 60-m.p.h. acceleration plus high mileage. The economy rating is 23 m.p.g. city/30 m.p.g. highway with the optional automatic ($732) our test car had and 26/31 with five-speed manual.
You have to put up with a modest groan when stepping away from the light, though it seemed less audible than the noise in a rival Saturn SL2 with 4-cylinder automatic.
When comparing the Saturn and Escort further, it would be a standoff in ride and handling. Even with the sport suspension, the LX-E had the traditional sedan tendency to lean in turns. Uneven pavement brought some jostling.
To compare the LX-E with a Japanese rival, we felt the Ford subcompact has the edge in styling over the Honda Civic, which recently received new sheet metal to sport the same rounded look as all Japanese cars. The LX-E also would get the nod in room and comfort. The Civic would be a bit more nimble, the LX-E a bit more substantial.
The LX-E with automatic transmission has a base price of $11,933, about $2,000 less than a comparable Honda Civic EX sedan, which starts at $14,525. But the Civic has driver-side air bag and anti-lock brakes as standard, which would erase about $1,000 of Escort`s price advantage.
In addition to the typical power brakes and steering as standard, the LX- E features a couple clever items. One worth noting is an arrow in the instrument panel pointing to the left to show the location of the fuel-filler door. That`s a handy feature for multiple-car families whose drivers may forget what side the cap is on when pulling into the station. It`s also a plus for Escort in the rental car market. It`s a handy item that probably didn`t cost Ford more than a couple pennies to add. Nice touch.
Also, there`s a little lip on the dash that`s just big enough to catch and hold the pen or pencil that goes astray when making a turn or applying the brakes. Another nice touch.
The LX-E has some shortcomings, however, such as a mushy brake pedal with too much play and seat backs a bit too stiff. Unlike Saturn, the LX-E offers neither driver-side air bag nor anti-lock brakes.
And Saturn might gain another advantage this fall if rumors prove true that the GM division will offer traction control in selected cars. Traction control is to getting a car going on slippery surfaces what ABS is to stopping a car in a straight line on those same pavements.
Ford has been promoting a one-price line of Escorts from two-door notchback to four-door wagon at only $10,499. That applies to LX models, but not the LX-E, which starts at $11,933, or roughly $1,338 more than a Saturn SL2 sedan.
Our test car included such options as a preferred equipment package at $1,298, which consisted of rear-window defroster, air conditioning, tilt steering, cruise control and tachometer; and a power equipment group at $305, which included power windows and door locks. Other options were power moonroof at $549, premium AM/FM stereo at $138, clearcoat paint at $91 and automatic transmission at $732. With options and a $375 freight charge, the sticker totaled $15,421 before option discounts of $744, which brought the price down to $14,677.
The LX-E is an economy car with stylish looks, a fuel-conserving sedan that can cart four adults and their luggage or two adults and three kids plus their groceries. The LX-E would be a good choice for young couples whose income levels haven`t reached managerial status without advertising that to the world by tooling around in a Hyundai.
Notes
Ward`s Automotive Reports, an industry publication, says Toyota is expected to start selling its new midsize pickup truck in the U.S. in November-right after the presidential elections.
Chrysler begins building its long-awaited LH cars Tuesday, starting with the Eagle Vision, followed by the Dodge Intrepid in July and Chrysler Concorde in August.
