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Hollister can refer to:

  • Hollister, California, a place in the United States
  • Hollister Co., a clothing company
  • Hollister Ranch, a ranch north of Santa Barbara, California, USA.
  • Hollister Incorporated, a medical device company.
  • Hollister Ranch Realty, Hollister Ranch sales
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Hollister can refer to:. Since only 15 were ever made, they are assumed by many to be custom-built. Hollister Ranch Realty, Hollister Ranch sales. No details are known about the engine types and other specifics. Hollister Incorporated, a medical device company. Of the fourth generation Preludes, only some 15 were modified into a convertible by German company Honda-Autohaus Manfred Ernst. Hollister Ranch, a ranch north of Santa Barbara, California, USA. 3 versions were available, a basic version, one which had more luxurious options, and one which added a body kit, increasing its aesthetics.

Hollister Co., a clothing company. No DOHC engine-equipped models have been known to be converted into convertibles, however. Hollister, California, a place in the United States. Second generation Preludes were modified by another German company; some 100 Preludes were modified. Some have been sold over time to nearby countries, at least one to the Netherlands and one to Belgium. Very few have remained in Europe, initially all in Germany.

In all, they modified 47 Preludes, most of which were exported to Japan and the US. First generation Preludes were modified by a company called Tropic Design, located in Germany. Currently, there have been convertibles made from the first, second and fourth generation Preludes. Throught the years, several German companies have converted Preludes into convertibles.

The Prelude was on Car and Driver magazine's annual Ten Best list ten times, from 1984 through 1986, and 1992 through 1998. The USDM fifth-generation had a Type SH ("Super-Handling") trim which featured the Active Torque Transfer System (ATTS), and, along with the 5-speed base model, shared the exact same gearing from the Type S and SiR-S spec trims in Japan (in which the Type SH transmission is the exact same as the Type S.) This system allowed Honda to overcome the limitations of front wheel drive somewhat, and in 1997, Car and Driver named the Prelude Type SH the "best-handling car under $30,000.". The USDM fifth-generation Preludes also saw enhancements in the engine, with the full line now offering VTEC H22A4 engines, an evolution of the H22A1 with higher flowing heads, making 195 hp (195 PS, 143 kW) @ 7000 rpm and 156 lb·ft (21.8 kg·m, 212 N·m) @ 5250 rpm from 1997 to 1999, and the same torque readings with 200 hp (200 PS, 147 kW) @ 7000 rpm from 1999 to 2001 with a compression ratio of 10.0:1. The Accord Type R/Rx/Torneo (or the JDM version of the name more commonly known as the Honda Accord Euro R) housed the last line of a more refined H-series motor, which lasted from around 1998 to 2002, until the exterior was revamped and the K-series was introduced.

There was only one other car that housed the H-series, and it would be the last of its kind until the presentation of the K-series. On the outside, the exterior, the Type S was the only trim to not have a sun roof as an option. The seats could have lettering as an option from the manufacturer. Inside, the interior, leather was present and was laced with red-stitching.

The Type S had an Active Control ABS system, different from the others which had the standard ABS systems. Unlike the SiR S-spec that had an LSD, the Type S acquired the technology from Honda that is known as the Active Torque Transfer System (ATTS) (other terms that may be seen elsewhere that may come up are: DYCS [direct yaw control system], active yaw control system, Active Electronic Limited Slip Differental [misnomer.]) The gearing on the Type S matches all other fifth-generation Preludes that had a manual transmission except for the 5-speed 2.2 VTi VTEC and had a FD: 4.266. It weighs itself just in at 1,310 kg (2,882 lb) and had a ground clearance of 0.14 m (5.5 in.). With the increased power output, the suspension was also decked with 15 in front ventilated discs and 14 in for the rear.

The 3-way catalytic converter was also increased in size, as well as the exhaust piping from 50.8 mm (2.00 in) to 57 mm (2.25 in) (tToV). The exhaust system also was treated to a redesign as well, where the pipe design became a more cylindrical shape rather an oval shape. With a compression ratio of 11.0:1, 87.0 mm bore x 90.7 mm stroke and the VTEC-valve timing, lift and duration were also adjusted as well to 12.2 mm|11.2 mm (intake|exhaust), Honda also overhauled the air box and replaced it with a more efficient design that is often referred to as Dynamic Chambering, along with an increased throttle body design bored to 62 mm (as opposed to the previous 60 mm). It was equipped with the 2.2 L H22A, featuring VTEC and producing 220 PS (162 kW, 220 hp) @ 7200 rpm and 22.5 kgf·m (221 N·m, 163 lb·ft) @ 6500 rpm.

One version of the fifth-generation Prelude, the Type S, was only available in Japan. All Preludes had a fuel tank capacity of 60 L (15.9 US gal). BB8 was the SiR-4WS trim, and 2.2 VTi VTEC-4WS trim. BB7 was the Si-4WS trim.

BB6 was the SiR-2WS trim, SiR S-spec, Type S, Base model, Type SH, SE, 2.2 VTi VTEC-2WS trim. BB5 was the Xi, and Si-2WS trim. All Preludes came with an H22A( ) except: Xi (F22B), Si (F22B), 2.0i (F20A), Si (F22Z). Australia received the Si (10.0) and the VTi-R (10.0).

Europe received the 2.0i (9.5) and 2.2 VTi VTEC (10.0). Canada received the Base model, SE, and Type SH. The United States of America received a Base model and Type SH. In Japan, the models that were available ranged from SiR (10.6), Xi (8.8), Si (9.2), SiR S-spec (11.0) and the Type S (11.0).

All models and trims stayed within the BB-chassis code (BB5-BB9) and either housed the H-series engine or F-series motor for the most part. The fifth-generation was assembled and distributed to many parts of the world, including Japan, the UK, the US, and Germany, among others. The fifth-generation Prelude marked a return to the body style of the late 1980s Preludes (specifically the third generation) in an attempt to curb slumping sales of the fourth-generation body style. Unlike in the USDM Preludes, JDM Preludes all had rear windshield wipers (except the Xi).

All fifth-generation Honda Preludes came with 16 in aluminum alloy wheels with all-season 205/50 R16 87V tires (or tires), except the Xi (14 in steel wheels with full wheel covers with 195/65 R14 89H tires) where aluminum alloy rims came as a dealer option and the Si (15 in aluminum alloy wheels with all-season 195/60 R15 88H tires.) The fifth-generation Honda Prelude also had a 63/37 weight distribution. The fifth-generation still retained the original FF layout with an independent front suspension. The fifth and final generation of Prelude saw enhancements from the fourth generation, and in 2001, the Prelude was discontinued. The fourth generation Prelude also shares suspension components with the fourth and fifth generation Honda Accord.

In Japan, there was also an in-dash television set available as a standard option; as a result, many enthusiasts have tried to modify their Preludes' dashboards in order to fit a small television set. Later models (1994 and on) also featured translucent speedometer and tachometer needles. The light blue backlighting introduced in the third generation was continued. The dashboard stretched from left to right in the car, being equal in height over the full length and housing all dials and indicators.

The dashboard was generally accepted as the extraordinary feature of this model. This in effect creates a spoiler which reduced air noise when driving. The glass sunroof made way for a steel sliding roof which no longer retracted into the car but extended out and over it. The front fascia of the car became wider with fixed headlights.

The rear end was no longer flat and wide; but wide, rounded and fairly high in comparisson. This model also marked the end for the pop-up headlights and a lot of other design features that had become "prelude standard". In the UK, there was also a 2.0i model that was rated around 125 bhp (93 kW). The four wheel steering system was changed to an electronic version and the engine was increased in size from 2.1 L to 2.2 L for the base "S" model (SOHC F22A1 engine, 135 hp (101 kW) @ 5200 rpm, 142 ft·lbf (193 N·m) @ 4000 rpm) and "Si-VTEC" model(DOHC VTEC H22A, 200 hp (147 kW) @ 6800 rpm, 158 ft·lbf (214 N·m) @ 5500 rpm), with 2.3 L for the "Si" (DOHC H23A1, 160 hp (119 kW) @ 5800 rpm, 156 ft·lbf (212 N·m) @ 5300 rpm.

In 1991, there was a major overhaul of the fourth generation Prelude, released outside of Japan in 1992. The Prelude was Wheels magazine's Car of the Year for 1987. For reference, the 1988 Corvette did the same at 64.9 mph. It went through the slalom at 65.5 mph, which was amazing in those days.

In 1987, Road and Track published a test summary that shows the 1988 Honda Prelude 2.0Si 4WS outslalomed every car of that year, including all Lamborghinis, Ferraris, and Porsches. Some call this Prelude the "baby NSX" due to some common design cues between the two cars, such as the excellent forward visibility via a low hoodline, a front end resemblance, the suspension attributes (great handling with a smooth ride), and the taillight design in the 1990 and 1991 models. The roof pillars were so slim that all-around visibility was amazingly clear for 326°. Another unique structural element of the third generation Prelude was the high-strength metal used in the 6 roof pillars.

The drag resistance was at a very low coefficient drag rating of .34; this gave better fuel economy, lower wind noise, and a greater level of high-speed stability. The hoodline was designed to be the lowest hoodline of any front wheel drive car in the world, allowing for better forward visibility. The third generation Prelude also had some new external designs worth mentioning. This means the four wheel steering-equipped Prelude was intuitive to drive, unlike most other four wheel steering systems in which the rear wheels were controlled indirectly by a computer.

As of 2006, it is the only four wheel steering system on a production car that is entirely mechanical in its design; that is, there is always a direct mechanical connection between the steering wheel and the rear wheels. The four wheel steering system on the third generation prelude was an extraordinary piece of engineering in itself. The third generation Prelude was similar to the second generation, however it gained four wheel steering on some models, as well as a 2.0 L SOHC carburated engine, an optional B20A DOHC EFI engine, or a slightly-larger B21A1 in 1990 and 1991. Due to the fairly low weight of the car (1,025 kg) and high power (the 16-valve engine produced 140 hp+) the car was surprisingly nimble, something most Preludes were not in comparison to their competitors, until the VTEC engines came out.

The European version also saw slight modifications to the taillights and revised front and rear bumpers which were now color-matched. When the 16-valve DOHC engine came out, the hood was slightly modified since the larger engine could not be fitted under the stock hood. Opening the headlights however, especially at higher speeds, produced more drag and came with a specific howl inside the car. The second generation Prelude was the first to have pop-up headlights; this allowed for a more aerodynamic front which reduced drag.

In Japan, Asia and Europe, it was available with a DOHC 16-valve PGM-FI engine, although this engine was not released until 1986 in Europe. The second generation Prelude was released in 1982 and was initially available with a 12-valve carburated engine, and fuel injection was introduced in 1985. The Prelude was equipped with a 1751 cc SOHC CVCC I4 engine that produced 72 hp and 94 lbf-ft of torque with a 5-speed manual transmission, and 68 hp with a 2-speed automatic. Styling of the car was a combination of both then current Civic and Accord.

The first generation Prelude was released in 1978, and was the third main model in Honda's modern lineup, joining the Civic and the Accord. . Throughout the 1980s, it was challenged by the Nissan Silvia, Isuzu Impulse, Mitsubishi FTO, Mitsubishi Cordia (later the Eclipse), and the Mazda MX-6. The Prelude's perennial competitor has been the Toyota Celica, another I4-powered coupe introduced several years prior to the Prelude.

It spanned five generations of cars but was discontinued upon the release of the fourth-generation Honda Integra in Japan in late 2001. The Honda Prelude was a front wheel drive I4-engined coupe that was manufactured by Honda between 1978 and 2001.

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