2026 Honda Prelude
The 2025 Hyundai Ioniq 5 N comes in at $67,000. For those who haven’t kept up, this is the high-performance, track-hugging variant of the Ioniq 5 EV, and driving it is an absolute thrill. Short of spending six figures on a Porsche Taycan or its counterpart, the superb Audi e-Tron GT, the Ioniq 5 N has been one of the clearest demonstrations of what electric sports cars can offer.
At least, that was the case until the $42,000 Honda Prelude arrived, blending both gasoline and electric power. At the very least, the Prelude has us genuinely curious about what Honda is introducing here, and you can read our initial driving impressions from Japan as well. For now, here’s a full recap of what makes the Prelude noteworthy, along with a deeper look at its pricing pros and cons.
It’s worth remembering that Honda has always identified first as an engineering company. They’re one of the largest motor manufacturers in the world, building everything from generators and lawnmowers to anything that rolls on two wheels.
That foundation makes Honda’s automotive division approach propulsion differently than companies that exclusively build cars. It’s exactly why the Prelude ends up with such an unconventional hybrid system.
At its core, the Prelude’s setup isn’t far removed from Honda’s existing hybrids in the Civic, Accord, and CR-V. In this front-wheel-drive coupe, two electric motors work alongside a 2.0-liter direct-injection four-cylinder engine, together producing 200 horsepower.
That figure might not scream “high performance,” but the real highlight is the 232 pound-feet of torque available right from idle. By comparison, Toyota’s GR86 makes a higher 228 horsepower, but its 184 pound-feet of torque is significantly lower and arrives far later in the rev range.
Honda hasn’t yet provided a 0-60 mph time, so we don’t know exactly how the Prelude stacks up in real-world acceleration. One potential drawback, however, is the roughly 400 pounds of added weight it carries.
Honda has emphasized that the revived Prelude doesn’t use a CVT, common across most hybrids, or a traditional torque-converter automatic, although its operation leans somewhat closer to the latter. Instead, its system functions more like the engaging “manumatic” transmissions once seen from the Volkswagen Group, though with added layers of complexity.
In standard driving, the transmission simulates upshifts and downshifts similar to an eight-speed automatic, delivering a crisper feel rather than the vague, infinite-ratio sensation of a CVT. These shift points adapt based on grade, throttle, braking, and other inputs.
Honda’s S+ Shift paddle shifters give drivers more manual control, allowing gears to be held through corners to improve lateral stability. Rev-matched downshifts are part of the experience as well, though they rely on intricate coordination between the traction motor and the gasoline engine.
These shifts are accompanied by simulated engine sounds delivered through the car’s speakers. Honda certainly isn’t the only automaker using artificial audio cues, and while the sound may not come from a traditional mechanical process, what matters most is that the cues line up with physical behavior. If the simulation reflects reality, the source is almost irrelevant.
Anyone who has spent time in a Civic Type R knows how extraordinary its dual-axis strut front suspension is. Most front-wheel-drive cars suffer from torque steer, when the driven front wheels tug under acceleration and disrupt precise steering. The Type R manages to all but eliminate this issue thanks to clever suspension geometry.
Honda has brought that same system to the Prelude, tuning it specifically for this car and pairing it with a slightly softer adaptive suspension. Drivers can select between Comfort, GT, Sport, and Individual modes, each adjusting steering assist and power delivery. Stopping power comes from Brembo four-piston brakes.
There are several angles to consider when evaluating the Prelude’s price point. The Civic Type R starts near $50,000, offers 315 horsepower, and will almost certainly be quicker. It also has four doors. Even so, the Prelude’s 32 inches of rear-seat legroom isn’t bad. It’s not a shuttle for tall athletes, but it’s enough for taking a child to preschool or transporting a tween to soccer practice.
And while the Type R’s aggressive suspension tuning and bold cabin theatrics may be too much for some passengers, the Prelude delivers a calmer experience. Add in its usable hatch and rear-seat space, something absent in a Mazda Miata or Toyota GR86, and the Prelude becomes appealing to sports-car shoppers with practical needs.
What’s most intriguing is whether Honda’s S+ Shift approach could be adapted for full EVs. Electrification is unquestionably the future, but enthusiasts still crave the sensations of manual downshifts and engine braking. If any automaker can recreate that experience in an electric platform, Honda seems like the one most likely to succeed.
About the Author
