The iconic Prelude is back, and with it so is Honda! At least according to those on the brand’s payroll…
That’s a pretty bold statement. But then again, at face value the sixth-generation 2026 Honda Prelude – a two-door, 2+2 hybrid coupe – is a pretty bold car.
And so it should be, because the Prelude has always served as a showcase of Honda’s technical know-how and willingness to bravely break new ground.
Introduced in 1978, the original Prelude was the first Honda to feature a power moonroof. The third-generation model debuted four-wheel steering, and the fifth iteration brought the Active Torque Transfer System – a precursor to modern torque vectoring tech.
But despite its innovative nature and popularity among auto enthusiasts, the Prelude nameplate went into hibernation in 2001 due to declining sales and has remained dormant until.
So, why bring it back?
Well, Honda says its initial intention wasn’t to revive the Prelude nameplate. Rather, it was to “develop a new hybrid sports car for the EV era and tap into that latent demand”. The decision to call it a Prelude apparently came later, once the project had taken shape.
Whether there is genuine demand for a vehicle like this remains to be seen.
As for whether the new Prelude deserves its hallowed name? We can more easily answer that after attending the model’s recent local launch in Adelaide, South Australia.
How much does the Honda Prelude cost?
Priced at a flat $65,000 drive-away, the Prelude sits second behind the Civic Type R hot hatch ($85,500 drive-away) in the Honda hierarchy.
| Model | Drive-away pricing |
|---|---|
|
2026 Honda Prelude e:HEV |
$65,000 |
It’s also positioned smack bang in the middle of Australia’s ‘affordable’ coupe market. The Toyota GR86, Subaru BRZ, and Mazda MX-5 RF can all be had for less than $60k, while it’ll take at least $80k to get behind the wheel of a Ford Mustang, Nissan Z, or BMW 2 Series.
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Interestingly, Honda also made mention of the Mercedes-Benz CLA and Porsche 911 as reference points at the Prelude launch event.
For further context, the Prelude nameplate was last sold by Honda Australia in 2001, when it was priced at $50,209 before on-road costs – equivalent to just under $96,000 in today’s money, according to the Reserve Bank of Australia’s inflation calculator.
To see how the Honda Prelude lines up against the competition, check out our comparison tool
What is the Honda Prelude like on the inside?
The Prelude may be a platform for innovation, but its cabin is unlikely to intimidate the average Civic or CR-V owner.
The T-shaped dash layout is wholly familiar, as are the screens and physical controls littered throughout the cabin.
With that said, the narrow, sloping window line is always there to remind you you’re driving something special, and Honda has still found ways to give the Prelude its own unique interior flavour.
An example of this is the seating arrangement. The front seats are trimmed in a mix of navy blue leather and white leatherette – atypical of Honda – and their design, characterised by a sexy profile and supportive side bolstering, lies somewhere between what you get in a Civic and the hardcore Type R.
And, unlike any other model in the Honda lineup, the Prelude boasts asymmetrical front seats. That’s to say, the driver’s seat is firmer and more sculpted than that of the passenger, the latter of which prioritises everyday comfort. A clever arrangement, if you ask me.
However, I was a little disappointed to find that the chairs require manual adjustment. They also lack ventilation or lumbar support functions, although three-phase heating is standard. Further, the average Australian may find the driver’s seat a bit tight around the ribcage, and the base of the passenger’s pew needs a tad more rake.
Despite my nitpicks with the seats themselves, the driving position is excellent. Measuring in at 185cm (6’1″), I was able to find a low, dynamic setup that left a couple of inches of headroom.
Honda has put a similar level of effort into the steering wheel, both in terms of materials and design. You can easily wrap your hands around it, and a squared-off base ekes out some extra space for your legs. The leather is of a high quality, as are the dual-purpose paddles positioned directly behind the wheel.
Elsewhere, the materials are a bit of a mixed bag.
I’ve no qualms with the padded leatherette adorning the armrests, nor the soft-touch plastics up top. I do however, take issue with the blotchy ‘leather-appointed’ trim found across parts of the dash and centre console, which looks dirty from new and is therefore unlikely to age well. Had Honda simply continued the leather treatment across those areas, the Prelude would feel substantially more expensive and cohesive inside.
Having said that, Honda’s hybrid coupe still comes off as noticeably more premium than alternatives, namely the GR86, BRZ, MX-5, and Z. You can chalk this down to its lovely physical controls, not limited to rotary dials, knurled rollers, solid buttons, and clicky switches.
The Prelude also offers a superior experience on the technology front. Standard features include a 9.0-inch infotainment touchscreen with Google Built-in and wireless smartphone mirroring, a 10.2-inch digital instrument display, and the latest iteration of Honda Connect services.
If wireless connectivity isn’t your bag, two USB-C outlets can be found near the base of the centre stack, directly above the charging pad.
Meanwhile, none of the above competitors come with connected services, and the Z still requires a cable for Apple CarPlay.
The tech in this Prelude is relatively user-friendly, too. The centre screen is visually crisp, responsive enough and easy to navigate, while the bright instrument display can be configured to show information relevant to either relaxed or spirited driving.
There’s no head-up display, but it’d probably be unfair to expect one in a $65k coupe.
The Prelude’s credentials as a weekday coupe are again boosted by a relatively comprehensive array of storage options up front, including a proper armrest compartment, wide door bins, an overhead cubby for sunglasses, and a conventional glovebox. It’s certainly miles more practical than something like an MX-5 or Z.
That’s especially true when you consider the Prelude has a second row of seats, not that they’re worth writing home about.
Firstly, the material choice is bizarre – the rear bench is trimmed in plain black cloth that completely clashes with the rest of the interior, making it appear like a complete afterthought.
More importantly, the back is extremely cramped, and best reserved for very small children or emergencies only. And rear amenities are virtually non-existent. You’ll find the same is true of many 2+2s, though.
My advice? Fold the rear bench away to hide its mismatched upholstery and maximise boot space. Doing so increases cargo capacity from 264 litres to 760 litres – more space than you get in many compact SUVs, let alone sports cars.
The Prelude’s boot is also hugely accessible courtesy of its liftback design, an advantage it holds over all rivals bar the Nissan.
As such, this is just about the most liveable compact two-door coupe money can buy.
Don’t pick up a puncture while running errands though, as there’s no spare wheel – just a tyre repair kit.
| Dimensions | Honda Prelude |
|---|---|
| Length |
4522mm |
| Width |
1880mm |
| Height |
1355mm |
| Wheelbase |
2605mm |
| Cargo capacity |
264L (rear seats up) 760L (rear seats folded, measured to roof) |
To see how the Honda Prelude lines up against the competition, check out our comparison tool
What’s under the bonnet?
The sixth-generation Prelude is still front-wheel drive and powered by a four-cylinder engine as all the previous generations were, but it now features a hybrid system.
| Specifications | Honda Prelude e:HEV |
|---|---|
| Engine |
2.0L 4cyl |
| Engine outputs |
104kW 186Nm |
| Electric motor outputs |
135kW 315Nm |
| System outputs |
135kW 315Nm |
| Transmission |
e-CVT with S+ Shift |
| Drive type |
Front-wheel drive |
| Weight |
1468kg |
| 0-100km/h (claimed) |
8.2 seconds |
| Fuel economy (claimed) |
4.3L/100km |
|
Fuel economy (as tested) |
3.9L/100km (mixed city and highway) 6.7L/100km (spirited driving) |
| Fuel tank capacity |
40L |
| Fuel requirement |
91-octane regular unleaded |
| CO2 emissions |
98g/km |
| Emissions standard |
Euro 6d |
Sourced from the current Civic hatch, the Prelude’s powertrain comprises a 2.0-litre Atkinson-cycle four-cylinder petrol engine mated with a two-motor hybrid system.
All up, total system outputs are 135kW of power and 315Nm of torque, sent exclusively to the front wheels.
There’s no mechanical transmission in the Prelude. Instead, Honda has introduced ‘S+ Shift’, which simulates an eight-speed automatic transmission by offering the same “sharp gear shifting feel” you’d experience in a traditional automatic through steering wheel-mounted paddles.
To give the Prelude an even sportier character, Honda has also incorporated Active Sound Control, which is said to produce a “powerful engine sound in sync with engine RPM”.
To see how the Honda Prelude lines up against the competition, check out our comparison tool
How does the Honda Prelude drive?
The odds were stacked against the Prelude when we rolled out into peak-hour Adelaide traffic on a cold and very wet May morning – hardly ideal conditions for a sporty little coupe.
Or so I thought, because the Prelude actually does the boring stuff exceptionally well for a car of its nature.
For starters, the hybrid powertrain goes about its business with a minimum of fuss, and that should come as no surprise given it’s the same system found in the Civic – a softly spoken commuter car.
Transitions between hybrid and electric power are often imperceptible, and despite its sporting pretensions the Prelude defaults to EV power wherever possible.
That means it’s also very quiet, especially in Comfort mode, which dials down the level of artificial engine noise pumped into the cabin through the speakers. In addition to limiting powertrain noise, Comfort mode also takes any sting out of the suspension.
Chassis components, including a dual-axis front suspension setup and adaptive dampers pinched from the Civic Type R hot hatch, give the Prelude a unique edge over its rivals. There’s no doubt the hardware translates to impressive ride comfort, with ample vertical travel allowing minor imperfections to barely register in the cabin.
That bum feel is backed up by Honda’s claims that the Prelude is softer than not just the Civic Type R, but also the standard Civic, when the dampers are left in their comfort setting.
Beyond being merely agreeable, the Prelude is pretty fun to steer around town, too.
It feels compact… because it is, and proves responsive to the kind of ducking and weaving you can expect to do on a daily basis.
The hybrid powertrain is likewise well suited to urban errands, offering precisely the right amount of instant electric torque at low speeds – the Prelude is zippy, but rarely demands much restraint from the driver. Don’t bother trying to rev it at a set of lights either, as any attempts to disturb the right pedal while in neutral are met with the sound of silence.
Instead, it rewards you for driving sensibly, as we saw fuel consumption dip below 4.0L/100km in the city – less than many eco-friendly, yet far less interesting grocery getters. Better yet, the Prelude takes plain ol’ 91-octane regular unleaded.
You can also make a bit of a game out of saving fuel by taking advantage of the Prelude’s enhanced regenerative braking system.
Most plug-less hybrids are quite limited in their recuperation capability, but not the Prelude, which offers seven levels of regen intensity via the steering wheel-mounted paddles.
As such, you can slow the car significantly using the paddles alone, flicking through the levels in quick succession after lifting off the throttle. It might not quite match the sensation of downshifting in a loud and proud combustion car, but it nonetheless adds some immersion to a drive.
Despite all the points I’ve made above, it’d be dishonest to label the Prelude as a perfect daily runaround.
Rear side visibility is poor, so I found lane changes to be tricky, and tyre noise is a constant source of frustration.
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The fitment of 235/40/R19 Continental MaxContact hoops makes plenty of sense after you’ve tackled some twisty roads, although the loud road rumble produced by this particular rubber compromises everyday enjoyment.
And the unwanted chorus only grew louder once we exited greater Adelaide. Indeed, coarse-chip country roads see the aforementioned rumble escalate to an unpleasant roar that undermines the Prelude’s credentials as a grand tourer.
Country roads and highways also challenge the driver to make diligent damping choices, as Comfort mode can start to feel too soft, bringing with it undesirable trampolining over longer undulations.
This brings GT mode – the Prelude’s default setup – into play. In addition to reining in suspension rebound, GT mode ups powertrain response, engine volume, and steering weight – all key contributors to a positive open-road driving experience.
That said, the steering lacks much in the way of feedback or texture regardless of drive mode. It’s quick and direct, but you don’t really feel what the front tyres are doing beneath you – a common complaint aimed at modern electric systems.
Even still, you’d expect more from a low-powered, lightweight sports car like this, given that such vehicles rely heavily on communication and feel to create engagement.
While the Prelude’s steering mightn’t impress keen drivers, its overall handling characteristics certainly will.
We were afforded the opportunity to carve up some of the best roads in the Adelaide Hills, and to put it simply, the Prelude is unflappable. Honda has thrown all its best chassis bits at this platform and it shows.
Being a relatively light front-wheel drive car with a wide track, low centre of gravity, dual-axis front struts and wide tyres, the Prelude turns on a dime. Further, it maintains a neutral balance through high-speed bends without threatening to understeer – a trait that stood out even more given the wet conditions we drove in – and doesn’t suffer from torque steer despite sending 315Nm to the front wheels.
I tried to unsettle the car on multiple occasions, like really tried (without switching off traction control, of course), but ultimately my attempts were futile – no matter when and how you apply throttle or steering, the Prelude just grips and goes.
And you’ll never be caught short in the stopping department, either, thanks to the Brembo brakes that inspire confidence through strong, consistent performance and superb pedal feel.
All in all, the Prelude is incredibly competent when driven hard on tighter, more technical roads. And it’s enjoyable to do so, provided you’re not expecting the rear-end antics of an MX-5 or GR86.
But when the road opens up, even just for a moment, you’re all of a sudden left wanting. Because while the Prelude feels alive through the twisties, it isn’t hugely exciting in a straight line.
Obviously there’s the issue of speed – the Prelude isn’t a fast car. Torquey at lower speeds? Yes. Thrilling under prolonged throttle? No. That’s somewhat forgivable, although Honda is marketing this as a grand tourer, so it should deliver effortless overtaking power.
What’s more, the powertrain doesn’t sound great, and isn’t brimming with personality.
As previously mentioned, Honda is banking on a synthetic soundtrack played through the interior speakers to make its hybrid system seem more sporty. Now, this can and has been done well before, yet here it amounts to a missed opportunity.
It’s admirable that Honda has aimed for authenticity by aligning the Active Sound Control system to engine speed, throttle position and vehicle speed, but I still can’t help but be disappointed that the result is a noise that lacks volume, texture, and emotion.
Treasured Hondas of yesteryear such as the S2000, NSX and previous Preludes encouraged the driver to chase the upper reaches of the rev range, whereas this new one does not.
Past Hondas also earned plaudits for their industry-leading manual transmissions, something that’s altogether absent in the 2026 Prelude.
Rather, it features an e-CVT, albeit with a twist in the form of S+ Shift. Marked by a big S+ button on the centre console, S+ Shift simulates an eight-speed gearbox using software and motor control, with ‘shifts’ executed either automatically or manually through the paddle shifters.
It’s a familiar concept (see Hyundai’s N EVs and the related Kia GT models) that’s intended to make electrified vehicles more engaging to drive, a pursuit I’m on board with.
I’m just not fully on board with Honda’s execution of the concept.
Don’t get me wrong, S+ Shift is relatively competent when it comes to the art of imitation – the Prelude is quick to ‘upshift’ when you pull the right paddle, and downshifts are accompanied by a throttle blip. Flirtation with the rev limiter even prompts a ‘fuel cut’.
However, my main frustration with the system is that it doesn’t seem to allow full manual control at all times. There were moments where I’d shift down to second or third heading into a corner and involuntarily emerge out the other side in fifth – an automated intervention that breaks any illusion of driver authority. I just can’t fathom why Honda wouldn’t bake a proper manual shift mode into the system.
There’s also a lack of physical feedback in the form of engine noise and vibration. So, while S+ Shift is a worthwhile technology, it needs some fine-tuning.
It’s worth mentioning that Honda has calibrated S+ Shift to behave differently depending on the drive mode, so we’ll make a point to test it out more thoroughly when we’re able to spend more time with the Prelude.
Across all configurations, ride comfort remains a highlight. As does the Prelude’s handling package.
Yet, by the end of our stint behind the wheel, I wasn’t desperate for another drive. Perhaps that’s a sign that the Prelude is best lived with, rather than just experienced.
To see how the Honda Prelude lines up against the competition, check out our comparison tool
What do you get?
The Prelude arrives in a single, comprehensively equipped trim level.
2026 Honda Prelude e:HEV equipment highlights:
- 19-inch alloy wheels
- Brembo 4-piston front brakes
- Adaptive damper system
- Dual-axis strut front suspension
- LED headlights with adaptive high-beam
- LED daytime running lights
- LED taillights
- Heated, auto-folding electric side mirrors
- Rain-sensing wipers
- Keyless entry with push-button start
- 10.2-inch digital instrument cluster
- 9.0-inch infotainment touchscreen
- Google Built-in
- Wireless Apple CarPlay, Android Auto
- DAB+ digital radio
- Wireless phone charger
- 8-speaker Bose premium sound system
- Heated, leather-trimmed front sports seats with houndstooth pattern
- Flat-bottom, leather-wrapped steering wheel with paddle shifters
- Dual-zone climate control
- Auto-dimming rear-view mirror
- Fabric rear seats
- Rear privacy glass
To see how the Honda Prelude lines up against the competition, check out our comparison tool
Options
A range of accessories will be available to Prelude buyers, including cosmetic, comfort and convenience enhancements.
2026 Honda Prelude accessories:
- Weathershield set: $370
- Car cover: $490
- Carpet mat set: $250
- Tailgate spoiler: $990
- Door mirror garnish set – black: $100
- Front under spoiler: $990
- Mud guard set – front and rear: $399
- Illuminated door sill garnish set: $990
To see how the Honda Prelude lines up against the competition, check out our comparison tool
Is the Honda Prelude safe?
The Prelude hasn’t been crash-tested by ANCAP or Euro NCAP, but it will come standard with the full Honda Sensing suite of safety technologies.
Standard safety equipment includes:
- 10 airbags – driver, front passenger, front side, rear side, front knee, full-length curtain
- Autonomous emergency braking (AEB)
- Adaptive cruise control with low-speed follow
- Lane-keep assist
- Blind-spot monitoring
- Rear cross-traffic alert
- Traffic Jam Assist
- Traffic sign recognition
- Unintended acceleration mitigation
- Post-Collision Braking system
- Reversing camera
- Front and rear parking sensors
To see how the Honda Prelude lines up against the competition, check out our comparison tool
How much does the Honda Prelude cost to run?
Honda vehicles are backed by a five-year, unlimited-kilometre vehicle warranty, while the hybrid battery in the Prelude is covered by a separate eight-year warranty.
| Servicing and Warranty | Honda Prelude |
|---|---|
| Vehicle warranty |
5 years, unlimited kilometres – standard 8 years, unlimited kilometres – conditional |
|
Hybrid battery warranty |
8 years |
| Roadside assistance |
Up to 8 years (service-activated) |
| Service intervals |
12 months or 10,000km |
| Capped-price servicing |
5 years, $199 each |
| Total capped-price service cost |
$995 |
However, Prelude owners can access three additional years of warranty and roadside assistance by servicing their vehicle at a Honda dealer.
The Prelude requires servicing every 12 months or 10,000km, with each round of maintenance costing $199 for the first five years – far less than what you’ll pay to service alternatives such as the 2 Series, Mustang, Z, MX-5, BRZ, and GR86.
And don’t forget the money you’ll be saving on fuel, such is the frugality of this Honda hybrid.
To see how the Honda Prelude lines up against the competition, check out our comparison tool
CarExpert’s Take on the Honda Prelude
The task of assessing the sixth-generation Prelude – a car that’s truly unique in its positioning, attributes and character – is enough to give any journalist a headache.
If we’re ranking sporty, stylish coupes by their ease of ownership, then Honda’s new hybrid halo shoots straight to the top of the charts.
It’s efficient, cheap to service, comfortable, mostly practical, and loaded with modern tech and convenience features.
If, however, we’re focusing on driving thrills, then the Prelude leaves a bit to be desired.
Because, while it boasts brilliant handling dynamics that shouldn’t be understated, its powertrain never truly excites. The hybrid system simply doesn’t produce enough punch to make the Prelude fun in a straight line, nor does it possess enough pizzazz – as previous Honda engines have – to make up for that power deficiency.
I hardly fell head over heels for Honda’s S+ Shift simulated transmission tech, either. At least in this first iteration, it doesn’t come close to the experience of modern dual-clutch autos, let alone three pedals and a stick.
So, what to make of this new Prelude?
As a sexy yet sensible daily driver that can carve up a technical stretch of country road, it’s perfect.
But those who take their spirited driving a little more seriously – and don’t mind making compromises in that pursuit – will probably prefer the rawness of a dedicated sports car.
What are your thoughts on the new Prelude? Let us know in the comments below!
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