It’s been 25 years since the Prelude nameplate was last seen in a Honda showroom. Standing on a smooth, closed test circuit in Japan, it’s clear the name is all that links this new car to its high-revving, VTEC-powered ancestors.
The original Prelude was a technical flagship for Honda, a showcase for sharp, naturally-aspirated, front-wheel-drive handling. This new sixth-generation car is a hybrid, sharing its e:HEV powertrain with the humble Civic and CR-V.
On paper, it sounds like sacrilege. But Honda CEO Toshihiro Mibe has been adamant that the brand’s “joy of driving” philosophy must be carried into its electrified future.
The Prelude is the first real test of that promise – a hero car designed to prove that efficiency and driver engagement can co-exist. The question is, can a hybrid coupe with a simulated gearbox ever be a ‘real’ Prelude?
How much does the Honda Prelude cost?
Honda Australia has confirmed the Prelude will launch locally in mid-2026, but is yet to lock in pricing.
However, we know it’s currently offered in Japan as a single, high-spec variant. The Japanese domestic market price is ¥6,179,800, which at the current exchange rate is just under A$64,000.
More telling is that this is identical to the price of the Civic Type R Racing Black Package in Japan.
In Australia, the Civic Type R is priced from $72,600 drive-away. Given the Prelude shares a significant amount of the Type R’s high-cost componentry—like the dual-axis front suspension, adaptive dampers, and Brembo brakes—it’s safe to assume it will be positioned as a premium offering.
Expect the 2026 Honda Prelude to land in Australia with a drive-away price tag somewhere between $65,000 and $70,000.
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What is the Honda Prelude like on the inside?
Hop inside and you’ll immediately see the 11th-generation Civic. The clean horizontal dashboard, the honeycomb mesh air vents, and the clicky, high-quality climate controls are all lifted straight from the Honda parts bin.
That’s not a bad thing, as the Civic interior is one of the best in its class for ergonomics and build quality. But the Prelude attempts to justify its premium price tag with a number of key upgrades.
The standard 10.2-inch digital instrument cluster and 9.0-inch central touchscreen are familiar, including Google Built-in with native Google Maps and Google Assistant, as well as wireless Apple CarPlay and Android Auto.
The main event is the seating. The Prelude gets unique leather-trimmed sports seats with fixed headrests, aggressive bolstering, and a perforated houndstooth pattern.
They are heated as standard, and available in either a conservative all-black or a far more striking two-tone blue and white.
These seats, combined with a flat-bottom leather-wrapped steering wheel, do a lot to make the cabin feel more ‘sports car’ and less ‘commuter hatchback’.
Honda says it even designed the seats asymmetrically, with the driver’s side more heavily bolstered for cornering and the passenger side slightly softer for comfort.
It’s a strict 2+2 seater, and you’d have to be legless or a child to fit in the back. The rear pews are best thought of as a beautifully upholstered parcel shelf, which is no real surprise for this segment.
It feels premium, but whether it feels $65,000-premium when the dash architecture is shared with a $45,000 Civic is the question buyers will have to answer.
From a practicality standpoint, the Prelude features a liftback rear, opening to a 428-litre boot (based on US specs). This is enormous for the class, easily beating the 237L in a Toyota GR86.
The 60:40 split-fold rear seats expand the space further, with Honda claiming it’s large enough for two medium suitcases or even a pair of surfboards.
What’s under the bonnet?
Forget high-revving VTEC or a detuned Type R turbo. The 2026 Prelude is powered by the same e:HEV hybrid system found in the Civic and CR-V.
It pairs a 2.0-litre Atkinson-cycle four-cylinder petrol engine (104kW/182Nm) with a two-motor hybrid system. The main electric drive motor produces 133kW and 315Nm of torque. Combined system outputs are 147kW of power and 315Nm of torque, sent exclusively to the front wheels.
While the power figure is modest—less than the 170kW/250Nm Toyota GR86 – the torque figure is the headline. That 315Nm is not only significantly more than the GR86, but it’s also delivered instantly by the electric motor.
The biggest talking point is the transmission – technically, there isn’t one, it’s Honda’s direct-drive e-CVT system. However, to combat the “rubber band” feel and create driver engagement, Honda has engineered the ‘S+ Shift’ system. Using the steering-wheel-mounted paddles, this system emulates an eight-speed automatic transmission.
It’s a purely synthetic experience, but it’s designed to provide the “sharp gear shifting feel” of a traditional auto, complete with rev-matching ‘blips’ from the petrol engine on downshifts and the ability to “hold” a gear.
Then, there’s the chassis. To handle the instant electric torque, the Prelude borrows the dual-axis strut front suspension from the Civic Type R, which is specifically designed to mitigate torque steer.
It also gets the adaptive damper system from the Type R (retuned for the Prelude’s grand touring brief) and the same Brembo four-piston front brake calipers.
How does the Honda Prelude drive?
I need to preface this by saying our drive was incredibly brief – just a few laps on a short, smooth test circuit in Japan. A full verdict will have to wait for a proper Aussie road test.
That said, the Prelude is a fascinating and sophisticated package.
The absolute crux of the experience is the S+ Shift system. Let’s be clear: this is not a CVT with “belts and pulleys.” It’s an e-CVT, meaning a two-motor hybrid system where the electric traction motor is primarily driving the wheels.
At higher speeds, a clutch can engage the 2.0-litre petrol engine for direct drive, but the S+ Shift programming is the real story.
When you’re in S+ mode, the system convincingly emulates the feel of a dual-clutch transmission. It’s a purely synthetic eight-speed map, but it delivers rapid, distinct upshifts and downshifts, completely removing the droning, elastic-band sensation typical of many hybrids.
The result is an engaging and interesting drive that feels far removed from a typical eco-car.
The hardware is the other half of the story. This isn’t just a Civic that’s gone on a diet; the engineers have grafted in the dual-axis front suspension from the Civic Type R and given the Prelude a wider track.
On this short circuit, the steering is responsive and the chassis exhibits minimal body roll, feeling planted and engaging.
It’s not mega-fast in a straight line like a Civic Type R. Instead, it subscribes to the “slow car fast” philosophy, where the driver can extract 100 per cent of its performance and enjoy the handling without reaching extreme speeds.
Despite the instant 315Nm of torque from the electric motor, torque steer isn’t an issue. With a combined 147kW, there isn’t enough power to overwhelm the front end, and the Type R-derived suspension does its job of managing power delivery.
Even when applying power aggressively out of tight corners, the Prelude remains composed and balanced. It’s a promising and sophisticated package, and we’re keen to put it through its paces on a proper Aussie proving ground.
What do you get?
With a single high-spec variant expected for Australia, the Prelude will come loaded with standard equipment.
Key features include:
- 19-inch alloy wheels
- Brembo 4-piston front brakes
- Adaptive Damper System
- Dual-axis strut front suspension
- LED headlights with adaptive high-beam
- 10.2-inch digital instrument cluster
- 9.0-inch infotainment touchscreen
- Google Built-in
- Wireless Apple CarPlay, Android Auto
- Wireless phone charger
- 8-speaker Bose premium sound system
- Heated, leather-trimmed sports seats with houndstooth pattern
- Flat-bottom, leather-wrapped steering wheel with paddle shifters
- Dual-zone climate control
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 features include:
- 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
CarExpert’s Take on the Honda Prelude
After a very brief stint behind the wheel, it’s clear the Prelude is a fascinating and deeply-engineered car.
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It’s absolutely not the raw, analogue, high-revving coupe many enthusiasts were hoping for, but it’s also far from a cynical badge-slap on a two-door Civic.
The powertrain is the perfect example. On paper, a 147kW hybrid with an e-CVT is the weak link. In practice, the ‘S+ Shift’ system is the surprise-and-delight feature.
It’s a genuinely clever and engaging simulation that delivers the distinct, stepped feel of a dual-clutch, complete with rev-matched downshifts. It completely removes the hybrid drone and makes the car fun.
While it’s not mega fast in a straight line, the Prelude subscribes to the classic “slow car fast” philosophy. The real-world performance is in the chassis.
This isn’t just a Civic in a sleek suit; the engineers have grafted in the Civic Type R’s dual-axis front suspension, adaptive dampers, and Brembo brakes. The result, even on this short track, is a car that feels planted, responsive, and stable, with excellent steering and minimal body roll.
So, who is this car for? At an expected $65,000-70,000 drive-away, it’s not a competitor for the Toyota GR86. It exists in a class of one, just as the originals did.
The Prelude is a modern Grand Tourer. It’s for the mature enthusiast who wants a stylish, sharp-handling, and practical coupe for the daily drive—someone who appreciates the instant electric torque and 5.0L/100km fuel economy as much as the cornering grip.
It successfully proves that Honda’s “joy of driving” philosophy can survive electrification, and that’s a very promising sign for the brand’s future.
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