Fun but flawed: Honda Prelude e:HEV test drive
A reborn hybrid coupe that raids the Type R parts bin.
Tested: Honda Prelude e:HEV Advance
Specification
- Max power
- 184PS
- Max torque
- 315nm
- Top speed
- 117mph
- 0–62mph
- 8.3 seconds
- WLTP economy / range
- 54.2mpg
- CO₂ emissions
- 117g/km
- BiK
- 29%
- VED
- £455 (Year 1)
- OTR price
- £41,595
The decision to bring back the Honda Prelude is commendable, if a little confusing. The return of a handsome and not extortionately priced coupe is welcome in a world where even the Ford Fiesta is not safe from the SUV takeover.
It is truly a unique proposition. Since the last Prelude bowed out in 2001, almost all small front-wheel drive coupes have faced the chop, with the Ford Cougar, Peugeot RCZ, Toyota Celica, and even the hugely popular Audi TT, all meeting their maker.
Curb appeal
Like those now-dead front wheel drive coupes, the Prelude trades mainly on style. It is a truly attractive shape in the metal, with more than a whiff of Porsche in some of the details.
The interior is stylish too, with an available two-tone colourway and standard-fit sports seats, which are reasonably comfortable and supportive.
As would be expected, the Prelude is more of a 2+2, with rear seats best suited to children, coats or general clutter. Perhaps realising how little use the rear seats would get, Honda decided not to trim them in leather, or even give them the blue stitching and two-tone finish of the front seats.
The in-car tech feels slightly behind the curve with a functional, if quite small, pair of screens. This is no bad thing, as everything falls easily to hand and is intuitive. Climate controls have physical knobs and buttons, and there is a pleasing lack of capacitive touch controls.
BiK victim
The Prelude’s closest rival is likely the BMW 2 Series, but Honda has decided to set it even further apart by offering it exclusively with the e:HEV hybrid powertrain.
At face value, this should make for a great company car, as it would be fair to assume that the hybrid powertrain would slash benefit-in-kind (BiK) costs.
Unfortunately, this is not the case. The Prelude is subject to a BiK rate of 29%, due to the absence of a plug, placing it closer to pure-petrol cars like the 2 Series.
This is a shame, as the Prelude is otherwise appealing to the driver who wants something a little more exciting, without the fuel costs of a full-fat performance car.
However, purely based on pricing, the Prelude seems to provide fair value. It has one, highly equipped trim level, and is priced just over £2,000 more than a comparable Civic, for what is arguably a much more attractive and desirable car.
Despite not wearing a premium badge, it is more expensive than the 2 Series, but does have a more complex powertrain, as well as arguably better looks.
Fuel costs should be reasonable, with a WLTP combined economy figure of 54.2mpg, with the hybrid system enabling it to deliver around 10mpg more than petrol BMW 220i.
Best bits
Being based on the Civic means the Prelude gets the same 2.0-litre four-cylinder engine and hybrid system, which smoothly fades petrol power in and out. It is keen to use electric power, making for a relaxed experience. Honda’s decision to use a 2.0-litre engine means the engine is understressed, and the CVT gearbox is able to keep it quiet most of the time.
But perhaps the biggest advantage of using the Civic as a starting point is the ability to fit suspension parts from the now-discontinued Civic Type R. Honda took full advantage of this, and has blessed the Prelude with linear, responsive steering and flat handling.
Honda has also pinched the Type R’s massive Brembo front brakes, which provide more than enough stopping power for the 184PS coupe. The pedal is firm and linear, further boosting confidence.
It is enough to turn the pleasant, if a little boring to drive Civic e:HEV into a car that is genuinely fun to throw around a corner, without giving up too much in the way of ride comfort, due to the fitment of adaptive dampers.
This level of B-road competence sits at odds with the hybrid powertrain – especially the CVT gearbox. When pressing on it delivers the characteristic, constant RPM moo that plagues many CVTs.
Recognising this, Honda has fitted the Prelude with ‘S+ Shift’ which, in English, means fake gears. While it does sound silly, and will actually result in slower acceleration, it does make for a much more engaging and sporty experience.
Whether using the paddles or letting the car pick a ‘gear’ itself, S+ Shift helps the Prelude inch closer to being a proper driver’s car.
Compromises
Herein lies the Prelude’s problem. Fake gears are not enough to turn it into a true driver’s car, the Type R’s turbocharged engine and manual gearbox would have been needed for that.
Equally, the lack of a plug and the associated tax breaks means it is difficult for the user-chooser to make a case for it.
It is not a bad car by any stretch – far from it – but the Prelude does suffer from an identity crisis.
The Honda Prelude is a compelling choice for a very specific person, who wants a comfortable, pretty and relatively engaging coupe, but does not pay BiK and would not be seen dead in something as common as a BMW.
But everyone else will let out a sigh of disappointment as they order yet another Golf GTE.
Fleet focus
1. TCO
- Capital cost: The Prelude starts at £41,595 and is available only in high-spec Advance trim, with the only options being body colour, the two tone interior, the Black Pack and the Illumination Pack.
- Tax efficiency: Benefit-in-kind (BiK) is 29%, due to it not being a plug-in hybrid.
2. Fuel Efficiency
- On the WLTP combined cycle, the Prelude is rated at 54.2mpg.
3. Maintenance Cost
- Standard protection: As standard, the Prelude comes with a three-year warranty, which can be extended by a year with each service at a main dealer or Honda-authorised service centre. This is available until the car is eight years old or has 100,000 miles.
- Hybrid component warranty: Covered up to five years or 90,000 miles, with the option to extend by a year up to eight years or 100,000 miles, when serviced at a dealer or authorised service centre.
- Corrosion protection: 12 years of cover is offered for structural corrosion.
4. Downtime
- Service intervals: 12,500 miles or 12 months.
- Dealer network: Honda has an extensive UK dealer network with nationwide coverage.
- Reliability: Honda has a strong reputation for reliability and frequently tops durability rankings.
5. Safety
- ADAS: a suite of advanced driver assistance systems (ADAS) are standard-fit, including Collision Mitigation Braking, Road Departure Mitigation, Cross Traffic Monitor and Lane Keeping Assist.
- Driver support: Adaptive Cruise Control is standard.
Key rivals
- BMW 220i Coupe