The New Honda Prelude Lacks a Transmission. Here’s the Reason.

      Cyril Soliman, edited by the author

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      Last week, the 2026 Honda Prelude was unveiled, and it faced some understandable complaints regarding the absence of a manual transmission. Honda refers to the coupe’s drivetrain as an “eCVT,” but in reality, it doesn't have a traditional transmission because it employs Honda’s two-motor electric hybrid powertrain.

      Honda has been using two-motor hybrids for over ten years, first introducing the system in the 2014 Accord Hybrid, with each new version demonstrating improved efficiency.

      Theoretically, the latest system should provide electric vehicle-like acceleration from a standstill while maintaining small-engine fuel efficiency on the highway, all without needing to be plugged in. The Prelude features a unique S+ paddle shifting system that, when activated, simulates the sounds and feelings of changing gears in a sequential manual transmission.

      As Honda officially describes it: “With the innovative new Honda S+ Shift system, Prelude delivers the ultimate electrified Honda driving experience with a responsive and engaging shifting simulation, featuring virtual rev-matched downshifts in S+ mode and enhanced engine sounds to increase driver feel and connection with the vehicle.”

      In simpler terms, the “shifting” will not directly correspond to the actual operation of the powertrain. This concept is analogous to the artificial gear shifts found in the fully electric Hyundai Ioniq 5 N, which many people praise. I tested that car and found it enjoyable but not extraordinary; however, I will admit that the simulated shifting felt surprisingly realistic. Therefore, it's certainly feasible for modern cars to replicate the sensation of gear shifts without an actual transmission.

      Honda currently offers two versions of its fourth-generation two-motor hybrid system: Parallel Motor Configuration (found in CR-Vs and Accords) and In-Line Motor Configuration (in Civics and soon, Preludes).

      In vehicles with Parallel Configuration, two electric motors are positioned side by side, allowing Honda to incorporate a larger propulsion motor with high peak speeds to enhance responsiveness. This arrangement also enables the CR-V to use an additional direct-drive gear set with a low-speed clutch, facilitating light towing and improving low-speed power and potentially traction in rougher conditions.

      Conversely, the In-Line Configuration is more suitable for smaller vehicles. In the Civic and soon the Prelude, while two electric motors are still present, one drives the wheels while the other, powered by the VTEC gas engine, charges the battery.

      Propulsion is achieved through a single-speed gearbox linked to the traction motor. Honda's system doesn't utilize both the gas engine and electric motor simultaneously to drive the Civic; instead, the gas engine delivers power to the wheels via a clutch when it's most efficient, such as during highway cruising. We anticipate a similar setup in the Prelude.

      As Honda states: “In all vehicles powered by the two-motor hybrid system, the gasoline engine can be decoupled from the rest of the hybrid powertrain and operate only as necessary. Depending on the battery charge level and other factors, it will automatically shut off during deceleration, at a stop, or while running on battery power. When required, the gasoline engine will restart automatically without driver intervention.”

      Thus, calling it an “eCVT” is somewhat misleading—there's no variability in gear ratios involved. Instead, it's a direct drive system powered by either an electric motor or a gasoline engine, with its behavior controlled by a Power Control Unit (PCU).

      In researching Honda's plans for the Prelude’s propulsion system, I noticed it conceptually resembles a more exotic setup: the Direct Drive system utilized by the impressive 1,500-horsepower Koenigsegg Regera.

      This vehicle also combines a combustion engine with an electric motor on the crank, functioning either as a drive motor or a battery charger. While the torque-converting lock-up system in the Koenigsegg is indeed more advanced, the overall power distribution concept is quite similar. The Drive produced an explanatory video about the Swedish hypercar featuring Christian von Koenigsegg a few years ago, which you can view here:

      Are you feeling more positive about the Honda Prelude’s potential for delivering a sporty driving experience now that you see Koenigsegg's endorsement of this powertrain concept?

      I’ll hold off on my judgment until I can test it myself, but I believe that people are fixating on the wrong aspects when dismissing Honda’s new coupe. The new Prelude is expected to be significantly more efficient, much safer, more comfortable, better handling, and likely faster than its predecessor from 25 years ago. It’s amusing that the peak horsepower hasn’t significantly changed since the Y2K model, yet with increased torque and advanced technology, I suspect this new entry-level grand tourer will be a compelling option for those who don’t require a four-door vehicle.

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