We Inquired with Honda About Whether the Prelude Will Actually Begin at $38,000 | Carscoops

We Inquired with Honda About Whether the Prelude Will Actually Begin at $38,000 | Carscoops

      Honda downplayed the reported figure when approached, yet suggested that the actual price of the Prelude may not be far off.

      A report indicates that the new Honda Prelude is set to begin at an MSRP of $38,000. While official pricing has not been revealed, Honda acknowledges that it will not be inexpensive. The coupe is expected to debut this fall, equipped with a 200 hp hybrid powertrain.

      We always anticipated the Honda Prelude would carry a high price, but this could lead to some surprise among buyers. A recent report claims the starting price will be $38,000.

      MotorTrend mentioned this figure in a recent article, but Honda played it down during our conversation. Although they did not state that the publication was incorrect, a spokesperson indicated, "We have not announced Prelude pricing yet for the U.S."

      Additionally, they mentioned that the model starts at ¥6,179,800 in Japan, translating to about $40,060. The spokesperson also highlighted that previous statements suggested pricing would be "somewhere between the Civic Sport Touring and Civic Type R."

      The Civic Sport has a starting price of $32,295, while the Type R begins at $45,895. This creates a broad pricing range, but the average of these two figures is $39,095, which falls roughly in between MotorTrend's reported estimate and the Japanese pricing.

      While the exact cost of the Prelude remains uncertain, it is likely to be quite high. For context, the 2026 Toyota GR86 starts at $30,800, and the Subaru BRZ costs $35,860. We cannot ignore the $32,320 Ford Mustang, especially since these three rivals all offer more horsepower than the Honda.

      Limited Power, Yet Well-Equipped

      All of this does not bode well for the Prelude, which is set to arrive at U.S. dealerships later this fall. To recap, it features a hybrid 2.0-liter four-cylinder engine with a combined output of 200 hp (149 kW / 203 PS) and 232 lb-ft (314 Nm) of torque.

      These figures are not particularly impressive, but the Prelude will be available in a single, well-equipped trim that includes a wireless smartphone charger, heated perforated leather sport seats, and an eight-speaker Bose premium audio system. Additional features will include a 10.2-inch digital instrument cluster and a 9-inch infotainment system with built-in Google.

      Other key features comprise adaptive dampers and Brembo front brakes, along with 19-inch wheels and the Honda Sensing suite of driver assistance technologies.

      All these elements suggest Honda is positioning the Prelude as a premium coupe, which could help justify a higher price point. However, the combination of low power and a high price does not seem to appeal to enthusiasts.

We Inquired with Honda About Whether the Prelude Will Actually Begin at $38,000 | Carscoops

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The shudder of tire edges on asphalt signals a slight warning. I deftly steer to the right and then to the left as the rear end begins to slide, and the drama quickly resolves. The scuffing noise transitions into the growl of a turbocharged six-cylinder and the sound of a cold brake rotor waking up its pads. Although the weather today is dreary and rainy, maneuvering the 2026 BMW M2 CS around a drenched track is still more enjoyable than sitting at my desk writing emails.

The M2 is not new; it has been on the market since the 2024 model year and follows a thrilling first generation. The latest M2 has built a strong reputation thanks to its 473-hp turbocharged inline-six engine and availability of either an eight-speed automatic or a six-speed manual transmission, with rear-wheel drive. It's the BMW that most closely resembles models you might remember. It’s the smallest and lightest in its lineup, yet still showcases the steering and handling characteristics that connect it with BMW’s spirited performance heritage.

Now, BMW has introduced a CS edition. Weighing up to 97 pounds less, with a chassis lowered by a third of an inch, its twin-turbo six-cylinder engine also delivers an additional 50 horsepower over the standard M2. In total, this equates to 523 hp, distributed through an eight-speed automatic transmission with paddle shifters that propels the coupe from 0 to 60 mph in just 3.7 seconds, reaching a top speed of 188 mph. The package can be further lightened with the optional carbon-ceramic brakes, which reduce weight by another 40 pounds.

Distinctive visual features separate it from the standard M2. It boasts black splitters at both the front and rear with thicker vanes. A carbon-fiber-plastic roof is accompanied by carbon-fiber-reinforced plastic (CFRP) mirror caps. The ducktail decklid is also made of the same material, as are the shift paddles, transmission tunnel, and seats in the cabin. A standout detail is the LED-lit CS logo that glows and pulses from behind the door cards upon entry, complemented by LED CS logos in the seats at the headrest.

Upon entering, I settle into the carbon-fiber bucket seats, adjust the various toggles and switches that control the steering weight, shock stiffness, and shift speed, and program these into the M1 or M2 mode buttons, highlighted in red on the steering wheel. Before I’m ready to accelerate around Michelin’s South Carolina test track, I note the red strip at the 12 o’clock position on the steering wheel, which helps to center my focus.

On an impromptu autocross course set up on a dark lake, the M2 CS reveals its astonishing handling capabilities. It glides through the air like a well-thrown axe, the steady rumble of the tires layered over the low growl of a powertrain that barely feels engaged. BMW allows us to warm up as we navigate through bends and turns, and though the skies haze over with mist, my excitement remains undeterred.

A quick country road drive reveals a minor weakness that, ultimately, doesn't disrupt the overall balance. Traversing through rain and wet leaves while in comfort mode for both shocks and steering, the M2 CS still feels like it's being tossed around in a rock tumbler. Even in the lightest, most forgiving mode, it’s hard to envision anything relaxed occurring within its confines. More lumbar support would be nice, yet it does feature a switch that tightens the bottom bolsters to hold you deeper in the seat. I adjust the settings and apply the throttle, with the gauges lighting up in delight—blue on the left side for the speedometer, and right for the 7,200-rpm redline, creating a divided display.

During the final driving session, I take my place behind a lead driver navigating a high-speed loop. He races past 100 mph in his all-wheel-drive M3, and I struggle to keep up, scrambling through puddles. I find the M2 CS’s ten-stage traction system works best around level four, where it reduces intervention but still provides a safety net against potential embarrassment. The M2 wiggles and grumbles around the wide, fast curves, requiring correction, like a playful dog knocking over a bowl. With three of us in CSs, we glide through the esses and maintain our grip through a lengthy carousel turn, reminding me of the enjoyable first-gen M2 I drove in north Georgia.

The CS version enhances the M2's successful formula without altering it. It’s larger, heavier, and more powerful than the previous twin-turbo Supra, and it surpasses a Dark Horse Mustang while BMW The latest automotive news and reviews, straight to the point. Our complimentary daily newsletter delivers the most important stories directly to you, every weekday. The shudder of tire edges on asphalt signals a slight warning. I deftly steer to the right and then to the left as the rear end begins to slide, and the drama quickly resolves. The scuffing noise transitions into the growl of a turbocharged six-cylinder and the sound of a cold brake rotor waking up its pads. Although the weather today is dreary and rainy, maneuvering the 2026 BMW M2 CS around a drenched track is still more enjoyable than sitting at my desk writing emails. The M2 is not new; it has been on the market since the 2024 model year and follows a thrilling first generation. The latest M2 has built a strong reputation thanks to its 473-hp turbocharged inline-six engine and availability of either an eight-speed automatic or a six-speed manual transmission, with rear-wheel drive. It's the BMW that most closely resembles models you might remember. It’s the smallest and lightest in its lineup, yet still showcases the steering and handling characteristics that connect it with BMW’s spirited performance heritage. Now, BMW has introduced a CS edition. Weighing up to 97 pounds less, with a chassis lowered by a third of an inch, its twin-turbo six-cylinder engine also delivers an additional 50 horsepower over the standard M2. In total, this equates to 523 hp, distributed through an eight-speed automatic transmission with paddle shifters that propels the coupe from 0 to 60 mph in just 3.7 seconds, reaching a top speed of 188 mph. The package can be further lightened with the optional carbon-ceramic brakes, which reduce weight by another 40 pounds. Distinctive visual features separate it from the standard M2. It boasts black splitters at both the front and rear with thicker vanes. A carbon-fiber-plastic roof is accompanied by carbon-fiber-reinforced plastic (CFRP) mirror caps. The ducktail decklid is also made of the same material, as are the shift paddles, transmission tunnel, and seats in the cabin. A standout detail is the LED-lit CS logo that glows and pulses from behind the door cards upon entry, complemented by LED CS logos in the seats at the headrest. Upon entering, I settle into the carbon-fiber bucket seats, adjust the various toggles and switches that control the steering weight, shock stiffness, and shift speed, and program these into the M1 or M2 mode buttons, highlighted in red on the steering wheel. Before I’m ready to accelerate around Michelin’s South Carolina test track, I note the red strip at the 12 o’clock position on the steering wheel, which helps to center my focus. On an impromptu autocross course set up on a dark lake, the M2 CS reveals its astonishing handling capabilities. It glides through the air like a well-thrown axe, the steady rumble of the tires layered over the low growl of a powertrain that barely feels engaged. BMW allows us to warm up as we navigate through bends and turns, and though the skies haze over with mist, my excitement remains undeterred. A quick country road drive reveals a minor weakness that, ultimately, doesn't disrupt the overall balance. Traversing through rain and wet leaves while in comfort mode for both shocks and steering, the M2 CS still feels like it's being tossed around in a rock tumbler. Even in the lightest, most forgiving mode, it’s hard to envision anything relaxed occurring within its confines. More lumbar support would be nice, yet it does feature a switch that tightens the bottom bolsters to hold you deeper in the seat. I adjust the settings and apply the throttle, with the gauges lighting up in delight—blue on the left side for the speedometer, and right for the 7,200-rpm redline, creating a divided display. During the final driving session, I take my place behind a lead driver navigating a high-speed loop. He races past 100 mph in his all-wheel-drive M3, and I struggle to keep up, scrambling through puddles. I find the M2 CS’s ten-stage traction system works best around level four, where it reduces intervention but still provides a safety net against potential embarrassment. The M2 wiggles and grumbles around the wide, fast curves, requiring correction, like a playful dog knocking over a bowl. With three of us in CSs, we glide through the esses and maintain our grip through a lengthy carousel turn, reminding me of the enjoyable first-gen M2 I drove in north Georgia. The CS version enhances the M2's successful formula without altering it. It’s larger, heavier, and more powerful than the previous twin-turbo Supra, and it surpasses a Dark Horse Mustang while The upgraded BMW M2 is a powerful coupe boasting 523 horsepower and a maximum speed of 188 mph. Liberty Walk's Land Cruiser Appears Prepared for an Unwinnable Battle | Carscoops Liberty Walk's Land Cruiser Appears Prepared for an Unwinnable Battle | Carscoops Liberty Walk and Alpharex provided Toyota's Land Cruiser with a bold widebody appearance at SEMA, while keeping its hybrid powertrain entirely unchanged. Honda has created a new V6 hybrid for its upcoming SUVs and minivan, which offers improved fuel efficiency compared to a turbocharged four-cylinder engine. Honda has created a new V6 hybrid for its upcoming SUVs and minivan, which offers improved fuel efficiency compared to a turbocharged four-cylinder engine. Honda is striving for a balance of efficiency, capability, and performance with the upcoming Pilot Hybrid.

We Inquired with Honda About Whether the Prelude Will Actually Begin at $38,000 | Carscoops

Honda played down the number when questioned but suggested that the actual price of the Prelude could be close.