{"id":49134,"date":"2026-06-08T06:01:04","date_gmt":"2026-06-08T05:01:04","guid":{"rendered":"https:\/\/sport-auto.ch\/essais\/?p=49134"},"modified":"2026-06-06T20:27:35","modified_gmt":"2026-06-06T19:27:35","slug":"honda-prelude-e-hev-advance","status":"publish","type":"post","link":"https:\/\/sport-auto.ch\/essais\/honda-prelude-e-hev-advance\/","title":{"rendered":"ESSAI HONDA PRELUDE E:HEV ADVANCE"},"content":{"rendered":"

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HONDA
PRELUDE
E:HEV ADVANCE<\/h1>\n

L’essai Sport-Auto.ch du 8 juin 2026<\/h2>\n

R\u00e9daction : Nicolas Mari
Photographies : Nicolas Mari<\/h4>\n

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Avec son architecture de type hybride autorechargeable, d\u00e9pourvue de bo\u00eete de vitesse et avec un moteur 2.0 l agissant comme g\u00e9n\u00e9ratrice, la nouvelle Honda Prelude a \u00e9tonn\u00e9 tout le monde \u00e0 sa pr\u00e9sentation. Mais derri\u00e8re toute cette ing\u00e9nierie, que ressent vraiment le conducteur ? Apr\u00e8s notre premi\u00e8re courte prise en main en mars<\/a>, place maintenant \u00e0 un essai plus complet dans nos contr\u00e9es montagneuses. <\/span><\/p>\n

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Honda a choisi l’\u00e9l\u00e9gance comme ma\u00eetre mot pour concevoir le style ext\u00e9rieur de ce coup\u00e9 de 4.53 m de long. L’avant se distingue par sa proue au nez bas et effil\u00e9, prolong\u00e9 par des barres LEDs bien int\u00e9gr\u00e9es. <\/span>\u00c0<\/span> l’arri\u00e8re, on peut retrouver plusieurs similarit\u00e9s et gimmicks r\u00e9miniscents de la Porsche 911<\/a> : bandeau lumineux continu, lettrage HONDA en majuscules, toit inclin\u00e9 d’un angle similaire \u00e0 la 992, etc. L’ensemble est coh\u00e9rent et bien proportionn\u00e9. Le coloris Bleu Racing (CHF 990.-) de notre exemplaire fait tourner les t\u00eates. <\/span>\u00c0<\/span> noter que la marque n’offre pas de couleur rouge au catalogue. Les jantes alliage 19 pouces abritent des freins Brembo, qui surprennent par leur efficacit\u00e9 et endurance.<\/span> Nous y reviendrons.<\/span><\/p>\n

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traction
4 cyl. 2.0L + 2x moteurs \u00e9lectriques
184 ch \/ 315 Nm
1’480 kg<\/p>\n

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L’int\u00e9rieur de notre exemplaire avec finition en cuir bicolore bleu et blanc (de s\u00e9rie) brille par son \u00e9l\u00e9gance. Des coutures d\u00e9coratives (de s\u00e9rie) garnissent l’habitacle, et le tableau de bord est recouvert d’un mat\u00e9riau rappelant les feuilles “Washi” japonaises, <\/span>o\u00f9<\/span> ce coup\u00e9 a \u00e9t\u00e9 con\u00e7u.
<\/span>Les si\u00e8ges en cuir sont bien finis et la position de conduite particuli\u00e8rement confortable, aussi bonne qu’une Porsche 911<\/a> \u00e0 un tarif bien plus \u00e9lev\u00e9. Comme cette derni\u00e8re, la Prelude est un coup\u00e9 2+2, offrant deux places arri\u00e8res exig\u00fces, mais, contrairement \u00e0 l’Allemande, on peut rabattre les si\u00e8ges ici pour profiter d’un volume de coffre tr\u00e8s grand atteignant 760 litres de capacit\u00e9. <\/span><\/p>\n

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Cet environnement globalement raffin\u00e9 contraste avec une interface multimedia accusant un l\u00e9ger retard dans les graphismes de l’\u00e9cran, moins net que ce que l’on voit dans la production automobile actuelle, mais pas trop g\u00eanant pour autant. L’int\u00e9gration Apple CarPlay et Andro\u00efd Auto est fournie de s\u00e9rie. Les touches et molettes pr\u00e9sentes sur la console centrale et le tableau de bord participent \u00e0 une ergonomie efficace peu distrayante pour le conducteur. Cette formule d’habitacle moderne mais d\u00e9laissant le tout digital rappelle un peu celui de la Mazda MX-5<\/a>. <\/span><\/p>\n

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La Prelude dispose d’une hauteur de caisse id\u00e9ale et, m\u00eame sur les routes d\u00e9fonc\u00e9es, on ne frotte jamais l’avant. On s’y sent \u00e0 l’aise dans les trajets quotidiens, une caract\u00e9ristique pas forc\u00e9ment donn\u00e9e pour une voiture basse. Son riche \u00e9quipement de base participe \u00e9galement \u00e0 cette bonne impression de polyvalence : si\u00e8ges chauffants, cam\u00e9ra 360 \u00b0, entr\u00e9e Keyless, ou encore syst\u00e8me audio Bose. Ce dernier vous permettra de ravir vos oreilles avec vos sons favoris (le Prelude de Bach<\/em>… au hasard). <\/span><\/p>\n

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La Prelude surprend \u00e9galement par sa sobri\u00e9t\u00e9. Notre meilleur score ? Une consommation de 2.9 l \/ 100 km sur route secondaire plane entre Sierre et Sion (15 km), en respectant strictement les limitations de vitesses (pas au-dessus, pas au-dessous). Avec son r\u00e9servoir de 40 litres, ce coup\u00e9 sera id\u00e9al pour les longs trajets et ne vous co\u00fbtera pas beaucoup en carburant.<\/span><\/p>\n

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Avec son couple de 315 Nm disponible de suite et sans d\u00e9lai, la Prelude donne aux passagers une sensation de fluidit\u00e9 totalement adapt\u00e9e et appr\u00e9ciable pour les trajets du quotidien. En tant qu’hybride autorechargeable, le r\u00e2le du moteur se fait sentir quand il recharge la batterie, mais la sonorit\u00e9 est plut\u00f4t discr\u00e8te \u00e0 bord. Mais comment l’ensemble se comporte-t-il sur des routes alpines vallon\u00e9es ? La cavalerie de 184 ch de son groupe motopropulseur e:HEV joue \u00e0 contre courant des tendances actuelles, <\/span>o\u00f9<\/span> bon nombre de voitures \u00e9lectriques communes d\u00e9passent d\u00e9sormais les 200 ch \/ 147 kW. Voyons si c’est suffisant pour se divertir sur nos routes sinueuses. <\/span><\/p>\n

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On bascule en mode Sport+. La voiture simule les rapports d’une boite de vitesse, avec les effets de couple qui vont avec. Le r\u00e9sultat est d\u00e9routant par son effet naturel procur\u00e9. Il demande quelques kilom\u00e8tres d’adaptation pour l’exploiter au mieux. Ensuite, on se prend au jeu d’effectuer des pichenettes sur les palettes, d\u00e9clenchant des changements de vitesse particuli\u00e8rement rapides. Le frein moteur r\u00e9agit \u00e9galement de mani\u00e8re pertinente et permet dans les descentes de retenir suffisamment la voiture \u00e0 mesure que l’on r\u00e9trograde. <\/span><\/p>\n

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L’architecture atypique de la Prelude montre cependant ses limites dans les longues mont\u00e9es en conduite dynamique. <\/span>La batterie (de 1.05 kWh) se d\u00e9charge vite – apr\u00e8s quelques kilom\u00e8tres seulement – vu que le moteur \u00e9lectrique demande plus d’\u00e9nergie que le moteur thermique (g\u00e9n\u00e9rateur) ne peut en produire en temps r\u00e9el. <\/span>Priv\u00e9e de ce surcro\u00eet d’\u00e9nergie \u00e9lectrique, la Prelude se retrouve alors limit\u00e9e par la seule \u00e9lectricit\u00e9 que le moteur thermique (de 143 ch) peut lui fournir en direct via la g\u00e9n\u00e9ratrice.<\/span> Cons\u00e9quence : l’expression “pied au plancher” n’a jamais autant bien port\u00e9 son nom… d’autant plus que l’on restera dans les limites de vitesses. La Prelude ne sera pas vraiment \u00e0 l’aise dans les mont\u00e9es de cols, surtout si des d\u00e9passements sont \u00e0 envisager. Dans les descentes, cependant, c’est une autre histoire : les qualit\u00e9s ind\u00e9niables de son ch\u00e2ssis et ses freins endurants permettront de se faire largement plaisir. <\/span><\/p>\n

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L’agilit\u00e9 de la Prelude procure un grand sentiment de s\u00e9curit\u00e9 et de contr\u00f4le. Cela s’explique notamment par les diff\u00e9rentes pi\u00e8ces emprunt\u00e9es \u00e0 la Civic Type R<\/a>, l’une des r\u00e9f\u00e9rences des sportives compactes. On retrouve notamment son train avant \u00e0 pivot d\u00e9coupl\u00e9, son train arri\u00e8re multibras, et son excellent syst\u00e8me de freinage Brembo. La 3\u00e8me g\u00e9n\u00e9ration de Honda Prelude (1988) avait inaugur\u00e9 les roues arri\u00e8res directrices. Elles ne sont plus pr\u00e9sentes ici, mais l’effet de pivot dans les virages serr\u00e9s est agr\u00e9ablement perceptible et particuli\u00e8rement efficace sur cette 6\u00e8me g\u00e9n\u00e9ration.<\/span><\/p>\n

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Disponible \u00e0 partir de CHF 47’900.-, la Prelude occupe un segment d\u00e9sormais largement d\u00e9laiss\u00e9 par bon nombre de constructeurs : les coup\u00e9s compacts. On peut toutefois citer la <\/span>BMW 220i Coup\u00e9 M Sport (<\/span>\u00e9galement avec 184 ch) qui s’\u00e9change \u00e0 partir de CHF 58’200.-. Gr\u00e2ce \u00e0 sa bonne polyvalence et son grand coffre, la Prelude sera \u00e0 l’aise sur un large spectre d’utilisation, des grands voyages, o\u00f9 l’autonomie ne sera pas une pr\u00e9occupation, aux petits trajets quotidiens. <\/span><\/p>\n

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Non, la Prelude ne peut pas \u00eatre consid\u00e9r\u00e9e comme une sorte de Civic Type R<\/a> coup\u00e9. Elle n’est pas non plus l’\u00e9quivalente d’une nouvelle Honda Integra<\/a>, mod\u00e8le qui a notamment eu beaucoup de succ\u00e8s dans le championnat suisse des rallyes dans les ann\u00e9es 1998 – 2005, avec son moteur VTEC si caract\u00e9riel dont le rupteur culminait au del\u00e0 de 8000 trs\/min. Ici la partition m\u00e9canique procure moins de frissons, mais l’exp\u00e9rience de conduite globale convainc par son dynamisme et sa capacit\u00e9 \u00e0 avaler les virages sans broncher, en tout confort. <\/span><\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande image” custom_padding_last_edited=”on|desktop” _builder_version=”4.27.6″ background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2026\/05\/PhotoNicoMari-HondaPrelude-SportAutoCh-32.jpg” vertical_offset_tablet=”0″ horizontal_offset_tablet=”0″ custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ z_index_tablet=”0″ custom_css_main_element=”min-height:400px;” box_shadow_horizontal_tablet=”0px” box_shadow_vertical_tablet=”0px” box_shadow_blur_tablet=”40px” box_shadow_spread_tablet=”0px” global_colors_info=”{}” background_pattern_color=”rgba(0,0,0,0.2)” background_mask_color=”#ffffff” prev_background_color=”#ffffff” next_background_color=”#ededed” parallax=”on”][et_pb_row admin_label=”row” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”#ededed” parallax=”on” custom_padding_tablet=”50px|0|50px|0″ transparent_background=”off” padding_mobile=”off” make_fullwidth=”off” use_custom_width=”off” width_unit=”on” global_colors_info=”{}” prev_background_color=”rgba(255,255,255,0)” next_background_color=”#ffffff”][et_pb_row _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text admin_label=”Titre (Verdict)” _builder_version=”4.27.5″ text_font=”Raleway||||” text_text_color=”#828282″ text_font_size=”38″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” custom_padding=”30px||20px|” use_border_color=”off” border_color=”#ffffff” border_style=”solid” global_colors_info=”{}”]<\/p>\n<\/h4>\n

L’avis de Sport-Auto.ch<\/p>\n

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Capable d’\u00eatre extr\u00eamement sobre en conditions de conduite r\u00e9elles, ce coup\u00e9 au style rafra\u00eechissant sera une tr\u00e8s bonne voiture pour “cruiser”. La Prelude n’incite \u00e0 premi\u00e8re vue pas \u00e0 hausser le rythme… avant que l’on d\u00e9couvre les qualit\u00e9s de son ch\u00e2ssis, dot\u00e9 d’une tr\u00e8s bonne agilit\u00e9. Elle procure un plaisir de conduite diff\u00e9rent et atypique, \u00e0 saluer. Les promesses d’Honda visant “la r\u00e9activit\u00e9 d’un coup\u00e9 sportif en conservant l’efficience d’une hybride” sont effectivement respect\u00e9es. Audace technologique ? Clairement, mais on aurait appr\u00e9ci\u00e9 des performances d’acc\u00e9l\u00e9ration plus dignes. Chers dirigeants de Honda… \u00e0 quand une version “Prelude Type R” ?<\/strong><\/p>\n

nicolas[@]sport-auto.ch<\/p>\n

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