Honda Prelude: 'I test drove Honda's first Prelude coupe for 25 years - it is a charmer'

It is an exciting thing, brisk without being brutal, sleek clean styling, low but not hip-busting, mostly refined on the sound chassis of the Civic hatchback but inheriting some of its tyre roar.

The three-door body seats two in supreme comfort, two more at a tight pinch. The graceful tail slopes acutely, leaving scant headroom for even short adults in the rear seats under the liftback’s glass.

Small children will sit comfortably. They will look in vain for USB points but there are map pockets. The seats fold flat to extend the load deck to 60 inches.

The deep floor already gives plenty of luggage space though the high sill which is needed for rigidity makes loading very heavy bags a heave and a leap for old dogs.

The focus is on the front seats, with super smart premium two tone ventilated leather-look fabrics — the rear is a drab dark cloth.

Fascia and door coverings are soft and premium with an embroidered Prelude script facing the passenger.

The front chairs integrate the headrests and look pure quality but unusually are not matched.

The driver has more side support for the hips than the passenger, helping the former stay secure on twisty fast bits while making entry and exit easier for the latter who has side bolsters that are lower and softer.

I discussed this postural disparity over a large half outside the local curry house, home of some potent cars, and the consensus, if you can have such a thing between two blokes, was that this Prelude was unlikely to be thrashed mercilessly up hill and down dale.

It is, however, agile and quick enough. Some gung-ho critics are hankering for more power but where would you need it? The Prelude can clip 0-60mph in eight seconds, with excellent response when needed.

Honda, holder of some startling track records with the Civic Type R, does not need encouraging.

If the demand from buyers is there then watch out, albeit hiking the purchase price well beyond the £40,995 asked for this one and sacrificing suspension comfort.

The inclusion of an economy coasting mode suggests that Honda is looking at a different type of driver.

However, a sporty theme is supported with blue Brembo brake calipers, matching blue tabs under the nose and tail, extractor vents in the front wheel arches over large alloys, and an optional rear spoiler.

The Prelude name began as a boxy saloon in 1978.

By 1987 the sleeker third generation two-door coupe had rear-wheel-steering (not fitted to the new one) which could help with balance at speed and agility when parking — when the rear wheels steered in the opposite direction.

This, if anything, is what we remember of a sporting coupe which with a reputation for driving enjoyment, was a precursor to the legend that was the NSX.

Buyers were swerving to people carriers and then SUVs and this century the efficiency of the hybrid, a mix of battery and engine power. Honda and Toyota were its pioneers.

The new Prelude has Honda’s e:HEV hybrid system. A 2-litre petrol engine charges a lithium-ion battery which drives the front wheels through an automatic gearbox.

At times of peak demand the petrol engine adds direct power to the wheels. Mostly, it runs on the battery motor, quietly and with torquey flexibility.

It automatically selects the most fuel efficient drive mode according to each driving situation at all times. My economy ranged from the mid 50s to 69 mpg.

Mission statement from its makers in Japan: “The new Prelude is built around the concept of ‘unlimited glide,' where those inside do not want the journey to end.”

Well, mmmm, my journey had to end but the Prelude is a charmer, sporty but not harsh. The hands-on driver can choose several levels of regenerative braking using the selector paddles on the steering wheel.

This regulates deceleration when slowing down and boost the battery and keeps you off the brakes.

There are three drive modes: Comfort, GT and Sport, which adjust the dampers, throttle and steering response, plus an individual personal set up.

Drivers have the S+ button which mimics the sound and feel of an eight-speed close ratio automatic gear change, revving to 6,000rpm on the way to a maximum of 117mph.

Honda says it adds “an extra layer of immersive driving involvement to a new generation of Prelude drivers.” After a few immersions I opted out, noting that second gear peaked at 45mph and third at 60mph.

The front bumper is designed to reduce the risk of leg fractures and knee ligament damage for pedestrians in an impact. Honda’s array of proximity alerts help to prevent such things happening.

These interventions support Honda’s bold ambition to have no traffic collision fatalities involving its cars and motorbikes by 2050. Good luck with that.

Honda boasts of a driver focused cabin with “exceptional visibility for even more enjoyable journeys” and ten airbags including knee protection for driver and companion.

My complaint was rear nearside over-shoulder clarity when joining a road at an angle. A rear wiper is not fitted — though of more use than the show-off black rear spoiler seen here, a £600 option. The moonlit white pearl paint is £700.

Overall, a warm welcome back.

Honda Prelude Advance 2.0 i-MMD e-CVT: As tested £43;340; power 181.5 bhp; torque 232lb/ft; transmission automatic e-CVT; top speed 117mph; 0-62mph, 8.2 seconds; economy 54 mpg; on test 62mpg; CO2 117g/km; weight 3,256 lb; length 178 inches/4.5m. More information at honda.co.uk