Hybrid Car – Pulpaddict

Honda Prelude review

The much-loved Honda Prelude is back on sale after 24 years – we get behind the wheel of the sporty two-door, now with hybrid power, at the press launch in the south of France

If you’re under 40, the significance of the return of the Honda Prelude might pass you by.

For the rest of us, the reborn coupe is an intriguing prospect, for a few reasons – not least its sleek look.

With a hint of the latest Toyota Prius up front, a rear that could grace a Porsche, and a purposeful stance, the stunning sixth-generation Prelude oozes kerb appeal.

Borrowing the tried and tested e:HEV full hybrid system from the Civic, plus the Type R’s suspension, it has classy genes.

Then there’s Honda’s new S shift system which aims to simulate a regular eight-speed transmission with wheel-mounted paddles.

Sporty coupes account for just 1% of UK sales in an automotive scene dominated by SUVs and small hatchbacks, so Honda isn’t looking to shift tens of thousands, but now there’s no Audi TT or Toyota GR86, the Prelude’s only real rival is the BMW 2 Series Coupe, so there is a business opportunity.

Priced from £40,995, the 2025 Prelude pairs a 2.0-litre petrol engine with a small 1.1kWh battery and two electric motors making a total of 181bhp and 315Nm of torque.

The engine (sadly not the turbo used in the Type R) rarely drives the wheels itself. For the most part, it’s used a generator, sending energy to the e-motors.

The result is a combination of decent performance and economy. In fact, the 0-62mph sprint time of 8.3 seconds feels faster, thanks to the electric motors’ instant torque.

Most of the time you’re likely to just select D for Drive and head off with the default “dual electric motor automatic transmission”, though the Prelude doesn’t have a mechanical gearbox as such.

If you want to enhance your involvement, Honda has developed what it calls S Shift, which is meant to emulate a regular automatic gearbox in sound and feel.

Simply press the S Shift button on the steering wheel and use the paddle shifters to change between the simulated gears.

It’s a clever system, not unlike the virtual shifts available on the Hyundai Ioniq N EV.

However, Hyundai’s version turns up the volume with more active engine noise and better-judged gear ratios, resulting in a more rewarding and involving sporty drive.

While the S Shift is a little underwhelming, it is entertaining to have the option, and it’s at its most effective in Sport mode (the others are default GT, and Comfort).

Nevertheless, the new Prelude is still one of the most entertaining hybrids on the market.

Brake hard into a corner and the system will shift down and blip the throttle for you, but don’t expect the pops and crackles of the Ioniq N.

Honda has been more successful when it comes to the front-wheel drive Prelude’s handling.

Borrowing the dual-axis struts and adaptive damping setup from the potent Civic Type R, the Prelude delivers an engaging drive, though with more of an accent on ride comfort and refinement than outright performance.

Shod with quality Continental tyres, there’s plenty of grip through more challenging corners, while the Brembo brakes are progressive (rarely the case in a hybrid) and offer serious stopping power.

The suspension may be a little stiff for some, but at least the Prelude is agile and composed with little body lean.

Owners of the regular Civic will instantly feel at home inside the Prelude, which has much the same look and feel up front.

In other words, it’s a driver-focused cockpit which includes a 10.2-inch digital instrument display, plus a 9.0-inch central touchscreen with wireless Apple CarPlay and Android Auto connectivity.

Wireless smartphone charging, an eight-speaker Bose sound system, a full suite of driver assistance and safety technology, a flat-bottomed steering wheel and supportive sports seats are also part of the package.

The driving position is suitably low and sporty, forward visibility is good, while the overall fit and finish is impressive, even if it lacks a wow factor.

As with most coupes, there’s a compromise when it comes to practicality. The truth is that the rear seats are only suitable for children. Lift the giant rear hatch and there’s a useful 264-litre load space, rising to 663 litres with the rear seats folded down.

Honda’s reputation for reliability may also be another plus point for the Prelude, along with low running costs. A claimed 54.3mpg is not be sniffed at – nor are C02 emissions of just 117g/km.

Ultimately, the new Prelude doesn’t quite live up to expectations, but it’s still a stunning, well-engineered coupe that handles well.

Verdict: The 2025 Honda Prelude has been reborn as an intriguing hybrid sports coupe. Elegant, economical, innovative and intriguing, it’s definitely worth a test drive – just don’t expect a two-door Civic Type R.

Honda UK

Driving home for Christmas? Survey reveals your travel plans

Gareth Herincx

2 days ago
Auto News

More than three quarters of Brits will be relying on their car over the festive period, according to new research from Honda UK.

The survey of 2,000 people also revealed that the most common number of trips we’re planning on making is between four and six (35%), covering a distance of less than 50 miles (29%).

People in Northern Ireland will be most reliant on a car over the Christmas and New Year (94%), followed by folk in the East Midlands, the South West, and Yorkshire and the Humber (each 85%). Those in London are set to be the least reliant on a car, with just 28% hitting the road over the festive period.

The research suggests that people prefer to travel with company as more than two thirds (70%) are joined in the car by a partner, friend and or child/children, while just 11% of those surveyed will be travelling alone over the festive period.

Christmas and the New Year are a time for families to come together and celebrate, with presents, food and beverages. But first, you have to get it all in the car. The below table reveals the most popular things to travel with.

Travelling With:	Percentage Of Surveyed Brits
Presents	64%
Food	47%
Shopping	47%
Alcohol	37%
Pets	24%

In keeping with the festive season, more than a quarter of people will be listening to a Christmas playlist (26%) while on the road. Gen Z is most likely to enjoy a festive soundtrack for their car journeys, with more than half of 18-24s (52%) listening to a Christmas playlist.

A surprising number of survey respondents (14%) admitted to arguing with family whilst travelling at Christmas time.

The top five passenger activities are as follows:

Passenger Activities	Percentage Of Surveyed Brits
Listening to the radio	60%
Listening to a Christmas playlist	26%
Listening to a streaming service	24%
Arguing with the family	14%
Playing car games	9%

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Suzuki Vitara Full Hybrid review

We road test the new hybrid version of the Suzuki Vitara…

Priced from £13,999 – £21,999 when it was launched in 2015, the Suzuki Vitara was an impressive new entrant in the compact crossover sector. Sharp looks, good value for money, fun to drive and surprisingly capable off-road, it was a great buy.

Fast forward seven years and a new version of the Vitara has been introduced. The big change is that it’s now offered as a full hybrid, as opposed to the mild hybrid that’s been available since 2019 – and the range now starts at £23,749 (Vitara Full Hybrid from £25,499).

The mild hybrid comes with a 1.4 Boosterjet (petrol turbo engine) and a tiny 48V lithium-ion battery stored under the passenger seat, developing a combined 129bhp.

The full hybrid system pairs a 1.5-litre petrol engine with a 24kW electric motor, which is fed by a 140V lithium-ion battery pack, giving a combined output of 113hp. Both hybrids are available with front-wheel drive or as an ALLGRIP 4×4.

The Suzuki Vitara Mild Hybrid has a six-speed manual gearbox, fuel economy is up to 52.7mpg, CO2 emissions are as low as 121g/km, while 0-62 acceleration is 9.5 seconds.

The Vitara Full Hybrid comes with a six-speed automated manual gearbox, which is what used to call a semi-automatic. There’s no clutch pedal and the on-board computer picks the gears and activates the clutch automatically.

CO2 emissions are identical at 121g/km and it’s a fraction more economical (53mpg), but it takes 12.7 seconds to sprint from standstill to 62mph.

So, in other words, the benefit of the full hybrid over the mild hybrid is minimal on paper. This is largely down to the fact that the electrified system is on the modest side, so it’s more a beefed-up mild hybrid than full-on hybrid.

The battery boost is targeted at lower revs, and although it can travel under purely electric power, it’s really just for manoeuvring or briefly in slow moving traffic, whereas many full hybrids are capable of a gentle mile or so in EV mode.

Apart from the larger hybrid drivetrain and a couple of nods to the system in the driver’s display and infotainment system, the rest of the Vitara package is mostly unchanged. However, there is a loss of boot capacity (down from a healthy 362 litres to just 289 litres).

The fact that not much has changed since the 2019 refresh means that the Vitara generally is starting to show its age compared to newer rivals such as the Renault Captur E-Tech Hybrid, Nissan Juke Hybrid and Toyota Yaris Cross Hybrid.

That’s not to say that the Vitara should be overlooked. It’s still a good-looking compact SUV with a four-wheel drive option (unlike its competitors) and it’s well equipped.

There are just two trims levels (SZ-T and SZ5), and AEB (Automated Emergency Braking), blind spot monitoring, rear cross traffic alert, traffic sign recognition, adaptive cruise control, smartphone connectivity, rear parking camera, keyless entry/start, navigation and climate control are standard on both grades.

Inside, it’s put together well enough, but there’s a mass of hard, black plastic, and while it’s functional, it’s hardly cutting edge. The 7.0-inch touchscreen infotainment system comes with Smartphone Link, which lets you mirror your smartphone on the screen using Apple CarPlay or Android Auto, but it does have an aftermarket feel to it.

That said, the cabin is packaged well, so there’s plenty of space front and back, it’s comfortable and visibility is good. Just remember to try a version with the panoramic glass roof because it does lower the ceiling a little.

On the road the mild hybrid was a joy to drive, largely down to its potent 1.4-litre petrol engine, slick manual gearbox and surprisingly good driving dynamics.

Sadly, the full hybrid experience is blighted by its automated manual gearbox. Put your foot down from standstill and it’s hesitant, while the upshifts generally are slow. What’s more, the engine is vocal at these times, though it soon settles down. In short, the Vitara Full Hybrid is at its best being driven gently.

It also did something we’ve never experienced before. On motorway runs using cruise control with the speed set at 70mph, it actually changes down one, sometimes two gears, when you encounter a slight upward incline.

The hybrid system can be set in Eco or Standard mode via a button on the dash, prioritising either fuel efficiency or power. Additionally, in our test car there was a rotary selector next to the gear selector to engage Suzuki’s excellent ALLGRIP 4×4 system.

Thankfully, the Vitara’s handling is much the same as the mild hybrid, so no complaints there. However, it is worth heading off on a good test drive over different road surfaces, because the ride is on the firm side.

Otherwise, driving the Vitara Full Hybrid is an easy-going experience with light steering, good grip and well controlled body lean in more challenging corners.

Verdict: The Suzuki Vitara Full Hybrid doesn’t quite make the grade for us, but if good looks, value for money, tidy handling and an award-winning ownership experience are more important to you, then we’d recommended a test drive all the same.

Suzuki UK

Nissan Juke Hybrid review

We test drive the new hybrid version of the much-improved Nissan Juke – the compact crossover designed, developed and manufactured in the UK.

Cards on table time – I was never a fan of the original, pioneering Nissan Juke. Launched in 2010, its looks were at best challenging, and I didn’t like the way it handled.

All that changed in 2019 when the second-generation Juke was introduced. Not only did the design switch from weird to funky, but it drove much better, there was more interior space and quality was stepped up.

Fast forward three years and Nissan has launched a full hybrid (or self-charging) version of the Juke, which is claimed to deliver 25% more power and 20% less fuel consumption.

Priced from £27,250 to £30,150, the newcomer uses much the same hybrid powertrain as the Renault Captur E-Tech hybrid, taking advantage of Nissan’s alliance with the French car maker.

The Japanese firm supplies the 1.6-litre engine (93bhp) and electric motor (48bhp), while Renault provides the gearbox, high-voltage 15kW starter-generator and 1.2kWh water-cooled battery.

The combined 141bhp of power is sent to the Juke’s front wheels via a six-speed automatic gearbox and it can “sprint” from 0-62 mph in 10.1 seconds.

More importantly, the car can return up to 56.5mpg, while CO2 emissions are as low as 114g/km.

Exterior changes include more aerodynamic bodywork to improve airflow and reduced drag, ‘Hybrid’ badges on the front doors and the tailgate, plus a black-gloss grille featuring the new Nissan logo, as seen on the larger Nissan Qashqai.

Other tweaks include keyless entry and two new colours (Ceramic Grey and stunning Magnetic Blue).

The new Juke Hybrid also offers new two-tone 17-inch alloy wheels and a 19-inch design inspired by those fitted to the upcoming Nissan Ariya electric SUV.

Inside, it gains a new set of dials behind the steering wheel. A power gauge replaces the rev counter so you can monitor regenerative charge and battery charge level.

There are three selectable drive modes (Eco, Normal and Sport), plus an EV button. The Juke Hybrid can be run on pure electric for a maximum of 1.8 miles at speeds of up to 35mph and Nissan reckons it will travel on battery power for up to 80% of the time around town.

There’s also an ‘e-Pedal’ button which allows the movement of the car to be controlled using just the accelerator pedal. When the driver’s foot is lifted from the accelerator, moderate braking is applied, and the car will decelerate to a crawl of around 3mph. This regenerative braking also helps to recharge the battery.

Boot space is reduced by 68 litres compared to the regular 1.0-litre petrol turbo Juke, because of the larger battery pack. However, there’s still a decent 354 litres, or 1,237 litres when the rear seats are folded down.

The cabin is a pleasant surprise thanks to the overall uplift in build quality and materials. Yes, there are some hard plastics used down below, but up top it’s mostly soft-touch, attractively designed (in a busy, old school sort of way) and has a solid feel.

Unlike most crossovers, I was able to achieve a decent driving position because it’s possible to lower the seat more than usual. What’s more, I could sit behind myself, if you get my drift. The only slight negative is that the Juke’s waistline rises at the back, so smaller rear-seat passengers will struggle to see out of the windows.

The ride is on the firm side, but it’s perfectly comfortable and cruises nicely, while body roll is kept in check.

There’s plenty of poke from the electrically assisted engine and the switch from electric to petrol power, and vice versa, is seamless.

The automatic gearbox works well enough, though the shifts are laboured when you put your foot down. It’s also worth noting that there are no paddles behind the steering wheel to hurry things along.

There’s plenty of grip up front, the steering is light and responsive, and it generally feels planted.

Our road test took in a mixture of city, motorway and country driving and we achieved around 45mpg, but I’m sure 50mpg is achievable on a longer, more relaxed run.

In other words, it’s not the most economical compact full hybrid out there, but every little helps.

The Juke is already well equipped, so there’s full connectivity (Android Auto and Apple CarPlay) and the latest safety features including Traffic Sign Recognition, Autonomous Emergency Braking (AEB), Lane Departure Warning, High Beam Assist and Hill Start Assist.

Our test car was also fitted with ProPilot – an advanced driving assistance technology that takes care of the steering, accelerating and braking on major roads.

Overall, the second-generation Juke is a huge improvement on the original, while the new full hybrid option is the icing on the cake.

Verdict: Thanks to the addition of hybrid technology, there’s never been a better time to switch to a Nissan Juke. Extra power and better economy complement the already practical, comfortable, well equipped and fun to drive compact crossover that it is. Well worth a test drive.

Nissan UK

Honda HR-V review

If you’re looking for a new compact SUV, you’re already spoilt for choice – so is there room for the latest Honda HR-V?

Well, Honda is on a roll. The futuristic all-electric Honda e city car is a revelation, and the new Jazz is a supermini transformed.

Now magic dust has been sprinkled on the HR-V. The third-generation model is a bold, hybrid-only “coupe-crossover” up against formidable rivals including the Renault Captur, Nissan Juke and Toyota Yaris Cross.

Priced from £27,960, it combines a 1.5-litre four-cylinder engine with two electric motors, producing 129bhp. Uniquely, at low speeds the battery pack and main electric motor drive the front wheels directly. At higher speeds the petrol motor kicks in.

Unlike its dowdy predecessor, the new self-charging hybrid HR-V has real kerb appeal.

A pair of slim headlights and an impressive body-coloured grille form the new HR-Vs face. It also looks more purposeful thanks to big wheels, an extra 10mm of ground clearance than before, rugged plastic cladding and roof rails. It even comes equipped with hill descent control.

There’s a high seating position inside the HR-V, which is generally spacious and comfortable. It also has a quality feel thanks to the soft-touch surfaces used, while the doors close with a satisfying clunk.

Unlike some of its rivals, there’s plenty of space in the back for passengers. However, the boot is a slightly disappointing 319 litres (expanding to 1,305 litres with the rear seats flipped), but there is a nice wide opening.

Of course, the HR-V also benefits from Honda “magic seats” which can fold flat or flip up like a cinema seat, enabling large items (like bikes) to be stored centrally in the car without compromising boot space.

Up front there’s a 7.0-inch digital driver display behind the steering wheel and a 9.0-inch central touchscreen for the infotainment system, which has Apple CarPlay and Android Auto smartphone mirroring as standard.

The modern dashboard is less cluttered cabin than before, and mercifully hasn’t dispensed with too many buttons, switched and dials.

The ‘e:HEV’ (Honda-speak for the self-charging hybrid engine) starts off in electric mode and you get a choice of three driving modes: Econ, Normal and Sport.

Econ is fine for cruising, but a little gutless on flowing country roads, so you’ll probably spend most of your time in Normal with the occasional “blast” in Sport.

The HR-V is generally refined and the transition between combustion and electric power is pretty seamless, but if you’re too heavy with your right foot, the downside of its CVT automatic transmission rears its ugly head and the revs sky-rocket.

To Honda’s credit, it doesn’t take long for the din to settle down again, but it’s a reminder that you should drive smoothly for an enjoyable HR-V driving experience.

Even with that proviso, the HR-V does feel swifter than the official figures suggest. For the record, it can “sprint” to 62mph in 10.6 seconds before maxing out at 107mph.

On the road there’s a little body lean in more challenging corners, but overall it handles well. It feels substantial, safe and secure. Add excellent visibility and light steering and it’s a doddle to drive in town.

Grip is surprisingly good too, while the brakes are more progressive than many hybrids. Sadly, there’s no four-wheel drive version available.

Honda claims CO2 emission levels are as low as 122g/km, while fuel economy of up to 52mpg is possible. In fact, we found 50-60mpg is very realistic when the HR-V is driven sensibly.

All three trim levels come with Honda’s impressive ‘Sensing’ suite of safety technology as standard, featuring road departure mitigation, traffic sign recognition, lane-keep assist, adaptive cruise control, automatic headlights and autonomous emergency braking (AEB).

Regenerative braking (which returns much of the energy otherwise lost from braking and coasting back into the battery while you’re driving) is also on offer. Simply select ‘B’ mode on the transmission or use the paddles behind the steering wheel. The system is especially satisfying on downhill stretches of road.

Verdict: The all-new Honda HR-V e:HEV is a welcome addition to the busy compact SUV sector, offering a winning blend of style, safety, comfort, economy and practicality combined with generous equipment levels and the brand’s reputation for reliability.

Honda UK