The 2024 Honda Prologue EV is designed in California and the automaker’s first volume EV offering in North America.
The 2024 Honda Prologue EV is a stop-gap measure between not having any EV to offer, and (eventually) having several built-in-house EVs to offer. Before we go into the weeds about technical details – yes – the Prologue is based on the same Ultium battery platform that underpins GM vehicles like the Chevrolet Blazer EV…
But, I think the Prologue is slightly better.
What is the 2024 Honda Prologue, exactly?
The Prologue is a fairly roomy, five-passenger crossover/SUV that’s all-electric. It’s about the same overall size as a Honda Passport, but not quite as roomy. That’s thanks to the “skateboard” platform that underpins the vehicle. Those batteries take up space, and they are heavy. Depending on the trim and drive setup, they weigh between 4,932 and 5,273 pounds. On paper, that sort of heft is right up there with the base weight of a full-size pickup truck.
Sharing the same 85-kWh battery and platform with the Chevrolet Blazer EV (among others) the Prologue is offered in front- or all-wheel drive. Front drive models get a 212-horsepower motor that makes 236 lb-ft of torque, powering the front wheels. Unfortunately, those versions were unavailable at the press event. Fortunately, it has the best range with an EPA estimated 296 maximum miles.
The AWD models have two motors making a combined 288 horsepower and 333 lb-ft of torque. Depending on the model those AWD Prologues are rated between 273 and 281 miles of maximum range. There are three trims available: EX, Touring and Elite. The lower trims offer front- or AWD options, but the Elite only comes with AWD.
Driving the Honda Prologue
Remember how I said that I thought the Prologue was slightly better? Much of that has to do with the driving feel and suspension tunning. While the Blazer EV is very sporty to drive. the Prologue is more comfortable and simply easier to drive. Power delivery in the AWD model is never too aggressive, and it never beats you up off the line, like some neck-snapping EVs. It’s as easy to drive as a CR-V, but slightly more rewarding.
That’s what I think people will like: It doesn’t act or drive like a sports car, yet it has plenty of power to move. The long wheelbase (121.8-inches) is about five-inches longer than a Tesla Model S. That’s great for highway comfort, but it makes for a rather wide 39.6-feet turning circle.
Speaking of turning, it leans just a tad, but grips well in hard corners. Steering feel is synthetic, but well weighted for most. It’s easy to point-and-shoot, and the maneuverability is good for a long car. The Honda guys tuned their own suspension setup, and it shows.
Interior simplicity
The cabin space is on par with the Chevy Blazer EV, but I like the interior design a little more. Especially given the fact that Honda still allows for wireless Android Auto and Apple Car Play; GM no longer does. Alternatively, GM offers larger digital screens. The digital cluster is 11-inches, and the touchscreen infotainment surface is 11.3-inches. While they look and work just fine, they are a great deal smaller than the dual 17.7-inch screens in the Blazer EV.
Seats are excellent up front, but the rear seats have no recline or sliding option. In addition, headroom in the back is tight.
That’s about it. I mean, it’s kind of a simple vehicle that gives you a pleasant place to be when you need to drive. I don’t think it drives like a “Honda,” but neither does the HR-V, so that comparison doesn’t work for me. I will say that for its starting MSRP of $47,400 (plus $1,395 handling etc.) it’s not a bad place to start.
Check out the video and tell us what you think!
