2024 Honda Prologue

2024 is the Prologue's launch year on GM's Ultium platform; the AWD EX/Touring is the volume configuration at 288 hp, with the FWD single-motor at 212 hp. The later 300 hp rating belongs to the 2026 update, not this year.

Dual-motor AWD delivers 333 lb-ft, available instantly from rest — strong for the mid-size SUV segment against non-turbo gas rivals.

Car and Driver's instrumented 2024 Prologue Elite AWD reached 60 mph in 5.9 s; EX/Touring AWD share the same 288 hp motors. FWD is markedly slower.

Linear, immediate electric delivery and a quiet cabin; reviewers describe the Ultium drive as smooth but tuned for calm rather than punch, without the urgency of a Model Y or Ioniq 5.

Single-speed reduction gear — no shifts, no hunting; one-pedal driving and a steering-wheel regen-on-demand paddle let the driver modulate deceleration seamlessly.

Light 1,500-lb rating, far below the 3,500–5,000 lbs of gas mid-size SUVs such as Honda's own Passport and Pilot; adequate only for a small utility trailer.

Dual-motor AWD offered on EX and Touring and standard on Elite, adding power as well as traction; no terrain modes, torque-vectoring or low range beyond basic drive modes.

A pavement crossover with roughly 8 in of clearance, no skid plates, no off-road mode and no rugged trim — gravel roads and snowy driveways are its limit.

One battery (85 kWh) and one powertrain type in two motor layouts (FWD single-motor, AWD dual-motor); no hybrid, PHEV or gas variant.

The launch-year AWD Prologue is middling for an electric mid-size SUV at 36 kWh/100 mi; the 2025–26 EPA re-ratings improved on this, so the 2024 figure is specific to this year.

One-pedal regen helps in town, but 101 MPGe is mid-to-low among electric SUVs, with the second motor costing about 6 MPGe against the FWD car.

Typical EV highway drop-off for a tall, heavy crossover; mid-pack within the electric SUV class.

281 miles from the 85 kWh Ultium pack is serviceable but below the class middle; the 2026 re-rating lifted AWD to 294 mi, so the launch-year car is the shortest-legged Prologue.

The 400-volt Ultium pack caps out around 150 kW — bottom third of the band and roughly half of what 800-volt rivals like the Ioniq 5 and EV6 accept. Has a CCS1 inlet, so DC charging is present.

Honda quotes only a 20–80% window of 35 minutes; adding the 10–20% segment at near-peak power gives roughly 39 minutes for 10–80%, near the slow end of the band. MEDIUM because Honda does not publish the 10–80% window directly.

At 36 kWh/100 mi and EPA's 15,000-mile assumption, energy costs are low in absolute terms but slightly above the more efficient EV SUVs; assumes home charging.

No fuel grade to worry about and an 11.5 kW onboard charger recovers about 34 miles per hour on Level 2, so overnight home charging fills the pack. Held back by the CCS1 port (Tesla Supercharger access needs an adapter, which arrived after launch) and slow DC sessions for apartment dwellers.

NHTSA rated the 2024 Prologue 5 stars overall, 5 stars frontal and 5 stars side on both FWD and AWD variants; rollover is 5 stars FWD and 4 stars AWD.

Good in driver-side small overlap, updated moderate overlap and updated side tests, but only Acceptable in passenger-side small overlap (passenger dummy's head slipped between front and curtain airbags), which kept the 2024 Prologue from any Top Safety Pick award.

Honda Sensing is standard on all three 2024 trims (EX, Touring, Elite): AEB with pedestrian detection, adaptive cruise with low-speed follow, lane keep assist, blind zone alert with steering assist, and rear cross-traffic braking — a comprehensive base-trim suite.

IIHS rates vehicle-to-vehicle front crash prevention (2.0 test) Good, but pedestrian front crash prevention only Acceptable — solid car-to-car performance with weaker pedestrian results.

Blind-spot monitoring with active steering assist and rear cross-traffic alert with automatic braking are standard on every trim — active intervention rather than alert-only. Rear pedestrian alert is Elite-only.

Standard Lane Keep Assist nudges the car back after it drifts toward a line, but the GM-sourced system offers no continuous lane centering, a gap reviewers note against Ioniq 5, Mach-E and Honda's own CR-V.

Full-speed-range adaptive cruise with stop-and-go is standard and works well at speed, but owners and reviewers note stop-and-go time-outs, a generous following gap, and no integrated centering — capable with rough edges.

Although built on GM's Ultium platform, the 2024 Prologue does not offer Super Cruise or any other hands-free highway system on any trim.

One LED projector headlight system across all trims, with standard high-beam assist but no curve-adaptive function, rated Acceptable by IIHS.

Thick pillars, a high beltline and a small rear window create notable blind zones; the 360° Surround Vision camera is Elite-only, so volume EX/Touring trims rely on the rear camera alone.

IIHS rates LATCH ease of use Good: two outboard positions with full lower-anchor hardware plus a center tether; wide rear doors and a flat EV floor ease installation.

The 2024 Prologue, the first model year of the nameplate, is a two-row five-passenger SUV on every trim (EX, Touring, Elite).

39.6 in without the moonroof is mid-pack for a mid-size SUV; the panoramic roof on Touring/Elite costs 1.4 in.

41.4 in of front legroom is slightly below the mid-size SUV norm; reviewers note the wide center console crowds the driver's right knee.

Second-row headroom of 38.1 in is average for the class; the panoramic-roof trims drop to 36.7 in, which taller rear passengers notice.

The 121.8-in wheelbase and flat Ultium floor yield a generous 39.4 in of rear legroom — the Prologue's main packaging strength.

No third row is offered on any 2024 Prologue trim; it is strictly a two-row, five-seat SUV.

25.2 cu ft behind the second row is small for a 192-in mid-size SUV — compact-SUV territory — and moonroof trims lose another 1.4 cu ft. There is no frunk.

57.7 cu ft with the 60/40 seats folded is near the floor of the mid-size SUV band; the sloped tailgate and battery floor limit height.

A floating console with a large pass-through bin below, dual phone tray and pocket-style wireless charger give competitive everyday storage, and the 60/40 seats fold nearly flat by lever. No frunk and no standout tricks; the 110V outlet is Elite-only.

Front seats are supportive for long drives with 8-way power driver seat and lumbar standard, but the passenger seat is manual on EX and the rear bench is described as cushioned yet narrow and low to the floor.

Ride comfort is a widely cited strength — Honda retuned the Ultium suspension and reviewers call it composed and compliant; the Elite's 21-in wheels add some impact harshness versus the 19-in EX/Touring.

The cabin is quiet at speed — far quieter than any gas Honda SUV — though the pedestrian warning sound and some tire noise intrude at low and high speeds respectively.

Dual-zone automatic climate, heated front seats and app-based remote climate are standard, but for 2024 the heated steering wheel and ventilated front seats are Elite-only and no heated rear seats are listed — thin for a $48k-plus SUV.

Launch-year pricing for Honda's first volume EV: the single-motor EX opens at $47,400 before destination. Premium for a mid-size SUV, though it qualified for the full $7,500 federal credit/lease cash.

The dual-motor AWD configuration is the volume pick, and Touring (leather, Bose, wireless charging) is the representative trim; EX AWD sits $4,300 lower. Heavy lease incentives pushed real transaction prices well under these MSRPs.

EV drivetrain removes oil, spark plug and transmission service, and regen extends brake life; costs are mostly tires (heavy ~5,000 lb curb weight), cabin filter and coolant. Estimate rests on class data for mid-size EV SUVs rather than a model-specific projection.

Depreciation is steep: KBB places it in the 75–100th percentile for depreciation among 2024 SUVs, driven by EV-market price cuts, heavy lease volume and Honda's 2026 discontinuation of the model.

Honda's standard New Vehicle Limited Warranty, 3 years/36,000 miles — behind Hyundai/Kia's 5/60 on the Ioniq 5 and EV6.

For a BEV the relevant coverage is the 8-year/100,000-mile EV battery and drive-component warranty — class standard (Ioniq 5, Mach-E, Blazer EV), not class-leading.

Every 2024 buyer/lessee picked a no-cost charging package — a Level 2 home station plus $500 install credit, a portable kit plus $300 EVgo credit, or $750 EVgo credit — each with 60 kWh of Electrify America charging. Meaningful EV perks, but no complimentary scheduled maintenance.

$56,095 volume-trim price minus its estimated resale value after 5 years (39% retained, or about $21,877) leaves about $34,218 in depreciation. Add the projected $4,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $38,318 in total.

The 2024 launch-year Prologue (first model year of the GM Ultium-based generation, sales from March 2024) is rated by Consumer Reports as much less reliable than other 2024 vehicles, with owner-reported trouble clustered in the high-voltage system, charging and in-car electronics.

Honda is a consistently above-average mainstream brand in CR and J.D. Power dependability studies, but the Prologue is engineered and built by GM on Ultium hardware, so the Honda badge transfers less of that track record than it would for a Honda-built car.

Three NHTSA campaigns cover the 2024 Prologue in a short service life, one of them a structural front-suspension defect; the other two are software display faults. No fire or do-not-drive campaigns, but the volume is high for a two-year-old model and Ultium-family software TSBs are frequent.

The Ultium battery and drive-unit family is young with little high-mileage data, and 2024 Prologue owners report recurring high-voltage system warnings and charging faults plus isolated drive-axle/drive-unit failures; no systemic battery-fire pattern, but early signals are mixed-to-negative.

Reviewers rate the cabin a step up from the shared-platform Chevrolet Blazer EV with Honda-specific design and soft-touch surfaces, though it is plainer than benchmarks like the Ioniq 5 and Ariya and some owners call it 'a GM car with a Honda badge'.

Built by GM at Ramos Arizpe alongside the Blazer EV; launch-year assembly is generally solid but owner forums report scattered rattles, climate-blower faults and trim complaints, and CR's below-average rating includes body/hardware areas.

Honda's ~1,000-dealer US network is dense and well regarded, but in 2024 EV-capable service was new and uneven — owners report dealers unable to diagnose high-voltage and charging faults, repeatedly clearing codes rather than fixing them.

Ultium-specific parts flow through Honda's supply chain despite being GM hardware, and early owners and collision shops reported multi-week backorders for body and high-voltage components; no meaningful aftermarket yet for a first-year EV.

An 11.3-in center touchscreen is standard on every 2024 trim; no larger screen is offered.

Google built-in runs quickly with a familiar, logical layout, and physical climate and volume controls remain; drive-mode and some vehicle settings are less intuitively placed.

Wireless Apple CarPlay and Android Auto are standard on every trim — unlike the GM Ultium siblings, which drop phone projection.

Google Assistant and Google Maps with EV charger routing come standard via Google built-in — one of the strongest native voice/nav setups available.

EX gets a basic 6-speaker system; Touring and Elite get a 12-speaker Bose system with subwoofer that is good but not benchmark-level.

An 11-in fully digital driver display is standard on all trims, with reviewers praising its graphics.

The Google built-in stack and its apps update over the air and the Ultium electrical architecture supports vehicle-module OTA, but feature-adding whole-vehicle updates have been limited and several 2024 fixes required dealer visits.

The Honda/HondaLink app provides remote climate, lock/unlock, locate and charge scheduling; phone-as-key digital key is Elite-only for 2024.

Wireless charging and USB-C (1 front, 2 rear) are standard, plus 12V outlets; a 110V household outlet appears only on Elite and there is no V2L.

Proximity entry, push-button start and app remote climate are standard; hands-free liftgate from Touring and digital (phone-as-key) on Elite.

A rear camera is standard, but the Surround Vision camera is reserved for the top Elite trim; no automated parking is offered.

A 7-in head-up display is offered for 2024, but only on the top Elite trim.

A flat rear floor, 39.4 in of rear legroom and IIHS 'Good' LATCH ease of use make car seats easy, but five seats only and a 25.2 cu ft cargo hold limit stroller-plus-gear family duty.

NHTSA 5-star overall and a full Honda Sensing suite with blind-spot and rear cross-traffic braking on every trim; IIHS results are solid but small-overlap passenger 'Acceptable' keeps it off the TSP list.

Quiet, smooth ride, generous rear legroom, rear USB-C and 281-296 mi range make long trips comfortable; luggage space with all seats occupied is tight for four, and rear amenities beyond ports are thin.

Smooth instant EV torque, one-pedal driving and a quiet cabin make traffic effortless; adaptive cruise with low-speed follow is standard. Large footprint and slow steering are the minor annoyances.

At 95-99 MPGe and roughly $750-$850/yr in EPA energy cost, per-mile running costs are far below any gas mid-size SUV, though a bit behind the most efficient EV rivals.

At 192 in long and 78.3 in wide with a 39.6-ft turning circle, it is bulky in tight lots; thick rear pillars hurt visibility and the surround camera is Elite-only.

A 1,500-lb tow rating and 57.7 cu ft max cargo mean only the lightest utility trailers and errands — not a work vehicle.

Built by GM on the new Ultium platform with no work-fleet track record; early software/recall campaigns and carpeted, leather-trimmed cabins suit family rather than jobsite use.

An Elite-only 110V cabin outlet and cargo tie-downs are about it; no V2L, no bidirectional charging, no upfit ecosystem, and a low tow cap.

281-296 mi EPA range, 150 kW DC charging (20-80% in ~35 min), a quiet comfortable ride and standard adaptive cruise make it a good tourer; no hands-free highway assist and middling charge speed keep it below the top band.

Dual-motor AWD is available and 7.9-8.1 in of ground clearance handles gravel and snow, but there are no off-road modes, a 1,500-lb tow limit and no V2L for camping.

60/40 seats fold nearly flat, but 25.2/57.7 cu ft is small for the footprint (less on moonroof trims), there is no frunk, and the tow rating limits hitch-mounted gear.

The low battery keeps body roll in check and the car is secure, but reviewers find the handling modest and un-Honda-like given its 5,000-lb-plus weight.

Steering is light, slow and short on feedback; Sport mode adds weight but not precision.

Regen blending and pedal feel are natural in daily driving, but Edmunds' emergency-braking test fell short of expectations versus the Ioniq 5 and Model Y.

Single-motor 212 hp and dual-motor 288 hp drivetrains deliver smooth, linear power with no drivability faults, though acceleration feels measured rather than brisk.

Motor noise is near-silent and vibration-free; the only intrusion reviewers note is the external pedestrian-warning sound at low speed.

A 39.6-ft turning diameter is on the wide side for a mid-size SUV, reflecting the long 121.8-in wheelbase.

Good forward view over a low hood and an 8-way power seat, but the wide console intrudes on knee room, the seat doesn't drop low for tall drivers, drive-mode controls are awkwardly placed and rear visibility is limited.

Pleasant, relaxed and comfortable, but the numb steering and comfort-tuned chassis leave little of the engagement Honda is known for.

Even the EX carries an 11.3-in touchscreen with wireless Apple CarPlay/Android Auto, Honda Sensing, heated front seats, heated wheel and the 85 kWh battery; Touring adds leather, Bose and wireless charging. Competitive with Ioniq 5 and Equinox EV content, not a standout.

MSRP from $48,795 is fair for an EPA 296-mile FWD range and a roomy cabin, and the $7,500 credit/lease cash made effective cost compelling; offset by modest performance, 1,500-lb towing and heavy depreciation versus the cheaper Equinox EV twin.

Three trims and two drivetrains (five configurations) but a single 85 kWh battery and no lower-priced standard-range model — reasonable choice with gaps.

A strong launch: 33,017 US sales in its first (partial) year made it one of the best-selling non-Tesla EVs, and it rose to second in US EV sales in 2025 — though much of that volume was incentive-driven leasing.

Honda's mainstream reputation for quality and its loyal owner base drew conquest-light, loyalist-heavy buyers, but the GM-built Ultium underpinnings dilute the Honda halo and residuals have not benefited from the badge.

Among the richest deals in the segment: full $7,500 federal credit or lease cash plus Honda-funded lease offers and the free charging package, making it one of 2024's cheapest EV leases.

2024 is the launch year of an all-new nameplate on GM's then-new Ultium platform; buyers could not know Honda would end it after 2026, but the 2026 update and short run cap its long-term relevance.

Well reviewed for comfort, space, range and ease of use but rarely a comparison winner; not on Car and Driver's 10Best and lost EV of the Year to the Ioniq 5 N, with critics citing bland dynamics and GM-sourced interior bits.