We just spent a day at Honda’s Tochigi proving ground, ostensibly to drive the new one Prelude Hybrid coupé and the tiny one Super One electric hatch. Both are coming to Australia and you can now read our first reviews of the Prelude and Super-One.
But these cars were the dessert. The main course consisted of a series of in-depth technical workshops and prototype drives to give us an insight into Honda’s next generation hybrid systems.
This is the technology that matters. It’s what will finally give Honda a true, uncompromising competitor to the Toyota RAV4 Hybrid, and – even more excitingly – it gives us our first real look at what will almost certainly be the powertrain for the next-generation Civic Type R.
And for the first time, the words “hybrid” and “exciting” can be used in the same sentence without irony.
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The “wrong” transmission that saves the performance hybrid
Let’s be honest. Honda’s e:HEV hybrid system is clever, but uninspiring for an enthusiast. The twin-motor “e-CVT” design, which primarily uses an electric motor to power the wheels, is efficient but produces the thudding feeling of a rubber band on ketamine under hard acceleration.
It’s fine for a Jazz, but in a performance car it would be a travesty.
Honda knows this. And its solution, which we drove in a disguised “Next Generation Hybrid Study” (a Civic with a face only a mother could love), is a new drive control technology called “S+ Shift.”
This is the breakthrough.
S+ Shift is a purely software-based virtual gearbox. When you put the car in Sport mode and press a paddle shifter, the e-CVT’s character transforms into that of an aggressive eight-speed dual-clutch automatic transmission.
When accelerating, the system uses the engine to power the generator motor, which powers the main traction motor with 135kW/315Nm. As you gain speed, instead of a single, soul-destroying drone, S+ Shift programming does something brilliant: to simulate an upshift, it momentarily reduces the power of the traction motor while using the generator motor to produce a shift step, perfectly synchronizing a drop in engine speed.
The result is a crisp, positive punch through the chassis, a change in exhaust note and the feel of a physical gear change. It’s not just an audio gimmick; The power delivery actually increases with every gear change.
Braking hard in a curve makes it even better. The system delivers perfect, rev-matched “downshifts” by accelerating the engine and increasing revs to keep the 2.0-liter Atkinson cycle mill in its powerband so you can get back on the gas.
It’s the first time that driving an E-CVT feels truly comfortable.
Here’s the kicker. When I asked the lead engineer if this S+ Shift system could be applied to one turbocharged engine, he just smiled and said, “It’s possible.”
That’s the key. The biggest problem for a future hybrid FL5 Civic Type R is transmission handling. That is the answer. By combining a turbo four-cylinder with this S+ Shift e:HEV system, Honda can use the electric motors to instantly close any turbo gaps while also leveraging the virtual gears to deliver the aggressive, tactile driving experience that enthusiasts demand.
We’ve just pushed the future of the Type R, and it’s really damn good.
Honda’s hybrid future: From 1.5-liter efficiency to V6 trailer
While the 2.0-liter S+ Shift system was the most exciting, Honda also explained its plans for the rest of its hybrid range, showing that it’s not a one-size-fits-all solution.
The 1.5 liter workhorse (next generation HR-V)
We also drove a prototype of the “Next Generation Small-size Hybrid System” installed in a current model HR-V (or “Vezel” in Japan).
This is arguably the most important driver of Honda’s sales volume. It is a newly developed 1.5 liter direct injection engine that is entirely focused on efficiency.
According to Honda’s specifications, the key achievement here is a 40 percent expansion of the high-efficiency range compared to the current 1.5-liter hybrid engine.
In simple terms, the engine can now operate at its most efficient point (known as stoichiometric combustion or ideal air-fuel ratio) over a much wider range of speeds and loads. This has been achieved through a new rapid combustion technique that allows it to be more economical without compromising responsiveness.
Honda has also focused on NVH, incorporating a stiffer crankshaft and cylinder block to reduce the tinny noise that small hybrid vehicles are known for. On the track it was noticeably quieter and smoother than the current HR-V e:HEV, with a less tense feel when accelerating.
The V6 towing device (for America)
The “Next Generation Large-Size Hybrid System” was on display at an exhibition stand – a newly developed V6 engine paired with Honda’s e:HEV system and an e-axle at the rear.
Don’t get your hopes up; This is not for a new NSX.
This is aimed squarely at the North American market and is designed for Honda’s large, heavy-duty SUVs and small cars (think Pilot or a future Ridgeline). The goal here isn’t S+ Shift sportiness; It’s all about delivering the low-end electric torque needed for towing while using the V6 for efficient highway cruising.
Honda claims this setup will be 30 percent more efficient and offer 10 percent better acceleration than its current V6-only models.
It’s an important piece of the global puzzle, but it’s unlikely to be seen in Australia.
Finally a hybrid that fits in the car
The S+ Shift system will be introduced for the first time in 2019 Honda Prelude when it lands in Australia next year. It features the Civic’s 2.0-litre e:HEV system, with official specifications confirming the electric motor’s output of 135kW/315Nm.
But the Prelude is not just a pretty face. Honda has raided the Type R’s parts list and equipped it with the same twin-strut front suspension and adaptive damper system. This is a serious chassis and the S+ gearshift gives it the driving character it deserves.
But while the Prelude is the halo car, the real money is in SUVs.
Let’s look at the numbers. I looked at the official VFACTS data from October 2025 and the numbers are stark. Australians have purchased 160,766 traditional hybrids since the start of the year.
In the crucial SUV segment – where Honda is based – there are 127,763 hybrid SUVs sold.
Honda’s hybrid sales? A rounding error. The current CR-V e:HEV is a good drive, but brings with it a packaging dilemma. Its battery is stored under the trunk floor and ruins the cargo space – the only thing an SUV has to offer must do it right.
The Next Generation Mid-Size Platform we were shown at Tech Day proves Honda has been listening.
The biggest change is that the battery and power control unit have been moved out of the trunk and are now integrated into a single, slim unit under the rear seats.
This finally gives the next-generation CR-V e:HEV a full-size, flat-floor trunk. It’s a simple change that finally gives Honda a fighting chance against the RAV4.
This new platform also features a 10 percent weight reduction and a simplified body structure cleverly designed to flex in a controlled manner to “control the load on each tire during cornering,” with the aim of improving steering feel. It is also combined with a new, more compact electric all-wheel drive (E-AWD).
The EV Future: A Mixture of Genius and… Questions
The future of Honda’s electric vehicles (EV) was also shown, and it is a study full of contrasts.
The Super OneA tiny electric kei car-turned-hot hatch is set to launch in Australia in 2026. It features flared blister fenders, a boost mode and pipes fake engine noise into the cabin. It even uses a motor to create vibrations to simulate an engine. It’s a hilarious gimmick and was great fun on the narrow bowling course.
But it is a novelty. If this electric vehicle from Honda Australia is priced well above $30,000, it will likely be a niche and iconic model rather than a mass seller in a market flooded with cheap Chinese electric vehicles.
The real EV future is this Honda 0 seriesbased on a new “Thin, Light, and Wise” platform. The technology is impressive: a “thin” battery enables an extremely low floor and a slim design.
But Honda has made a shocking omission: the 0-Series models will not have a frunk (front trunk).
When I confirmed this with the engineers, the rationale suggested that the “thin, light and smart” philosophy should be prioritized – particularly a low, aerodynamic hood and a forward-facing design that maximizes interior space. It appears that components like the e-axle, steer-by-wire and HVAC systems are housed where a frunk belongs.
It’s a confusing decision that prioritizes aerodynamic purity over the everyday usability that owners of Tesla, Kia and Hyundai electric vehicles have come to expect. It feels like a missed opportunity.
Daily Sparkz’s opinion
This tech day proved that Honda is aggressively fixing the two biggest problems with its current model generations: dull hybrid transmissions and compromised hybrid packaging.
The S+ Shift system is a brilliant piece of software development that saves the e:HEV system from the enthusiast scrapheap and gives a real, exciting boost to the upcoming Prelude and almost certainly the next Civic Type R.
And the new 1.5-liter engine and redesigned midsize platform will finally address the efficiency and packaging issues in Honda’s highest-volume SUVs.
While Honda’s EV future is a mix of clever platforms and questionable packaging options, its immediate hybrid future is clear, focused and – for the first time in a long time – genuinely exciting.
MORE: Explore the Honda showroom
