2023 Honda Pilot: Master of moderate terrain

Honda Motor Co., hobbled by chip shortages and other logistical challenges, is coming off a tough year in the U.S. But the brand is counting on the redesign of three core crossovers — HR-V, CR-V and Pilot — and increased output to spark a rebound in 2023.

The retooled 2023 Pilot undergoes notable, if incremental, gains in exterior dimensions, power and interior space.

The three-row Pilot, Honda's third best-selling crossover in 2022 after the CR-V and HR-V, is technically a unibody crossover. But in its newest iteration it represents the closest thing Honda has to a bonafide SUV — reaching beyond the size and capability of even the midsize Ridgeline pickup.

The latest Pilot, based on Honda's new light-truck architecture, stretches 3.4 inches longer than the crossover it replaces. The wheelbase grows by 2.8 inches to 113.8 inches, while the front and rear tracks are extended by more than 1 inch. The bigger size leads to a smoother ride and greater stability, Hondasaid, while adding more space in the second and third rows and in the cargo zone.

The biggest change is in the design; it features more rugged styling capped by the addition of an adventure-themed TrailSport trim that Honda has adopted on other light trucks, notably the Passport and Ridgeline. The Pilot is also available in base Sport, EX-L, Touring and Elite trims.

The crossover's 3.5-liter V-6 engine has been revised slightly and is paired with a new 10-speed automatic transmission. Honda said it is its most powerful engine yet with 285 hp and 262 pound-feet of torque.

Journalists recently had the chance to get behind the wheel of the fourth-generation Pilot in northern Arizona and we've rounded up some reviews.

"I split my day between a series of on-road loops around scenic Sedona in the 2023 Honda Pilot Elite and a mix of on- and off-road driving in the Pilot TrailSport.

"The Elite is a well-equipped package that handled the winding mountain roads around Sedona with aplomb. The steering can be a little light until you're in Sport mode. But it's easy to hold your line and there's surprisingly little body roll, despite the SUV's heft, thanks to a stiffer body and revised suspension geometry.

"The TrailSport proved an even more pleasant surprise. I'd expected to suffer through a much rougher ride and more cumbersome handling with the package's 265/60R18 Continental all-terrain tires and higher ride height, but it maintained reasonable poise on some of the same paved roads I'd traveled with the Elite model.

"It was when I turned off onto Broken Arrow Trail that TrailSport really showed off its stuff, however. Development Leader Stephen Frey took pains to stress that Pilot is designed to handle 'moderate' trails. I've heard that before, and it usually means nothing rougher than gravel and some mud and ruts. But Broken Arrow is tougher than that, showcasing Pilot's capabilities. Only once did the tires briefly lose grip, as I assaulted a steep, rocky hill. Backing up a couple feet, I picked a new line and quickly made it to the top.

"Later on, as I headed back down from the awe-inspiring scenery at Chicken Point, I switched on the new Pilot TrailSport's Hill Descent Control system. Think of it as a low-speed cruise control system particularly suited for off-roading. It allowed me to adjust my speed anywhere from 2 to 12 mph without constantly having to jump from throttle to brake.

"If I have any gripes, I'd like to see Honda deliver even more power out of that 3.5-liter V-6. Even with the upgraded transmission, it just doesn't have quite enough grunt off the line. And the drivetrain gets a bit raucous when you have your foot nailed to the floor."

— Paul Eisenstein, The Detroit Bureau

"Sedona sits more than 4,000 feet above sea level. Those altitudes are borderline hostile to naturally aspirated engines, to the tune of a roughly 40-horsepower deficit. That made Honda's choice of testing venues a bold one. A turbocharged unit would lose a lot less of its wind out here, but the V6 held its own despite the Pilot's heft. The standard 2WD model checks in at a reasonable 4,030 pounds. The AWD models we sampled are a good bit heavier — 4,685 for the TrailSport and 4,660 for the loaded-up Elite. Heavy though these figures may sound, they're in line with the Highlander Platinum (4,453 pounds) and Pathfinder Rock Creek (4,605 pounds). And for context, all of them weigh less than even a two-row Jeep Grand Cherokee Overland (4,721 pounds).

"Speaking of the competition, Honda is looking to one-up the Nissan's sliding second-row and handy removable console. The Pilot can now be optioned with a removable center seat in the second row, allowing you to convert your 8-passenger model to 7-passenger duty with far better access to the third row. Even better, the seat can be stowed in the under-floor cargo area behind the third row in case you need to bring it with you (or have cause to remove it in the middle of an outing). It weighs about 45 pounds and it's a bit unwieldy, but it comes out in seconds and removal requires no tools. Honda supplies a sturdy tie-down strap to secure it in the rear cubby while you drive. Unfortunately, this knocks it out of contention as a TrailSport option, as the full-sized spare intrudes too far into the rear cargo area."

— Byron Hurd, Autoblog

"The new Trailsport is great, and the Pilot's cabin is better for both driver and passengers, but in many ways, this fourth-gen model doesn't feel all that new or modern. Consider the powertrain. Honda moves from a single-overhead cam 3.5-liter V-6 to a dual-overhead cam design that it claims reduces NOx and particulate matter emissions by 40 and 50 percent, respectively. That's commendable, but frankly, it means jack to consumers who will likely look at the modest increase in output (285 horsepower, up from 280), unchanged 262 pound-feet of torque, and worse efficiency with displeasure.

"Every Pilot is less efficient for 2023, even with the model's first 10-speed automatic.

"I could forgive the slightly lower efficiency if there were an outsized impact on performance, but frankly and like every other three-row SUV save oddities like the Ford Explorer ST, the Pilot's performance is adequate at best. Around town, the V6's low-end torque is enough to help the three-rower spring off the line, although performance fades as speeds climb. Ask the Pilot to scoot from 50 to 70 and it takes a second to build a head of steam. And don't count on the run being quiet, either. This new V-6 has that smooth, silky Honda soundtrack, but the volume is about 25 percent too high at the upper part of the tachometer.

"The new 10-speed automatic is a marked improvement, though. Quick to engage off the line, the new gearbox's upshifts are nearly invisible and downshifts happen with little hesitation. Some of my colleagues noted a tendency to hunt at around-town speeds, but I had no problems – the transmission is unobtrusive in every situation.

"I could forgive the lower efficiency if there were an outsized impact on performance, but frankly and like every other three-row SUV save oddities like the Ford Explorer ST, the Pilot's performance is adequate at best.

"To be blunt, the tech solutions in the new Pilot don't feel like those that come to a new, high-volume product. The 9.0-inch touchscreen (standard on all but the LX and Sport trims) is decidedly on the small end, and while my colleagues will argue with me on this, I don't really care for Honda's infotainment all that much. It's better than the system it replaced – quicker, prettier, and easier to navigate – but only in the way that McDonald's coffee is better than the brown swill at your local gas station. Wireless Apple CarPlay and Android Auto are standard with the larger screen, at least."

— Brandon Turkus, motor1.com

"Despite the slight boost in power, the new V-6 still churns out 262 lb-ft of torque. It's no sport model, but with five drive modes (seven on TrailSport and Elite) accessible via a toggle on the console there's plenty of variance to suit most driver's needs, and it never dawdles on passing moves.

"That's mostly due to the excellent 10-speed automatic transmission. It flicks through the lowest gears nearly imperceptibly to access more power and, while cruising, it can downshift four gears at once for a hard passing move. Paddle shifters come standard, but there's hardly a need for them with Normal, Econ, Snow, Tow, and Sport modes adjusting throttle response, shift timing, and even steering feel. It helps to keep the engine and cabin quiet. In Sport mode it can be a little jumpy on downshifts, but otherwise it's far smoother than competitors' 9- and 10-speeds that can dance uncertainly.

"Sport mode also amplifies the engine note from the speakers, which is a nice touch. The light steering feel is countered by responsiveness, giving the Pilot more of a connection with the road than a minivan. Tow mode helps to maintain the Pilot's towing capacity of 5,000 pounds.

"Even with 18-inch all-terrain tires or on 20-inch wheels, the Pilot rides in quiet and comfort. Wind and road noise infiltrates at highway speeds, but it doesn't disrupt the cabin's sense of calm.

"Trail mode is not just a gimmick on the top grades. On an incline, a light touch of the throttle provides enough torque for the Pilot to crawl over uneven terrain without rocking backward or lurching forward. The 18-inch all-terrain tires on the TrailSport help, too, and recovery points built into the standard hitch and the front skid plate provide some reassurance, as does the surround-view camera system that can put eyes on what you can't see."

— Robert Duffer, The Car Connection

"Underpinning the 2023 Honda Pilot is the automaker's light truck crossover platform, which is shared with models such as the Acura MDX. What Honda is billing as a new 3.5-liter V-6 engine making 285 hp and 262 lb-ft of torque replaces the outgoing mill with the same displacement. Power is up a modest 5 hp, but the biggest improvement is the new 10-speed automatic, which replaces what we found to be a sluggish nine-speed transmission. The new powertrain is smoother and more polished than before — throttle inputs are more pleasant and easier to modulate, and shifts are slicker and less abrupt. The outgoing model felt like it was too eager when you pressed the gas; the new Pilot's acceleration is more mellow and civilized.

"After driving a 2022 and a 2023 Pilot back to back, we can say the steering is softer in the new model. Although it's still precise and well-balanced, don't expect a lot of feedback. During our drive around Sedona's highways, we were impressed with how quiet the Elite model is and found its ride settled and pleasant. It was a bit of a different story driving the TrailSport, which was noisier and bouncier; it also exhibited more body roll than the Elite we drove—it's a sacrifice customers will make if they opt for the TrailSport."

— Miguel Cortina, Motor Trend

"Inside is where you'll really feel the difference, however. The dated-looking interior of the third-gen is gone and the Pilot now steps into 2023 with fresh lines, new tech, and a more thoughtful and family-friendly cabin. Yes, like with most cars nowadays, there are larger, better, sharper screens, more buttons for more features, and a digital gauge cluster than can show you a gazillion bits of information. But that's not really what matters here.

"What truly matters is the redesigned seating for eight, nifty door cards with floating armrests that allow for more and bigger cupholders (there are 14 of them!), a console tray that can hold two smartphones, the easily accessible charging outlets, and, my favorite, the removable second-row middle seat. Weighing around 25 pounds, it can be removed and stashed in the underfloor of the trunk so it's ready to be re-installed at a moment's notice—no more having to leave it back home in the garage. It's almost as convenient as Chrysler's Stow 'N Go."

— Jerry Perez, The Drive