2021 Honda Passport

The 2021 Passport is a carry-over year of the second generation (2019–2025) and uses a single 3.5L naturally aspirated V6 rated at 280 hp on Sport, EX-L, Touring and Elite.

Peak torque of the only engine offered, arriving high in the rev range as is typical of Honda's J35 V6.

The powertrain is unchanged across 2019–2022; instrumented tests of AWD Passports span roughly 6.0 s (Car and Driver) to 6.8 s (Edmunds), so ~6.2 s is representative. Quick for a non-turbo mid-size SUV.

Reviewers consistently praise the V6 as smooth, linear and eager to rev, an edge over coarse turbo-fours in rivals, though low-end torque is modest and cylinder deactivation is occasionally perceptible.

The ZF-derived 9-speed automatic shifts smoothly once under way but is criticized for hesitant low-speed engagement, occasional clunky downshifts and reluctance to kick down, plus a fussy push-button shifter.

Honda rates AWD Passports at 5,000 lbs properly equipped; FWD Sport/EX-L/Touring are rated 3,500 lbs.

i-VTM4 torque-vectoring AWD with Intelligent Traction Management (Normal/Snow/Mud/Sand) is available on Sport, EX-L and Touring and standard on Elite; FWD remained the base drivetrain in 2021 (AWD became standard only for 2022). No low range.

Up to 8.1 in of ground clearance (AWD), torque-vectoring AWD and terrain modes make it more capable than most crossovers on dirt and snow, but 2021 offers no off-road trim (TrailSport arrived for 2022), skid plates, all-terrain tires or low range.

One engine/transmission only — 3.5L V6 with 9-speed automatic — offered with FWD or AWD; no turbo, hybrid, PHEV or EV alternative.

EPA rates the volume AWD configuration (3.5L V6, 9-speed) at 21 MPG combined, FWD at 22 — below the mid-size SUV norm, where turbo-four and hybrid rivals post mid-20s or better.

EPA city figure for the AWD V6; cylinder deactivation and idle stop help only modestly.

EPA highway figure; the boxy two-row body and V6 keep it well short of the segment's best.

19.5-gallon tank at the EPA 21 MPG combined gives about 410 miles — adequate but unremarkable for the class.

EPA's current annual fuel-cost estimate at 15,000 mi/yr; it projects $4,000 more in fuel over five years than the average new vehicle.

Runs on regular 87-octane unleaded across all trims; no premium recommendation.

The 2021 Passport is a carry-over year of the 2019-introduced generation and keeps its 5-star NHTSA overall rating.

The 2021 model has no IIHS award. It is Good in driver small overlap, moderate overlap, the original side test, roof and head restraints, but only Acceptable in passenger small overlap and Marginal in the updated side test (with a Marginal structure rating).

Honda Sensing (AEB, ACC, LKAS, road departure mitigation, FCW, LDW) is standard on every 2021 trim. Blind Spot Information and Cross Traffic Monitor are missing from the base Sport trim and come only from EX-L up, and the ACC has no low-speed follow.

Standard CMBS earned an Advanced IIHS vehicle-to-vehicle rating: it avoided a collision at 12 mph and cut impact speed by 12 mph at 25 mph. IIHS has published no pedestrian or night pedestrian rating for this model.

Blind Spot Information and Cross Traffic Monitor are fitted from the EX-L (the volume trim) upward but are absent on the base Sport. Both are alert-only, with no active intervention or safe-exit alert.

LKAS and Road Departure Mitigation are standard, but this first-generation Honda Sensing works only at highway speeds (about 45 mph and up) and gives corrective nudges rather than confident full-range centering.

ACC is standard but not full-range: it engages only above about 25 mph and cancels below about 22 mph, with no Low-Speed Follow or traffic-jam assist.

No 2021 Passport trim offers hands-free driving or a traffic-jam assist.

LED headlights are standard, but IIHS rates both headlight variants only Acceptable and none earns Good.

The upright seating position gives good forward sightlines, but thick rear pillars create rear-quarter blind zones. Only a multi-angle rear camera is fitted, with no surround-view camera on any trim.

The wide two-row cabin has a roomy rear bench and anchors in multiple positions, but IIHS rates overall LATCH ease of use only Acceptable.

Two-row, five-passenger SUV on every 2021 trim; the three-row sibling is the Pilot.

Volume EX-L carries a standard moonroof, trimming front headroom to 39.5 in; the moonroof-less Sport has 40.1 in.

Front legroom is merely adequate for the class.

Generous second-row headroom, top of the SUV band.

Pilot-derived platform gives the second row near full-size legroom.

No third row is offered on any trim, so this scores in the lowest band.

Large for a two-row mid-size SUV; the underfloor well adds another ~9 cu ft.

Seats-folded space is competitive for the class and grows to ~100 cu ft counting the underfloor well.

Deep configurable center console and a large underfloor cargo bin are genuine strengths; the 115V outlet is reserved for Touring/Elite.

Supportive front seats with power adjustment and memory on EX-L, and a roomy, well-shaped rear bench; no exceptional long-haul praise.

Controlled and composed, but firmer than the Pilot and many mid-size rivals over sharp bumps, especially on 20-inch wheels.

Acceptable at highway speed but tire roar from the large wheels is a recurring complaint.

Tri-zone auto climate on every trim and heated fronts from EX-L; heated rear seats need Touring, while ventilated seats and the heated wheel are Elite-only.

The 2021 Passport is the third year of the 2019 revival generation and the last before the 2022 facelift. The lineup still opened with a front-drive Sport trim, so the entry price sits well below the AWD-only 2022–2025 cars.

The EX-L AWD is taken as the representative mid-range volume configuration of the four-trim lineup (Sport, EX-L, Touring, Elite). Honda doesn't publish a trim mix, so this is a judgement, not a published figure.

Honda's long-running J35 3.5L V6 and ZF 9-speed automatic are cheap to service. CarEdge projects the Passport's five-year maintenance and repairs well below the SUV average.

A 2021 Passport is now about five years old, so CarEdge's model-year figure is close to a measured 5-year retention rather than a projection. At about 60%, it beats the 2020 model (55%) and the mid-size SUV norm.

Honda's 3/36 new-vehicle limited warranty is the industry baseline and well short of Hyundai/Kia's 5/60.

The 5/60 powertrain warranty matches most mainstream brands but is half the length of Hyundai/Kia's 10/100,000.

Honda includes 24-hour roadside assistance for the 3/36 warranty term and a HondaLink trial on equipped trims, but has no factory-paid scheduled maintenance program in the US. Rivals offer more: ToyotaCare covers 2 yr/25K and Hyundai has a 3-year plan.

$39,730 volume-trim price minus its estimated resale value after 5 years (60.2% retained, or about $23,917) leaves about $15,813 in depreciation. Add the projected $2,519 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $18,332 in total.

2021 is a carry-over year of the 2019-introduced second generation (before the 2022 refresh), on a platform proven in the Pilot. J.D. Power rates its quality & reliability only 'Average' (73/100, about 80 in the predicted-reliability view), below the 85 that later years earned. Consumer Reports gives the generation generally favorable reliability marks.

Honda sits in the upper half of Consumer Reports' brand reliability rankings and around or above the industry average in J.D. Power's VDS. It is no longer a consistent top-5 brand behind Lexus, Toyota and Mazda.

Seven NHTSA campaigns cover the 2021 Passport, which is above-typical activity. Several are serious safety items: fuel-pump failure causing stalls, brake master-cylinder separation, two separate front-passenger airbag occupant-sensor recalls, and rear-subframe corrosion in salt-belt states. None involves the engine or transmission internals.

The 280-hp 3.5L J35 V6 is one of Honda's most proven high-mileage engines. The ZF 9-speed automatic shared with the Pilot drew rough-shift and hesitation complaints in this era, though software updates mostly resolved them. The fuel-pump recall is a component issue, not an engine-family flaw.

The cabin is sturdy and well assembled but uses plenty of hard plastics. Reviewers note it trails newer rivals such as the Kia Telluride and Hyundai Palisade at similar prices.

Built in Lincoln, Alabama on the mature Pilot platform, and assembly is generally tight. J.D. Power's 'Average' quality score and owner complaints about infotainment and accessory glitches hold it below later model years.

Honda's roughly 1,000-plus US dealers give dense nationwide coverage, and J.D. Power rates the 2021 Passport's dealership experience 'Great'.

The mechanicals are shared with the high-volume Pilot, Ridgeline and Odyssey, so parts are plentiful and aftermarket support for the J35 V6 is deep. Typical repair costs run below the midsize-SUV norm.

2021 made the 8-inch Display Audio standard on every trim (the Sport previously had a 5-inch screen), but nothing larger is available.

The updated Display Audio has a physical volume knob and is reasonably quick, but the graphics look dated and some menus are cluttered.

Apple CarPlay and Android Auto are standard on all trims but only via USB cable; wireless projection was not offered.

Basic voice commands; native satellite navigation only on Touring and Elite, so the volume EX-L relies on phone projection.

Volume EX-L has a modest 7-speaker system; the 550-watt 10-speaker premium unit requires Touring or Elite.

Analog speedometer and tach flank a small TFT driver information interface; no full-digital cluster offered.

No whole-vehicle OTA; Display Audio software updates via dealer, USB or Wi-Fi only.

HondaLink remote functions (lock, locate, remote start) on EX-L and up; Wi-Fi hotspot only on Touring/Elite; no digital key.

EX-L has one front and two rear USB-A ports; wireless charging is Elite-only and the 115V outlet requires Touring.

Smart Entry and remote engine start standard on every trim; power tailgate from EX-L, hands-free access on Touring/Elite; no phone-as-key.

Multi-angle rearview camera with dynamic guidelines on EX-L, but parking sensors are only on Touring/Elite and no surround view is offered.

No head-up display on any 2021 trim.

Very roomy second row, wide rear doors and a big cargo hold make family logistics easy; LATCH rated only Acceptable.

Honda Sensing standard on every trim and NHTSA 5 stars, but IIHS updated side Marginal, no TSP award, and blind-spot info missing on the base Sport.

Tri-zone climate, rear USB and a big cargo area serve road trips well; heated rear seats and premium audio need Touring or above, and there is no rear entertainment.

Smooth V6 and good visibility, but the 9-speed is hesitant at low speed and the firm ride adds minor annoyances.

22 mpg combined (FWD) on regular fuel is average-to-thirsty for a mid-size SUV with no hybrid offered.

Shorter than a Pilot with decent sightlines, but a 39.5-ft turning circle and no parking sensors on the volume EX-L.

5,000-lb towing with AWD (3,500 lb FWD) and 77.7 cu ft of cargo handle light work duty.

Shares a proven 3.5L V6 and platform with the Pilot and Ridgeline; leather-trimmed interior on EX-L is not work-oriented.

Cargo tie-downs and a washable underfloor bin, but the 115V outlet needs Touring and the hitch is a dealer accessory.

Comfortable seats and Honda Sensing ACC help, but ACC cuts out at low speed, tire roar intrudes, and highway range is about 490 miles.

Available i-VTM4 torque-vectoring AWD with Snow/Mud/Sand modes and 8.1-in clearance make it trail-capable, but the volume EX-L is FWD as standard.

Big cargo bay with an underfloor well, 60/40 fold-flat seats, roof rails and up to 5,000-lb towing.

Shorter wheelbase than the Pilot and firm tuning give tidy body control; secure rather than engaging.

Accurate and well-weighted for the class but with little feedback.

Firm pedal and class-average stopping distance.

Strong, smooth V6, but the 9-speed automatic can be hesitant and clunky at low speeds, and idle stop is noticeable.

The V6 is refined and sounds good under load with little vibration.

Wider than average turning circle for the segment.

Commanding seating, good outward visibility and physical climate controls; the push-button shifter takes getting used to.

Brisk V6 acceleration and composed handling make it more fun than most mid-size SUVs, but it remains a family hauler.

For 2021 Honda made the 8-inch Display Audio touchscreen with Apple CarPlay/Android Auto standard on every trim. Combined with a standard 280-hp V6, Honda Sensing, tri-zone climate, keyless entry/start and 20-inch alloys, the $33.7K Sport trim is well equipped for its price. Cloth seats and FWD at base keep it out of the top band.

A standard V6, a big two-row cabin with up to 77.9 cu ft of cargo space, and AWD from about $35.7K make for solid value. Fuel economy is mediocre (21 mpg combined), and KBB notes it costs more than comparable five-seat rivals, so it is good value rather than a bargain.

There are four trims, each but the Elite offered in 2WD or AWD, giving seven configurations across a spread of about $11,400. That is reasonable choice, but there is only one engine and one transmission, and no hybrid.

2021 was the revived Passport's best US sales year: 53,133 units, up 34% on 2020. That is a strong upswing for a two-row mid-size SUV, though volumes remained well below Honda's own CR-V and Pilot.

Honda's reputation for reliability, resale value and low running costs earns strong buyer trust, and owners rate the 2021 Passport highly. The Passport itself has little standalone identity next to rivals like the 4Runner.

Early in the model year (late 2020 to spring 2021) the usual Honda APR and lease offers were available. From mid-2021 the semiconductor shortage tightened inventory, Honda raised prices in July 2021, and discounts largely disappeared.

2021 is the third year of the generation launched for 2019 on the previous-generation Pilot platform, and the last year before the 2022 facelift. It was current but not cutting-edge, and a refresh was imminent.

Reviewers praise the strong V6, roomy cabin and cargo hold, and composed ride, but criticise average fuel economy, a fiddly infotainment system and limited off-road hardware (no low range). It is well regarded but rarely the class pick, with no major 2021 awards.