2022 Honda Passport

The 2022 Passport (second generation, refreshed for 2022) uses one engine across EX-L, TrailSport and Elite: the 3.5L naturally aspirated i-VTEC V6 at 280 hp.

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

Instrumented tests of 2022 Passports span 6.0 s (Car and Driver, TrailSport) to 6.8 s (Edmunds); MotorWeek's 6.4 s for the 2022 TrailSport is used as the representative figure for the AWD EX-L, which shares the powertrain.

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

The 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 shift-by-wire selector.

Honda rates AWD Passports at 5,000 lbs and the FWD EX-L at 3,500 lbs with the accessory hitch; the maximum when properly equipped is 5,000 lbs.

i-VTM4 torque-vectoring AWD (up to 70% of torque rearward, fully apportionable left/right) is standard on TrailSport and Elite and optional on EX-L, with Intelligent Traction Management Snow/Mud/Sand modes; the base EX-L is still offered in FWD for 2022 and there is no low range.

Up to 8.1 in of ground clearance (AWD), torque-vectoring AWD and terrain modes put it ahead of most crossovers on dirt and snow, but the new-for-2022 TrailSport is largely an appearance package (wider track, rugged styling, all-season tires) without skid plates, all-terrain tires or low range.

One powertrain only — 3.5L V6 with 9-speed automatic — offered in FWD or AWD; no turbo, hybrid, PHEV or EV alternative in 2022.

EPA rates the volume AWD configuration (3.5L V6, 9-speed) at 21 MPG combined; the FWD EX-L manages 22. Both trail the turbo-four and hybrid rivals in the mid-size class.

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

EPA highway figure for the AWD model; the boxy two-row body keeps it well short of the segment's best.

A 19.5-gallon tank at the EPA 21 MPG combined gives roughly 410 miles — adequate but unremarkable for the class (FWD ~429 mi).

EPA's current annual fuel-cost estimate for the AWD model; 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 2022 Passport is the refreshed (new front styling) year of the 2019-introduced third generation, on an unchanged structure, and keeps its 5-star NHTSA overall rating with a 4-star rollover result.

There is no 2022 IIHS award. The Pilot-derived structure 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.

For 2022 the base Sport trim was dropped and the lineup starts at EX-L, so Honda Sensing (CMBS/AEB, ACC, LKAS, RDM, FCW, LDW) plus Blind Spot Information and front/rear parking sensors are standard on every trim. Held back because the ACC has no stop-and-go.

The first-generation Honda Sensing CMBS earned an Advanced IIHS vehicle-to-vehicle rating on this generation, but IIHS published no pedestrian or night-time pedestrian rating, and the hardware predates Honda's newer camera/radar setup.

Blind Spot Information and Cross Traffic Monitor are standard on all 2022 trims now that the Sport is gone, but both are alert-only, with no active intervention, safe-exit alert or trailer coverage.

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 2022 Passport trim offers hands-free driving or traffic-jam assist.

LED headlights are standard, but IIHS rated this generation's headlights only Acceptable, and the 2022 refresh restyled the front end without any reported change to the lighting performance.

The upright seating position gives good forward sightlines, but thick rear pillars create rear-quarter blind zones. A multi-angle rear camera and the now-standard front/rear parking sensors help, but no surround-view camera is offered.

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

The Passport is the two-row, five-seat sibling of the Pilot; no third row is offered on any 2022 trim.

Mid-pack front headroom for a mid-size SUV; the figure already reflects the standard one-touch moonroof.

Front legroom is on the short side of the class, though reviewers rarely call the front cabin cramped.

Second-row headroom is exceptional for the segment, a benefit of the Pilot-derived body without a third row.

Generous rear legroom, one of the roomiest second rows among two-row mid-size SUVs.

No third row is offered; buyers needing seven seats must step up to the Pilot.

Large for a two-row mid-size SUV, with a deep underfloor bin adding about 9 cu ft; scored on the standard SAE figure.

Max cargo with the second row folded is competitive for the class.

A large reconfigurable center console, a standard wireless charging tray, underfloor cargo compartments, bag hooks and four tie-downs are genuine practical wins, though there is no onboard AC power.

Front seats are supportive for long drives and the rear bench is roomy; leather heated fronts with a 10-way power driver's seat and memory are standard, though ventilation is Elite-only.

Well damped and controlled, but firmer than many mid-size rivals, so sharp bumps and rough pavement come through.

Generally hushed at cruise, but road and tire noise are noticeable on coarse surfaces on the 20-inch wheels; only the Elite adds acoustic front and rear door glass.

Tri-zone automatic climate, heated front seats and remote engine start are standard, but ventilated fronts, heated rear seats and a heated wheel are Elite-only.

With the 2022 refresh the Sport trim was dropped, so the EX-L became the entry trim. It was still offered with front-wheel drive in 2022, which made 2022 the last Passport year with a sub-$40K 2WD entry before 2023 went AWD-only.

We take the EX-L AWD as the representative volume configuration of the four-model 2022 lineup. The new TrailSport cost $2,500 more and the Elite topped out at $47,225.

The well-proven J35 3.5L V6 and 9-speed automatic, shared with the Pilot and Ridgeline, are inexpensive to service. CarEdge projects five-year maintenance and repairs about $1,300 below the SUV average.

Observed market data for the 2022 model year is strong: about 70% retained roughly four years in, and KBB cites about 18% depreciation over three years. Projecting to five years gives about 60%, above CarEdge's generic 55% Passport curve.

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

A 5/60 powertrain warranty is the mainstream norm but half of Hyundai/Kia's 10/100,000.

Honda includes 24-hour roadside assistance for the 3/36 warranty term and a HondaLink trial. Unlike ToyotaCare or Hyundai's complimentary maintenance, it offers no factory-paid scheduled maintenance in the US.

$41,765 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $25,059) leaves about $16,706 in depreciation. Add the projected $2,519 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,225 in total.

2022 is the mid-cycle refresh year of the 2019-introduced second generation (new front styling, TrailSport trim) with carry-over mechanicals, so the platform was already proven; Consumer Reports rates it much more reliable than other 2022 vehicles, while J.D. Power's quality score is only average.

Honda sits in the upper half of Consumer Reports brand reliability rankings and around or above the industry average in J.D. Power VDS, but is not a consistent top-5 brand behind Lexus, Toyota and Mazda.

Four NHTSA campaigns cover the 2022 Passport — two FMVSS 111 visibility items (detaching mirror glass, rearview-camera cable) plus two serious ones (brake master cylinder separation and a 2026 rear-subframe corrosion recall in salt-belt states); typical-to-elevated activity, none powertrain-related.

The 280-hp 3.5L J35 V6 is one of Honda's most proven high-mileage engines across Pilot/Ridgeline/Odyssey/MDX; the ZF-sourced 9-speed automatic drew rough-shift complaints early in its life but software updates had largely settled it by 2022, and no powertrain recall applies to this model year.

The 2022 refresh changed the exterior but left the cabin largely as-was: sturdy and well assembled, but with plenty of hard plastics and a design reviewers call dated next to the Kia Telluride and Hyundai Santa Fe.

Built in Lincoln, Alabama on a mature platform; assembly is generally tight with few rattle complaints, though J.D. Power's 2022 quality score is only 'Average' and the mirror-glass bonding recall points to scattered assembly issues.

Honda's roughly 1,000-plus US dealers give dense nationwide coverage, and J.D. Power rates the 2022 Passport's dealership experience 'Great'.

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.

A single 8-inch Display Audio touchscreen on every trim, small against rivals' 10–12-inch screens.

The Display Audio system is responsive with large icons and a physical volume knob (restored in the 2019 redesign), but the graphics and feature set look dated next to newer rivals.

Apple CarPlay and Android Auto are standard but wired only on every trim; no wireless projection is offered.

Honda Satellite-Linked Navigation with voice recognition and HD Digital Traffic is limited to TrailSport and Elite; the EX-L relies on phone projection, and the native voice system is command-based.

A 215-watt 7-speaker system with subwoofer is adequate; the Elite's 540-watt 10-speaker system is a solid but unbranded upgrade.

A 7-inch Driver Information Interface sits beside a traditional analog speedometer — partial digital, with no full-digital option.

The older Display Audio unit receives updates via dealer or USB; there is no meaningful whole-vehicle OTA program for this platform.

HondaLink subscription services (remote/concierge trial) and a Wi-Fi hotspot are Elite-only; lower trims get the basic HondaLink app, and there is no digital key.

A Qi/Powermat wireless pad is standard and there are 2.5-amp USB ports front, console and second row, but all are USB-A and there is no household AC outlet.

Smart Entry, Walk Away Auto Lock, push-button start, remote engine start and a power tailgate are standard; hands-free tailgate access is Elite-only and there is no phone-as-key.

Front and rear parking sensors and a multi-angle rearview camera are standard, but no surround-view camera is offered on any trim.

No head-up display is offered on any 2022 Passport trim.

Wide rear doors, 40 in of rear headroom and 39.6 in of legroom make car-seat loading easy, and the 41 cu ft cargo hold swallows strollers; IIHS rates LATCH only Acceptable.

Honda Sensing, blind-spot monitoring, rear seat reminder and a five-star NHTSA overall rating are standard, but the 2022 earned no IIHS Top Safety Pick with a Marginal updated side test.

Tri-zone climate, two rear USB ports, a spacious rear bench and a big cargo hold suit four-person trips; heated rear seats and rear sunshades are Elite-only and there is no rear entertainment.

The V6 has ample torque for traffic, but the 9-speed automatic can be hesitant and lurchy at low speed and the firm ride is noticeable on bad city streets.

21 mpg combined (22 FWD) with no hybrid option makes it thirstier than four-cylinder and hybrid two-row rivals for daily mileage.

Standard front and rear sensors and a multi-angle camera help, but a 39.3-ft turning circle (39.5 ft FWD) and no surround view make tight lots work.

A 5,000-lb AWD tow rating (3,500 FWD) and torquey V6 handle a small camper or boat, and the flat-floored cargo area is large — light-to-moderate work duty.

The J35 V6 and Pilot-shared unibody are long-proven, but it is a consumer crossover with leather interiors on every trim, not a fleet tool.

Four cargo tie-downs, roof rails and a dealer hitch exist, and the TrailSport adds rubber floor mats, but there is no onboard AC power or upfit ecosystem.

Roomy, comfortable seats and adaptive cruise help on the highway, but first-gen Honda Sensing lane keeping works only above ~45 mph and ACC lacks low-speed follow; highway range is roughly 470 miles.

Torque-vectoring i-VTM4 AWD, 8.1 in of clearance, a 5,000-lb tow rating and the new-for-2022 TrailSport's rugged styling and wider track make it a credible gravel and light-trail SUV, though the TrailSport lacks mechanical off-road upgrades.

60/40 split-folding rear seats, a deep underfloor bin (41.2 → 50.5 cu ft behind row 2), roof rails and a 5,000-lb hitch rating give real gear-hauling flexibility.

Shorter and lighter than the Pilot, with torque-vectoring AWD, it feels nimbler than most mid-size SUVs; 0.77 g on the skidpad is respectable for the class.

Accurate and well weighted for a crossover, but with little feedback.

Pedal feel is consistent, but a 184-ft stop from 70 mph is long for the segment (partly the TrailSport's tires).

The naturally aspirated 3.5L V6 is smooth and eager, but the 9-speed automatic can be slow to kick down and unrefined at low speed, and auto stop/start is noticeable.

The V6 sounds pleasant and stays smooth up to its 6,000-rpm peak, with little vibration through the controls.

A slightly wide turning circle for a two-row mid-size SUV; scored on the AWD configuration that most buyers choose.

Commanding seating position with a 10-way power driver's seat and memory, good forward sightlines, and a volume knob plus physical climate controls; the push-button shifter takes some acclimation.

A 6.0–6.4-second V6 and agile chassis make it livelier than most rivals, though it remains a sensible family crossover.

After the Sport trim was dropped for 2022, every Passport is at least an EX-L. Standard equipment includes the 280-hp V6, leather, heated front seats, a power moonroof, the Honda Sensing suite and an 8-inch touchscreen with wired CarPlay/Android Auto. That is generous for about $40K, but the dated infotainment and analog-heavy cluster keep it out of the top band.

A standard V6, a big 77+ cu ft cargo hold and an optional AWD system with torque vectoring make $40–47K a fair-to-good deal. The 21–22 mpg fuel economy, aging tech and a TrailSport with no real off-road hardware keep it short of a bargain.

There are three trims and four configurations across a $7,560 spread, with a 2WD EX-L entry that 2023 later dropped. But there is only one engine, one transmission and no hybrid, and the old cheaper Sport trim is gone.

About 41,300 US sales in 2022 make it a steady but modest seller among two-row mid-size SUVs, far behind Honda's own CR-V and Pilot.

Honda's reputation for reliability, resale and low running costs carries strong buyer trust, and the new TrailSport and the Ridgeline-inspired restyle added some rugged character. The Passport itself still has little standalone identity next to the 4Runner.

The 2022 model year sold during the peak of the chip-shortage inventory crunch. Honda transaction prices sat at or above MSRP, with few cash incentives and only limited APR offers.

This generation dates to the 2019 model year on the previous-generation Pilot platform. 2022 is the facelift year, bringing a new front end and the TrailSport, which makes it the freshest version of the generation. The update was cosmetic, though, and the cabin tech is unchanged.

Reviewers praise the roomy cabin, huge cargo area, smooth V6 and composed ride. They mark it down for dated infotainment, mediocre fuel economy and a TrailSport that is mostly cosmetic. It is well regarded but rarely the class pick.