2023 Honda Passport

The 2023 Passport (second-generation, 2019–2025 run) uses a single 3.5L naturally aspirated V6 rated at 280 hp across EX-L, TrailSport and Elite.

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

Instrumented tests of the 2022–2023 TrailSport/Elite (identical powertrain to 2023) span 6.0 s (Car and Driver) to 6.8 s (Edmunds); MotorWeek's 6.4 s is used as the representative midpoint. Quick for a non-turbo mid-size SUV.

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

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

Honda rates every 2023 Passport (all AWD) at 5,000 lbs when equipped with the accessory hitch; i-VTM4 AWD and the transmission cooler support the rating.

Since 2022 the Passport is AWD-only; every 2023 trim carries the i-VTM4 torque-vectoring system that can send up to 70% of torque rearward and 100% of that to either rear wheel, with Intelligent Traction Management modes (Normal/Snow/Mud/Sand). No low range.

8.1 in of ground clearance, torque-vectoring AWD and terrain modes make it more capable than most crossovers on dirt and snow, but the 2023 TrailSport is largely an appearance package (wider track, rugged styling, all-season tires) with no skid plates, all-terrain tires or low range — those arrived only with the 2024/2026 updates.

One powertrain only — 3.5L V6, 9-speed automatic, AWD — with no turbo, hybrid, PHEV or EV alternative in 2023.

EPA rates the only 2023 configuration (3.5L V6, 9-speed, AWD) at 21 MPG combined — 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 standard AWD keep it well short of the segment's best.

EPA total range of 410 miles from the 19.5-gallon tank at 21 MPG combined — 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 2023 Passport (third generation, 2022 refresh carried over) holds a 5-star NHTSA overall rating; sub-scores include 5-star side crash, 4-star front passenger and 4-star rollover.

No 2023 Top Safety Pick award. The aging Pilot-derived structure is Good in driver small overlap, moderate overlap, roof and head restraints, but only Acceptable in passenger small overlap and Marginal in the tougher updated side test.

With the 2023 lineup starting at EX-L (all AWD), Honda Sensing (CMBS/AEB, ACC, LKAS, RDM, FCW, LDW) plus Blind Spot Information and Cross Traffic Monitor are standard on every trim. Held back slightly because the ACC lacks stop-and-go.

The first-generation Honda Sensing CMBS earned an Advanced IIHS vehicle-to-vehicle rating on this generation, but its older radar/camera setup has no strong IIHS pedestrian/night ratings and trails the newer Honda Sensing hardware fitted to the 2023 CR-V and HR-V.

Blind Spot Information and Cross Traffic Monitor are standard on all 2023 trims but alert-only, with no active steering/braking intervention, safe-exit alert or trailer-length coverage.

LKAS and Road Departure Mitigation are standard, but the older Honda Sensing system works only above about 45 mph and gives lane-keeping nudges rather than full-speed-range lane centering.

ACC is standard but is not full-range: it engages only above about 25 mph and cancels below 22 mph, with no Low-Speed Follow or Traffic Jam Assist. That is a clear gap against rivals with stop-and-go ACC.

No hands-free or even hands-on traffic-jam assist is offered on any 2023 Passport trim.

LED headlights are standard, but IIHS has rated this generation's headlights Acceptable rather than Good.

Upright SUV seating gives good forward sightlines, but thick C/D pillars and a small rear window create rear-quarter blind zones; only a multi-angle rear camera is fitted, with no 360-degree camera on any trim.

The wide two-row cabin offers 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 2023 trim.

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

Front legroom is on the short side of the class, though few reviewers flag it as 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 ~9 cu ft; scored on the standard figure.

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

A large reconfigurable center console, a standard wireless charging pad tray and a big cargo well are genuine practical wins, though there is no onboard AC power.

Front seats are supportive for long drives and the rear bench is roomy and comfortable; leather heated fronts are standard, though adjustability is ordinary below the Elite.

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, especially on 20-inch wheels and the TrailSport's all-terrain-look tires.

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

The 2023 Passport (second-generation revival, launched 2019, refreshed for 2022) starts at the EX-L trim; every 2023 Passport is AWD with the 3.5L V6, which keeps the entry price above most mid-size two-row rivals' FWD base models.

The three-trim 2023 lineup (EX-L, TrailSport, Elite) is narrow; EX-L is taken as the volume trim for this pre-redesign generation, with TrailSport $2,500 more and Elite topping out under $48K.

Honda's long-running J35 V6 and ZF 9-speed are well understood and cheap to service; CarEdge projects five-year maintenance and repairs about $1,300 below the SUV average.

Honda's resale reputation keeps the Passport above the mid-size SUV average, though it depreciates faster than a 4Runner; KBB shows a 2023 example's values holding well three years in.

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 matches most mainstream brands but is half of Hyundai/Kia's 10/100,000.

Honda includes 24-hour roadside assistance for the 3/36 warranty term and a HondaLink trial, but no factory-paid scheduled maintenance program in the US, unlike ToyotaCare (2 yr/25K) or Hyundai's 3-yr plan.

$42,445 volume-trim price minus its estimated resale value after 5 years (55% retained, or about $23,345) leaves about $19,100 in depreciation. Add the projected $2,519 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,619 in total.

2023 is a late-cycle carry-over year of the 2019-introduced second generation (refreshed for 2022), so the platform is mature; J.D. Power rates its quality & reliability 'Great' and Consumer Reports has scored the Passport 4/5–5/5 across this generation, though CR flags 2023 as somewhat below its model-year peers.

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 no longer a consistent top-5 brand behind Lexus, Toyota and Mazda.

Five NHTSA campaigns cover the 2023 Passport, three of them serious mechanical/safety items (steering gearbox ball-joint detachment, brake master cylinder separation, fuel filler leak/fire risk) plus a 2026 rear-subframe corrosion recall in salt-belt states — above-typical activity, though none is a powertrain failure.

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 have largely settled it by this model year, and the 2023 Passport is not part of the J35 connecting-rod/crankshaft recalls.

Cabin is sturdy and well assembled but dated by 2023, with abundant hard plastics and an aging design that reviewers note trails newer rivals such as the Kia Telluride and Hyundai Santa Fe at similar prices.

Built in Lincoln, Alabama on a mature platform in its fifth production year; assembly is consistently tight with few rattle complaints, supported by J.D. Power's 'Great' quality rating.

Honda's roughly 1,000-plus US dealers give dense nationwide coverage, and J.D. Power rates the 2023 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 2023 rivals' 10–12-inch screens.

The refreshed Display Audio system is responsive with large icons and a physical volume knob, 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 in 2023.

Garmin-based navigation with voice recognition 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 base system is adequate; the Elite's 540-watt 10-speaker system with subwoofer 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; no meaningful whole-vehicle OTA program for this platform.

HondaLink connected services (with Wi-Fi hotspot) are tied to the Elite's telematics; lower trims get basic app features, and there is no digital key.

Four USB ports and a Qi wireless pad are standard, but all ports are USB-A and there is no household AC outlet.

Smart Entry with push-button start and remote engine start are standard from the EX-L; the hands-free power tailgate 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 2023 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 and a five-star NHTSA overall rating are standard, but the 2023 missed IIHS Top Safety Pick with a Marginal updated side test.

Tri-zone climate, rear USB ports and a spacious rear bench plus big cargo hold suit four-person trips; heated rear seats and rear entertainment are Elite-only or absent.

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 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 and no surround view make tight lots work.

A 5,000-lb tow rating 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.

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; range is roughly 450 miles.

Standard torque-vectoring i-VTM4 AWD, 8.1 in of clearance, a 5,000-lb tow rating and the TrailSport's trail-tuned tires and skid plates make it a credible gravel and light-trail SUV.

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 near its 6,000-rpm peak, with little vibration through the controls.

A slightly wide turning circle for a two-row mid-size SUV.

Commanding seating position, 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.

Since 2023 dropped the old Sport trim, every Passport starts at EX-L: standard AWD, 280-hp V6, leather, heated front seats, power moonroof, Honda Sensing and an 8-inch touchscreen with wired CarPlay/Android Auto. That is generous for $42K, though the dated infotainment and lack of a digital cluster keep it out of the top band.

Standard V6 and AWD, a roomy cabin and huge cargo hold for $42–48K make it fair-to-good value. Weak fuel economy (21 mpg combined), aging tech and Ford Edge/Hyundai Santa Fe rivals that undercut it on price stop it short of a bargain.

With the Sport trim dropped, the lineup is just three trims covering a $5,460 spread, with one engine, one transmission and AWD only. There is no cheaper FWD entry and no hybrid, so it is close to take-it-or-leave-it.

About 40,800 US sales in 2023, flat against 2022, makes it a steady but modest seller among two-row mid-size SUVs, far behind Honda's own CR-V and Pilot. Sales slid 20% the following year.

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

Through most of the 2023 model year, tight Honda inventory kept transaction prices near MSRP with few cash incentives. Modest APR and lease offers only appeared late in the year as supply recovered.

This generation dates to the 2019 model year on the previous-gen Pilot platform. The 2022 facelift (new front end, TrailSport) was cosmetic, and the cabin tech was already behind the 2023 Pilot redesign, with a full replacement arriving for 2026.

Reviewers praise the spacious cabin, cargo room, smooth V6 and composed ride, but mark it down for an outdated infotainment interface, mediocre fuel economy and cosmetic-only TrailSport off-road chops. It is a solid recommendation but rarely the class pick, with no major awards for 2023.