2017 Honda Pilot

Every 2017 Pilot uses the same naturally aspirated, direct-injected 3.5-liter V6, so the volume trim and range maximum are both 280 hp.

The sole 3.5-liter V6 produces 262 lb-ft in every trim, giving the volume configuration adequate rather than exceptional midsize-SUV torque.

Car and Driver's instrumented EX FWD test represents the mainstream six-speed configuration. The 2017 powertrain was unchanged from the tested third-generation launch configuration, while other trims vary with traction and the nine-speed automatic.

The naturally aspirated V6 delivers strong, linear power without turbo lag and reviewers call the Pilot unexpectedly spry. Response is not flawless, though, because meaningful acceleration can require a deep pedal input and both transmissions can hesitate to downshift.

The six-speed automatic in the volume LX, EX, and EX-L trims is the better-behaved gearbox and was preferred by reviewers, although it can be reluctant to downshift. Touring and Elite use a nine-speed widely criticized for abrupt, indecisive low-speed shifts, pulling down the range-wide assessment.

The maximum applies to an AWD Pilot fitted with Honda's accessory transmission-fluid cooler and towing equipment; otherwise the limit is 3,500 pounds.

AWD is available from the base LX upward and standard on Elite. Honda's i-VTM4 system actively vectors rear-axle torque side to side, while EX and higher AWD trims add Snow, Mud, and Sand terrain programs; it lacks a low range but is notably sophisticated for a family crossover.

AWD models have useful torque distribution and terrain modes for snow, sand, mud, and maintained dirt roads. However, only 7.3 inches of clearance, modest 18.0/19.7-degree approach/departure angles, no low range or underbody armor, and no dedicated off-road trim make this a pavement-oriented crossover.

The lineup offers only one 3.5-liter gasoline V6 with no smaller engine, turbo option, hybrid, plug-in hybrid, or EV. Buyers can choose drivetrain and six- versus nine-speed transmission by trim, but not a distinct powertrain.

The representative EX/EX-L-class AWD configuration uses the six-speed automatic and earns 21 MPG combined. Touring and Elite use the nine-speed, while FWD six-speed models gain 1 MPG combined.

The volume AWD six-speed configuration is EPA-rated at 18 MPG city; the nine-speed AWD version reaches 19 MPG and FWD versions return 19-20 MPG.

AWD Pilots are rated at 26 MPG highway regardless of transmission; FWD models reach 27 MPG.

EPA does not publish a separate total-range field for this gasoline record, so combined range is calculated from the official 19.5-gallon tank and 21 MPG combined rating. The result is 409.5 miles, rounded to 410.

The current EPA record estimates $2,950 per year for the representative AWD six-speed configuration under its standard 15,000-mile assumptions. The slightly more efficient AWD nine-speed is listed at $2,800 per year.

All 2017 Pilot trims run on widely available regular unleaded gasoline, with no premium-fuel requirement or trim-dependent complication.

Both 2017 Pilot drivetrains earned NHTSA's maximum overall rating, though the frontal and rollover subratings were four stars.

The 2017 Pilot earned Top Safety Pick+ when equipped with optional front crash prevention and the Elite's headlights. Its contemporary core tests were Good, while the later-added passenger small-overlap result was Acceptable.

The volume EX-L included a rear camera and passenger-side LaneWatch, but Honda Sensing's AEB, ACC, and lane assistance cost extra. Conventional blind-spot monitoring and rear cross-traffic alert were restricted to Elite, so standard breadth trails newer rivals sharply.

Optional CMBS earned IIHS Superior vehicle-to-vehicle prevention, avoiding the 12-mph collision and cutting 12 mph from the 25-mph impact. It was optional on the volume trim and predates IIHS pedestrian and nighttime validation, limiting its score.

EX, EX-L, and Touring relied on a passenger-side camera rather than bilateral radar coverage. Alert-only blind-spot monitoring and rear cross-traffic monitoring were available solely on the costly Elite, with no active intervention or safe-exit function.

Honda Sensing supplied LDW, Road Departure Mitigation, and mild-steering LKAS, but it was optional on EX/EX-L. The period system assists only when markings are detected and is a hands-on aid rather than robust modern lane centering.

ACC was available through Honda Sensing and could combine with LKAS on highways, but it lacked Low-Speed Follow/stop-and-go operation. Contemporary testing also criticized the adaptive cruise and collision warnings as overly sensitive.

No hands-free highway-driving system was offered on any 2017 Pilot trim; Honda Sensing's LKAS required continuous driver supervision and steering control.

The halogen projectors fitted to LX through Touring, including the volume EX-L, earned Poor. Only Elite's LED projectors earned Acceptable and included automatic high beams, so most configurations provide weak tested illumination.

Upright seating and generally useful front and rear-quarter sightlines make this large SUV easy to place, while the standard multi-angle rear camera helps behind. It lacks a surround-view camera, and its size still leaves hidden areas that only upper-trim parking sensors address.

IIHS rated LATCH usability Acceptable and found four complete LATCH positions plus two tether-only positions. The wide second row can fit three child seats, though the center anchor geometry may require a seat-belt installation and third-row access is narrow.

The volume EX-L configuration has a three-place second-row bench and seats eight; only the Elite's captain's chairs reduce capacity to seven.

The requested non-moonroof measurement is a generous 40.1 inches; the volume EX-L's standard moonroof reduces this to 39.5 inches.

Front legroom is 40.9 inches on every 2017 Pilot trim, near the low end of the category's broad normalization band despite a comfortable seating position.

Second-row headroom without a moonroof is an excellent 40.2 inches; it is 39.9 inches on the volume EX-L and Touring.

All trims provide 38.4 inches of second-row legroom, and the sliding/reclining seat lets occupants trade space with the third row.

Its 31.9-inch legroom and easy one-touch access make the third row unusually useful for this era; two adults can manage shorter trips, though the narrow three-person bench remains better suited to children.

The standard cargo-volume measure behind the second row is 46.8 cubic feet, with Honda also publishing 55.9 cubic feet under its alternate floor-space-inclusive method.

With both rear rows folded, the Pilot offers a large, flat cargo area measuring 83.9 cubic feet by the standard method.

A huge center console, useful cubbies, 16 cupholders, underfloor rear storage, and a flat load floor make the Pilot exceptionally practical, close to minivan utility without a singular class-exclusive innovation.

Wide, compliant yet supportive front seats remain comfortable for hours, while the roomy sliding and reclining second row is similarly accommodating.

The Pilot is smooth and well controlled on typical roads and was judged a segment leader by Edmunds, though sharp impacts and the Touring/Elite 20-inch wheels can produce firmness and some float.

Wind and tire noise are notably subdued for a mainstream Honda, with acoustic glass on Touring and additional sound deadening helping highway refinement.

The volume EX-L includes tri-zone automatic climate control, remote start, leather, heated front seats and power adjustment; Elite adds ventilated fronts, heated second-row captain's chairs and a heated wheel, though these richest features are top-trim-only.

The 2017 Pilot's entry configuration was the LX 2WD. This is the original model-year MSRP plus Honda's mandatory destination charge.

EX-L was the Pilot's established volume trim, and AWD is the representative typically equipped three-row configuration. The price excludes the optional navigation and rear-entertainment variants.

CarEdge's model-level first-five-year projection is used because a trim-specific historical invoice total is unavailable. It places the Pilot below the SUV average for maintenance and repairs.

The model-level projection indicates solid but not class-leading five-year retention. It assumes good condition and typical annual mileage rather than a specific trim and location.

Honda's new-vehicle limited warranty was the mainstream minimum of three years and 36,000 miles.

The gasoline powertrain coverage matched the mainstream baseline of five years and 60,000 miles.

The 2017 Pilot included no complimentary scheduled-maintenance plan, but Honda provided 24-hour roadside assistance for the 3-year/36,000-mile basic-warranty term. That fits the bottom of the rubric's basic-roadside-only band.

$39,380 volume-trim price minus its estimated resale value after 5 years (52.4% retained, or about $20,635) leaves about $18,745 in depreciation. Add the projected $2,548 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,293 in total.

The two major sources split between average and below average: J.D. Power's numeric result is respectable, but Consumer Reports' owner-survey history places the 2017 Pilot below its model-year peers. That combination warrants a low-average score rather than Honda's traditionally high baseline.

Honda retains a strong multi-year reliability reputation and recently returned to the top five in Consumer Reports, although its standing has not been uniformly top-five across J.D. Power dependability studies. It is clearly above the mainstream average, but not as consistently dominant as Toyota or Lexus.

Recall volume is not enormous, but the applicable campaigns are safety-significant: engine stalling from fuel-pump failure, a hood that may open, and salt-belt rear-subframe corrosion that can compromise suspension attachment. Honda also issued multiple bulletins for a recurring 2016-17 Pilot torque-converter judder, making the generation's service history worse than typical.

The naturally aspirated J-series V6 has a strong broader lineage, but this exact direct-injected generation is clouded by an ongoing federal connecting-rod-bearing investigation covering 2016-20 Pilots. The volume LX/EX/EX-L six-speed also has documented torque-converter judder, while Touring and Elite use the less-proven ZF nine-speed, so the specific 2017 powertrain record is below average.

The cabin's soft-touch dashboard, glossy trim, and well-finished controls are above-average for a mainstream three-row SUV, though reviewers did not find them substantially richer than competitors. The score reflects good value-appropriate materials rather than luxury-grade execution.

Reviewers found generally solid Honda assembly, but owner-survey reports show enough infotainment, electrical-accessory, and noise-related complaints to keep it from a high score. This is acceptable mainstream fit and finish with scattered quality defects, not a pervasive structural assembly problem.

Honda has a dense nationwide dealer footprint that gives Pilot owners strong geographic coverage, including outside major metropolitan areas. Service quality varies by franchise, so broad access earns a stronger score than the experience itself.

A high-volume Honda with extensive independent-shop familiarity and aftermarket support is straightforward to source parts for. Average annual costs are below the midsize-SUV benchmark, although the nine-speed transmission and direct-injection hardware can make major repairs expensive.

The representative EX-L and every trim above the base LX use Honda's 8-inch Display Audio touchscreen. The 2017 model is the second year of the third generation; its year-specific infotainment change was adding phone projection to the 8-inch system.

The touchscreen has attractive graphics but slow responses, convoluted menus, and touch-sensitive volume controls instead of a knob. Wired phone projection helps, but contemporary reviewers consistently regarded the interface as a major weakness.

Apple CarPlay and Android Auto became standard on EX and higher trims for 2017, but both require a USB cable. LX has neither system, and wireless projection was not offered on any trim.

Honda's Garmin-based navigation and conventional command-based voice recognition are functional, but navigation is optional on EX-L and standard only on Touring and Elite. Most volume-trim buyers are better served by wired phone maps and voice assistance.

The representative EX-L has a respectable 225-watt seven-speaker system including a subwoofer. Touring and Elite provide a meaningful 540-watt ten-speaker upgrade, though it is not a branded audiophile system.

A large central digital speedometer and multi-information display give the cluster a modern touch, but the tachometer, fuel, and temperature gauges remain analog. It is a partial-digital arrangement rather than a configurable full-digital cockpit.

The 2017 Pilot has no meaningful owner-facing over-the-air software-update capability. Honda did not add Wi-Fi infotainment OTA updates to the Pilot until the 2019 refresh.

Period HondaLink supplies phone-fed places, weather, service information, support, and Honda messages, but the 2017 Pilot lacks modern app-based remote start, locks, location, or digital key. Remote start is instead operated from the key fob.

EX-L provides three front USB-A ports, including two 2.5-amp charging-capable ports. Second-row USB charging and a 115-volt outlet are available with the rear-entertainment configuration, but there is no USB-C or wireless charging.

EX and higher trims include proximity Smart Entry, push-button start, and key-fob remote engine start; EX-L adds a power tailgate. There is no hands-free tailgate or phone-as-key.

Every trim has a multi-angle rear camera, with dynamic guidelines and the passenger-side LaneWatch camera on EX and above. Front/rear parking sensors are limited to Touring and Elite, and no trim offers surround view or automated parking.

No head-up display was offered on any 2017 Pilot trim.

The eight-seat volume trims, wide-opening rear doors, one-touch sliding second row, flat-folding rear rows, and useful cargo well make school runs and car-seat loading unusually easy for a three-row SUV. IIHS rated LATCH ease of use Acceptable rather than Good, keeping it short of a benchmark score.

Crashworthiness was strong and a properly equipped Pilot earned IIHS Top Safety Pick+, while optional Honda Sensing supplied collision mitigation braking, adaptive cruise, lane keeping, and road-departure mitigation. The award required optional front-crash prevention and specific headlights, however, and Honda Sensing was not standard on affordable volume trims; there was no rear-occupant alert.

A quiet ride, supportive first- and second-row seats, standard tri-zone climate, multiple cupholders, and available rear entertainment suit long family trips. Adult comfort in the third row and 16.5-18.5 cu ft of cargo room behind it impose limits when every seat is occupied.

The preferred six-speed automatic on LX through EX-L, compliant ride, comfortable driving position, and carlike controls make the volume Pilot easy to live with. Its size is always apparent, Honda Sensing lacks modern stop-and-go capability, and the Touring/Elite nine-speed and idle-stop system can be abrupt.

The volume six-speed Pilot returns roughly 21-22 mpg combined and uses regular gasoline, respectable for a 280-hp three-row SUV in 2017 but costly beside smaller crossovers and hybrids. Common tire sizes on volume trims help consumable costs, but this remains a heavy V6 commuter.

A standard multi-angle rear camera and relatively carlike visibility help, but the Pilot is 194.5 inches long, 78.6 inches wide, and needs a 39.4-foot turning circle. LaneWatch on EX/EX-L aids the passenger side but is not a true surround-view parking camera.

The 280-hp V6 and up-to-5,000-lb AWD tow rating can handle a utility trailer, small boat, or compact camper, while the large enclosed cargo bay supports light work. Front-drive models are capped at 3,500 pounds, the higher rating requires towing equipment, and this unibody SUV is not a heavy-duty work platform.

The naturally aspirated V6, conventional six-speed on volume trims, and durable cloth availability are sensible for light duty, but this generation was designed primarily as family transport. Honda issued a service bulletin for 2016-17 Pilot torque-converter lock-up-clutch judder, and owner-survey evidence includes transmission failures, materially weakening its case for hard work use.

Available roof rails, crossbars, cargo organizers, a hitch, and a reversible cargo-area floor provide basic utility. There is no pickup bed, household-power outlet, washable work interior, or meaningful commercial upfit ecosystem, so the Pilot is poorly tailored to a jobsite.

Supportive seats, a quiet and composed highway ride, tri-zone climate, and available adaptive cruise make the Pilot a strong mile-eater; the 19.5-gallon tank gives roughly 410-430 miles of combined-rated range. Adaptive cruise was optional and lacked low-speed follow, while upper trims' 20-inch wheels and nine-speed behavior reduce polish.

Available torque-vectoring i-VTM4 AWD, selectable terrain modes, 7.3 inches of clearance, roof accessories, flat-folding seats, and 5,000-pound towing make it useful for snow, gravel access roads, bikes, and small campers. Modest approach/departure angles, road tires, and no low range limit it to light off-pavement travel.

An 83.9-cu-ft maximum, independently split-folding second and third rows, a flat load floor, underfloor storage, available roof rails, and hitch support make this an exceptionally flexible gear carrier. Space behind an occupied third row is only moderate, but the broad range of seating/cargo combinations is a major strength.

The Pilot is secure and relatively nimble for an eight-seat crossover, but the comfort-biased suspension allows conspicuous lean and keeps the EX-L well short of the segment's engaging leaders.

The electric steering is accurate and predictable enough for easy placement, but it communicates little road texture and can feel vague. It is reassuring family-SUV steering rather than an enthusiast highlight.

Instrumented stopping distances are short and the pedal is easy to modulate in ordinary driving. A separate comparison test exposed a spongy pedal and fade under repeated hard use, limiting the score despite strong one-stop performance.

The volume EX-L uses the smoother six-speed automatic and avoids the Touring/Elite nine-speed's abrupt low-speed shifts and rough idle-stop system. The responsive V6 is strong, though the six-speed can hesitate before downshifting.

The naturally aspirated V6 is generally smooth and well isolated in normal use, with active mounts and noise cancellation mitigating cylinder-deactivation effects. Its note becomes coarse and intrusive above 4,000 rpm, so it is refined rather than near-silent.

The 39.4-foot diameter is toward the wide end of the SUV normalization band, making tight garages and U-turns less convenient.

The EX-L's 10-way power seat, tilt/telescoping wheel, modest step-in height and clear primary instruments accommodate most drivers well. The knobless touchscreen and restricted rear-quarter visibility are notable irritants.

The eager V6 and better-than-average agility lend some personality, but numb steering, soft body control and the family-first mission prevent it from inspiring a back-road detour. It is pleasant and capable, not genuinely playful.

The LX was not bare-bones, with a 280-hp V6, seating for eight, alloy wheels, a multi-angle rearview camera, Bluetooth, push-button start and tri-zone climate control. However, its 5-inch display lacked the smartphone integration added to EX and higher trims, and Honda Sensing was unavailable on LX and optional on EX/EX-L.

A $30,595 base price bought eight-seat practicality and a 280-hp V6, while the well-equipped EX and EX-L remained competitively priced. Upper trims became expensive and their nine-speed automatic drew criticism, keeping the Pilot just short of standout value across the entire range.

Five well-spaced trims, front- or all-wheel drive on all but AWD-only Elite, and distinct Honda Sensing, navigation and rear-entertainment configurations covered a broad range of family budgets. The main limitation was Honda's bundled-option approach, including mutually exclusive navigation and rear entertainment on EX-L.

The Pilot was a high-volume, firmly accepted three-row SUV and gained sales in 2017. Its 127,279 U.S. deliveries were up 5.4% year over year, although it was not the overall midsize-SUV sales leader.

Honda's mainstream reputation for practical, efficient and durable family vehicles materially strengthened the Pilot's appeal and resale prospects. It lacked a luxury or enthusiast halo, but the model's strong volume and repeated family-car recognition show that the badge was a clear asset in this segment.

Late in the model year, buyers could combine meaningful transaction-price savings with low-rate financing. The roughly 7.7% discount from sticker and 0.9% financing were unusually useful without reaching distressed-brand levels.

The 2017 Pilot was only the second model year of the third generation introduced for 2016, so its platform and powertrain were still fresh. It was a light change year rather than a redesign, adding Apple CarPlay, Android Auto, a fingerprint-resistant touchscreen coating and expanded interior-color availability.

The Pilot accumulated major family/value recognition and won KBB's 2017 midsize-SUV Best Buy, reflecting exceptional practicality and an appealing all-around drive. Reception was not uniformly class-leading: Car and Driver placed an Elite fifth of five in a 2017 comparison, faulting ergonomics, dynamics and the nine-speed transmission despite strong space, features and acceleration.