2018 Honda Pilot

The volume EX-L and every other 2018 Pilot use the same direct-injected 3.5-liter V6, so 280 hp is also the range maximum.

The sole 3.5-liter V6 produces 262 lb-ft in the representative EX-L and throughout the trim range.

The representative EX-L AWD is reported at 6.2 seconds to 60 mph. Contemporary coverage generally places the unchanged 2018 range in the low-to-high six-second range depending on drivetrain and transmission.

The naturally aspirated V6 delivers prompt, linear power without turbo lag and is notably smooth throughout its rev range. It becomes audible under hard acceleration but remains one of the Pilot's strongest dynamic attributes.

The volume EX-L's six-speed automatic shifts smoothly and is preferable to the upper trims' gearbox. Range-wide refinement is held back by the Touring and Elite nine-speed, which reviewers found indecisive and rough at low speeds.

Properly equipped AWD models achieve the range's 5,000-pound maximum; front-drive models are rated at 3,500 pounds.

AWD is offered from LX through Touring and standard on Elite. Honda's i-VTM4 is unusually sophisticated for a mainstream crossover, actively varying torque front-to-rear and independently between the rear wheels, with Snow, Mud, and Sand modes on AWD EX and above.

Torque-vectoring AWD and dedicated loose-surface modes make it capable on snow, sand, mud, and mild trails. Its 7.3-inch clearance, modest angles, and lack of low range, underbody armor, lockers, or a dedicated off-road trim keep it firmly in light-duty territory.

Every 2018 Pilot has the same naturally aspirated 3.5-liter V6. Buyers can choose FWD or AWD and receive a six- or nine-speed automatic by trim, but there is no alternate engine, hybrid, PHEV, diesel, or EV option.

The representative EX-L uses the six-speed automatic; its 2WD EPA combined rating is 22 MPG. The available AWD version falls to 21 MPG.

The 2WD EX-L's official EPA city rating is 19 MPG, near the low end of the SUV normalization band.

The 2WD EX-L is EPA-rated at 27 MPG highway; AWD reduces that figure by 1 MPG.

EPA combined consumption of 22 MPG with Honda's 19.5-gallon tank yields an estimated full-tank combined range of 429 miles.

The EPA estimate for the 22-MPG six-speed FWD configuration is $2,700 per year under its standard 15,000-mile assumptions.

Every 2018 Pilot trim runs on widely available regular unleaded, avoiding any premium-fuel cost penalty.

The 2018 Pilot earned NHTSA's maximum five-star overall rating, with four stars in frontal and rollover testing and five stars for side impact.

The 2018 Pilot was a Top Safety Pick when equipped with optional front crash prevention and the Elite's headlights. Its contemporary crashworthiness results were Good except for an Acceptable passenger-side small-overlap result; the later updated-side test was Marginal.

Honda Sensing supplied AEB, adaptive cruise, lane keeping, and road-departure mitigation, but it was merely available on LX through EX-L and standard only on Touring and Elite. True blind-spot monitoring and rear cross-traffic monitoring were confined to Elite, although EX through Touring received LaneWatch.

The optional Collision Mitigation Braking System earned IIHS's top Superior vehicle-to-vehicle rating, avoiding the 12-mph collision and cutting 12 mph from the 25-mph test. Its score is capped because the system was optional and IIHS did not publish modern day/night pedestrian results for this model year.

Most trims used the passenger-side-only LaneWatch camera rather than two-sided blind-spot alerts. Conventional blind-spot information with rear cross-traffic monitoring was alert-only and limited to the Elite trim, with no safe-exit or active intervention.

Available Honda Sensing added lane-departure warning, road-departure mitigation, and hands-on LKAS centering, but it worked principally at highway speeds and could feel intrusive in long sweeping corners. This is functional early-generation lane assistance rather than consistently smooth modern centering.

Honda Sensing's adaptive cruise was useful at highway speeds and could operate alongside LKAS, but this Pilot lacked the later Low-Speed Follow functionality and did not provide refined full-speed stop-and-go operation. Availability was also optional below Touring.

The 2018 Pilot offered no factory hands-free driving system; Honda Sensing's LKAS and adaptive cruise remained hands-on driver assistance.

IIHS rated the halogen projector headlights on the volume LX, EX, EX-L, and Touring trims Poor, citing inadequate illumination on every curve. Only the Elite's LED projectors with high-beam assist earned Acceptable.

The upright seating position and multi-angle reversing camera help, but natural front and rear-quarter visibility is only average for a large crossover. Parking sensors were restricted to Touring and Elite, and there was no factory surround-view camera.

IIHS rated LATCH usability Acceptable rather than Good because some tether anchors were hard to find or near confusing hardware, but the Pilot is unusually versatile: four rear positions have complete LATCH hardware and two more have tether anchors.

The volume EX-L configuration has second- and third-row benches and seats eight; only the Elite substitutes second-row captain's chairs and seats seven.

The representative EX-L's standard moonroof reduces front headroom by 0.6 inch versus LX and EX, leaving an average amount for an SUV.

The published figure is common to every trim and lies near the low end of the SUV normalization band despite the cabin's generally roomy feel.

Second-row headroom in the volume EX-L is nearly at the top of the SUV band, with slightly more room in LX/EX and the panoramic-roof Elite.

A sliding and reclining second row combines with a strong published measurement to provide generous adult space.

With 31.9 inches of legroom, a reclining second row, and one-touch access on EX-L and above, the third row is unusually accommodating for children and workable for adults on shorter trips, though its low cushion limits long-trip comfort.

The SAE cargo measurement behind the second row is competitive but not exceptional within the broad SUV normalization range; useful space remains behind the third row.

Both rear rows fold flat to create a large, useful cargo floor, although several newer three-row rivals provide more ultimate volume.

A huge multifunction center console, multi-level door pockets, 15 beverage holders, flat-folding rear rows, and a hidden well with a reversible cargo lid make this a standout family-storage design.

The EX-L adds a 10-way power driver's seat with lumbar support, four-way power passenger seat, leather, and heated fronts; reviewers consistently praise first- and second-row comfort, with only the low third-row cushion and limited cushion-angle adjustment holding it below the top band.

The Pilot rides smoothly and comfortably over everyday pavement, but its soft suspension permits enough float and body motion to keep it short of segment-leading control.

Standard active noise cancellation and a refined V6 make the cabin notably hushed for a mainstream 2018 three-row SUV, though it does not reach modern luxury-SUV isolation.

The volume EX-L includes tri-zone automatic climate control, remote start, leather, and heated front seats; Elite adds ventilation, a heated wheel, heated second-row captain's chairs, and a panoramic roof, so the range is well equipped but richest amenities require the top trim.

The entry 2018 Pilot was the LX with front-wheel drive. The 2018 model was a third-generation carry-over before the 2019 refresh, with only a modest price increase and a new exterior color.

EX-L represents the mainstream family-buyer sweet spot, and the AWD/Honda Sensing configuration is the appropriate typically equipped version. It retains the six-speed automatic rather than the Touring/Elite nine-speed.

RepairPal's model-year-specific annual maintenance and repair estimate is converted to the rubric's five-year horizon. This is an extrapolation rather than a published five-year forecast, but it uses observed 2018 Pilot cost data.

The 2018-specific estimate indicates respectable but not exceptional retention for a mainstream three-row SUV. It is preferable to using the nameplate-wide estimate because this run scores the exact model year.

Honda's basic warranty is at the bottom of the rubric's three-to-five-year band and trails brands offering five years of basic coverage.

Honda's powertrain term matches the mainstream industry baseline but sits at the bottom of the rubric's five-to-ten-year band.

The 2018 Pilot included useful 24-hour roadside assistance for the full basic-warranty term, but no factory complimentary scheduled-maintenance plan. That fits the rubric's basic-roadside-only band.

$40,635 volume-trim price minus its estimated resale value after 5 years (51.7% retained, or about $21,008) leaves about $19,627 in depreciation. Add the projected $1,960 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,587 in total.

Long-term evidence is sharply mixed: J.D. Power reports a strong owner-based quality and reliability result, while Consumer Reports rates the 2018 Pilot below its model-year peers. RepairPal's broader Pilot data are above average, placing this Pilot near mid-pack rather than among the segment's reliability leaders.

Honda had an above-average reliability reputation around 2018, but it was not consistently a top-five brand and several contemporary V6 models developed meaningful engine and transmission campaigns. The brand advantage is real but falls short of the top band.

Seven NHTSA campaigns are excessive and include engine seizure, fuel-pump stalling, unintended airbag deployment, and salt-belt rear-subframe corrosion rather than merely minor compliance defects. Honda also issued a major warranty-extension bulletin for six-speed torque-converter failure, showing a systemic service pattern beyond the recalls.

The established J35 V6 architecture is generally durable, but this exact model year is exposed to a serious connecting-rod-bearing recall and a wider NHTSA engine-failure investigation. The volume EX-L's Honda six-speed is preferable to the abrupt ZF nine-speed in Touring and Elite trims, yet its torque-converter warranty extension prevents an above-average score.

The cabin is unusually polished for a mainstream three-row SUV, with convincing soft-touch surfaces and well-finished controls. The volume EX-L adds leather and upscale touches, though it does not materially exceed the best rivals.

Contemporary reviewers found high assembly quality and solid construction, supporting a clearly above-average physical fit-and-finish result. Owner-reported electrical and infotainment trouble keeps the total quality impression below the top tier.

Honda's dense nationwide dealer footprint makes routine maintenance, complex diagnostics, and recall work accessible across most U.S. markets. Individual service quality varies, but geographic coverage is a clear ownership strength.

As a high-volume Honda with extensive platform and J35-family parts sharing, the Pilot has abundant OEM and aftermarket support. Routine costs are low for a three-row SUV, although timing-belt service and potential engine or transmission work keep it short of an exceptional score.

The volume-oriented EX-L has Honda's 8-inch electrostatic Display Audio touchscreen, also used by every trim above LX. The 2018 Pilot is a carry-over third-generation model; its infotainment refresh arrived for 2019, not 2018.

The system is feature-rich for its age but slow, menu-heavy, and overly dependent on touch controls, including a frustrating volume slider. Multiple contemporary reviewers independently reached the same negative conclusion.

Apple CarPlay and Android Auto are included on EX and above, but both require a wired USB connection; LX has neither. No trim offers wireless phone projection.

Garmin-based native navigation with voice recognition is optional on EX-L and standard on Touring and Elite, but the rigid voice interface is dated and phone projection is generally preferable.

EX-L's 225-watt seven-speaker system is adequate, while Touring and Elite offer a meaningful 540-watt, 10-speaker upgrade. The upgrade is unbranded and falls short of the best premium systems.

A large color multi-information display and digital speedometer provide useful configurable information, but they sit beside an analog tachometer and conventional fuel/temperature gauges rather than forming a full-digital cluster.

The 2018 Pilot lacks a built-in telematics connection and Honda documents no over-the-air infotainment, maps, or whole-vehicle update capability. Its Garmin navigation updates rely on the conventional owner-delivered process rather than meaningful OTA support.

HondaLink offers dealership scheduling, location search, weather, and service messages, but no remote start, lock/unlock, vehicle locator, climate control, or digital key for this Pilot. Remote start is fob-only.

EX-L supplies three front USB-A ports, including two 2.5-amp ports, but no second-row USB, USB-C, or wireless charger. Touring and Elite add two second-row USB charging ports and a 115-volt outlet, making the upper-trim setup adequate for families.

EX-L has proximity Smart Entry, Walk Away Auto Lock, push-button start, fob remote start, and a power tailgate. It lacks hands-free liftgate operation, app-based controls, and phone-as-key.

Every trim has a multi-angle rear camera, but the volume EX-L lacks parking sensors. Front/rear sensors arrive only on Touring and Elite, and no trim offers a 360-degree camera or automated parking.

A head-up display was not offered on any 2018 Pilot trim.

Four seating positions with complete LATCH hardware, an eight-seat cabin, a sliding/reclining second row, and one-touch third-row access on the volume EX-L make daily family loading unusually easy. The hinged rear doors are less convenient in tight spaces than a minivan's sliders.

Crash protection was strong and optional Honda Sensing performed well, but the suite cost extra on LX through EX-L, true blind-spot and cross-traffic alerts were Elite-only, and no rear-occupant alert was offered. That leaves meaningful safety gaps on affordable and volume trims.

The quiet, soft-riding cabin gives adults generous first- and second-row room, while tri-zone climate and available rear entertainment support long family trips. The low-cushioned third row and 16.5-cu-ft luggage area with all seats occupied keep it below the best family haulers.

A smooth, strong V6, comfortable seats, compliant ride, upright driving position, and standard multi-angle reversing camera make the volume EX-L pleasant in ordinary traffic. Vague controls, a fussy touchscreen, and Honda Sensing's lack of low-speed-follow functionality add daily friction.

The volume six-speed FWD configuration returns only 22 mpg combined, and AWD falls to 21 mpg, making a large gasoline V6 costly for solo commuting. Regular unleaded and mainstream Honda consumables help, but there was no hybrid alternative.

The upright seating and standard multi-angle rear camera make the large Pilot manageable, but its 194.5-inch length and 39.4-foot turning circle demand care. Front/rear parking sensors were limited to Touring and Elite, and no trim offered a surround-view camera.

AWD versions can tow a useful 5,000 pounds, the 280-hp V6 has ample load-hauling performance, and 83.8 cu ft of maximum cargo room handles moderate work. FWD is capped at 3,500 pounds, and the unibody Pilot is not a heavy-duty work vehicle.

The naturally aspirated V6 and conventional six-speed in the volume EX-L are proven, mainstream hardware, but this is a comfort-oriented unibody crossover rather than a fleet work platform. Its work-duty case is further tempered by documented engine-bearing, fuel-pump, and six-speed torque-converter campaigns.

Flat-folding rear rows, a reversible cargo lid, available roof rails and hitch accessories support occasional work use, and Touring adds a 115V outlet. The volume EX-L lacks the rails and AC outlet as standard, while carpeted trim and the absence of a work-focused upfit ecosystem limit jobsite suitability.

Supportive seats, a very comfortable ride, good cabin isolation, and roughly 429 miles of EPA combined range make the Pilot an accomplished highway vehicle. Available adaptive cruise reduces fatigue but lacks stop-and-go Low-Speed Follow, and the third row is less comfortable over long distances.

Available torque-vectoring AWD, selectable snow/mud/sand modes, a 5,000-lb tow ceiling, roof rails, and folding seats make it a strong camping and recreation companion. It remains a road-biased crossover without low range, underbody protection, or a dedicated off-road trim.

Both rear rows fold into a flat load floor, the EX-L provides one-touch second-row movement, and 83.8 cu ft of maximum room combines with hidden underfloor storage and a reversible cargo lid. Available roof rails and a hitch extend capacity for bikes and bulky outdoor equipment.

The Pilot is secure and surprisingly nimble for an eight-seat crossover, but its comfort-first suspension permits enough body motion to keep it well short of the class's engaging leaders. The volume EX-L's 18-inch tires also favor compliance over sharp turn-in.

The electric rack is accurate and predictable enough for easy placement, but it is light and transmits little road texture. That makes it reassuring rather than communicative.

Shorter-than-average instrumented stops and an easily modulated pedal make the Pilot reassuring in normal and emergency braking. Some tests found fade or softer feedback, preventing a top-tier score.

The volume EX-L pairs the responsive, naturally aspirated V6 with the preferred six-speed automatic, avoiding the upper trims' abrupt nine-speed and idle-stop behavior. The six-speed can still hesitate to downshift, so calibration is good rather than impeccable.

Honda's smooth V6 has a pleasant character under load, while active mounts, active noise cancellation and the EX-L acoustic windshield suppress cylinder-deactivation vibration and cruise noise. It is notably refined, though not luxury-SUV silent.

The Pilot's 39.4-foot diameter is toward the wide end of the SUV normalization band, so tight garages and U-turns require some planning.

A 10-way power seat, tilt/telescoping wheel, modest step-in height and clear primary instruments make the EX-L comfortable for most drivers. The high seat can be awkward for shorter drivers, and the knobless touchscreen plus limited rearward sightlines are meaningful irritants.

The eager V6 and better-than-average agility add some personality, but numb steering and soft suspension keep this family hauler from inviting enthusiastic back-road driving. It is pleasant and capable, not a take-the-long-way-home SUV.

The volume-oriented EX-L delivered leather, heated front seats, a moonroof, power tailgate, tri-zone climate, one-touch second-row access, and smartphone integration at a competitive price. The base LX was less generous because Honda Sensing and several convenience features required moving up the range.

A roomy eight-seat cabin, strong standard V6, competitive efficiency, and useful family equipment made the Pilot an excellent overall value, especially in EX and EX-L form. Its awkward touchscreen and the upper trims' rough-shifting nine-speed kept it short of the very top band.

Five well-spaced core trims, front- or all-wheel drive, seven- or eight-passenger layouts, and Honda Sensing, navigation, and rear-entertainment variants covered a broad range of family budgets. The single V6 powertrain limited mechanical variety but did not materially weaken the lineup.

The Pilot was a high-volume, firmly accepted three-row SUV and surged to a nameplate record in calendar 2018. That 25% year-over-year gain supports a near-leader score rather than merely steady mid-pack status.

Honda's mainstream reputation for sensible engineering, durability, and resale gave the Pilot unusually strong buyer trust and family-car appeal. It was not aspirational in the luxury sense, but its image clearly helped ownership satisfaction and demand.

Period evidence shows useful subsidized financing and some finance cash, offering buyers a modest benefit without the heavy rebates associated with a distressed model. Strong record sales limited the need for broad cash discounting.

The 2018 model was the third year of the third generation and remained fundamentally current, with CarPlay and Android Auto carried over from 2017. It was unchanged apart from a color and sat immediately before the substantial 2019 styling, infotainment, and safety-tech refresh, reducing freshness.

The Pilot combined consistently strong reviews with major, model-year-specific recognition, including a repeat KBB segment Best Buy and two Edmunds best-of selections. It was widely regarded as one of the class benchmarks despite recurring criticism of its infotainment and nine-speed transmission.