2019 Honda Pilot

The refreshed 2019 Pilot retained the same direct-injected 3.5-liter V6 on every trim, so the volume EX-L and the model-range maximum are both 280 hp.

The sole 3.5-liter V6 produces 262 lb-ft in the representative EX-L and all other 2019 trims.

The best year-specific instrumented result is MotorTrend's 6.3-second run in an AWD Elite. All trims share the same V6, but the volume EX-L uses a six-speed rather than the tested Elite's revised nine-speed, so published estimates and tests span roughly 6.0 to 7.0 seconds.

The naturally aspirated V6 is smooth, strong, and free of turbo lag, with a sporty sound and ample passing power. Response is not quite immediate—Edmunds noted that meaningful acceleration requires a deep press of the throttle—and idle-stop applies only to upper trims.

The volume EX-L's six-speed is generally smooth and intuitive but can hesitate to downshift for passing. Touring and Elite received a materially improved nine-speed for 2019, though that better unit was not available on the volume trims.

An AWD Pilot reaches the category's required maximum rating of 5,000 pounds when properly equipped; front-drive versions are limited to 3,500 pounds.

AWD was available throughout the range and standard on Elite, and it is more sophisticated than a basic on-demand system: i-VTM4 actively vectors rear-axle torque side to side. AWD models also provide dedicated Snow, Mud, and Sand terrain calibrations.

Torque-vectoring AWD and terrain modes give the Pilot credible loose-surface and light-trail ability, but it remains a pavement-oriented crossover with only 7.3 inches of clearance, modest 18/19.7-degree approach/departure angles, no low range or locker, and no dedicated off-road trim in 2019.

Every 2019 Pilot uses the same naturally aspirated 3.5-liter V6. Buyers could choose FWD or AWD and six- or nine-speed automatics by trim, but there was no alternate engine, hybrid, PHEV, diesel, or EV powertrain.

The volume EX-L AWD uses the six-speed automatic and returns 21 MPG combined, near the bottom of the SUV normalization band. Front-wheel-drive EX-L improves only slightly to 22 MPG.

The naturally aspirated V6 and AWD leave the volume configuration only two MPG above the bottom of the SUV city-efficiency band.

Highway efficiency is better than the city result but remains modest for an SUV, even with cylinder deactivation.

A relatively large 19.5-gallon tank offsets the Pilot's low fuel economy enough to provide a mid-pack single-tank range.

Low combined fuel economy makes annual fuel spending expensive despite the use of regular gasoline.

The Pilot runs on widely available regular unleaded across the lineup and imposes no premium-fuel requirement, though it offers no E85 flexibility.

The 2019 Pilot earned NHTSA's maximum five-star overall vehicle rating; component results were four stars frontal, five stars side, and four stars rollover.

The refreshed 2019 Pilot was an IIHS Top Safety Pick. It earned Good results in every listed crashworthiness test except the passenger-side small-overlap test, which was Acceptable, keeping it below the top band reserved for all-Good performance or TSP+.

Honda Sensing made AEB, ACC, lane keeping, road-departure mitigation, and automatic high beams standard on every 2019 Pilot. Blind-spot monitoring and rear cross-traffic alert were standard only from EX upward, including the likely volume trims, so the suite was broad but not comprehensive on the base LX.

The standard CMBS earned Advanced vehicle-to-vehicle front-crash-prevention credit, but the applicable IIHS evaluation awarded no pedestrian-detection credit. This is useful older-generation AEB, not the broad day-and-night protection expected of modern top scorers.

EX and higher trims include blind-spot monitoring and rear cross-traffic alerts, covering most retail configurations, but LX lacks both. The systems warn rather than actively steer or brake, and there is no trailer-aware or safe-exit function.

Standard LKAS and road-departure mitigation provide real steering support, but contemporary reviewers found the system overly sensitive, prone to false alerts, and less smooth than leading centering systems. It is functional assistance rather than polished lane centering.

ACC was commendably standard, but this older system lacked the refinement and low-speed capability of stronger stop-and-go systems. Reviews described its interventions as jerky, overly sensitive, and among the least sophisticated in the class.

The 2019 Pilot offered no hands-free highway-driving system. Honda Sensing required the driver to remain engaged and keep hands on the wheel.

All 2019 trims received LED headlights and automatic high beams, a meaningful refresh-year upgrade. IIHS performance nevertheless varied by trim: upper trims were Good while lower/volume trims were Acceptable, so top performance was not standard across the range.

Large windows, a high seating position, and thin pillars give the Pilot unusually clear natural sightlines for a three-row SUV. A standard multi-angle rear camera helps when reversing, though a surround-view camera was not offered.

The roomy second row has easy-access anchors and accommodates multiple seats well, but low-mounted tether anchors, floppy buckles, and more difficult third-row anchors introduce compromises. IIHS rates overall LATCH ease Acceptable rather than Good.

The representative EX uses second- and third-row benches for eight-passenger capacity; upper captain's-chair configurations seat seven.

The prompt calls for the published non-sunroof measurement, which applies to LX; the volume EX's standard moonroof reduces headroom to 39.5 inches.

Front legroom is common across the 2019 range and is modest by the dataset's SUV normalization band.

Using the published no-moonroof LX value for consistency; the representative EX still provides nearly 40 inches.

The sliding and reclining second row provides competitive adult space, though newer segment leaders offer more measured legroom.

One-touch second-row access and 31.9 inches of third-row legroom make it genuinely useful for children and acceptable for smaller adults briefly, but the low cushion compromises adult thigh support.

The required behind-second-row measure is generous and usefully shaped, though not class-leading among three-row midsize SUVs.

The flat-folding rear rows yield strong maximum capacity for a 2019 midsize three-row SUV.

A huge center console, abundant bins and cupholders, door storage, a reversible cargo floor and flat-folding rear seats make the Pilot exceptionally practical, just short of the standout-innovation band.

The first two rows are roomy and supportive for long trips, with strong adjustment on EX and above; only the low third-row cushion keeps the whole cabin from scoring higher.

Most testing finds an exceptionally smooth, well-controlled ride over small and medium imperfections, though Car and Driver found harsher impacts and loose body control, preventing a class-leading score.

Wind and tire noise are notably subdued at highway speed, aided by active noise cancellation and additional acoustic glazing on upper trims.

Tri-zone automatic climate is standard, while EX adds remote start and EX-L adds heated leather seats; Elite supplies ventilated fronts, heated second-row captain's chairs and a heated wheel, but the richest equipment is top-trim concentrated.

The refreshed 2019 Pilot opened with the LX 2WD, and the required destination-inclusive price sits favorably within the midsize-SUV band.

Honda identified EX-L as the Pilot's most popular trim; AWD is the representative typically equipped configuration, without adding the separate navigation/rear-entertainment package.

CarEdge's model-level projection places Pilot maintenance and repairs below the SUV average; this is a current class-data estimate rather than a trim-specific historical invoice total.

The Pilot's projected five-year residual is solid but not exceptional among mainstream SUVs; the estimate assumes good condition and 13,500 miles annually.

Honda's standard new-vehicle limited warranty meets the mainstream minimum but does not extend beyond three years.

The gasoline powertrain warranty is the mainstream baseline of five years and 60,000 miles.

The 2019 Pilot included no complimentary scheduled-maintenance plan, but Honda did provide 24-hour roadside assistance throughout the 3-year/36,000-mile basic-warranty term. That earns the bottom of the rubric's basic-roadside-only band.

$40,850 volume-trim price minus its estimated resale value after 5 years (52.4% retained, or about $21,405) leaves about $19,445 in depreciation. Add the projected $2,548 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,993 in total.

Long-term owner data are mixed: J.D. Power places the 2019 Pilot in its average band, but Consumer Reports now rates it below other 2019 vehicles. RepairPal's broader Pilot record is above average, so this is below segment leaders without being a bottom-tier result.

Honda remains a top-tier mainstream reliability brand across both new- and used-vehicle data, although the Pilot itself underperforms that brand baseline. Its sustained top-five standing warrants a high score.

Thirteen NHTSA campaigns are excessive and include several consequential or systemic defects rather than only minor compliance fixes. The refresh also developed a documented MOST-bus/infotainment pattern that produced service bulletins and a recall.

The volume EX/EX-L uses the generally durable Honda-built six-speed with the established 3.5-liter J35 V6, but a subset of 2019 engines faces a serious crankshaft/rod-bearing recall. Touring and Elite add the less-reassuring ZF nine-speed, which Honda revised for 2019 yet reviewers and owners still describe as less smooth and more trouble-prone than the six-speed.

The refreshed cabin is unusually polished for a mainstream three-row SUV, with convincing soft-touch surfaces and well-finished controls. Upper trims add richness, while the volume EX remains practical rather than luxurious.

Contemporary road tests found strong assembly, low noise, and no unusual sounds, but ownership history exposes a meaningful weakness in the refreshed electronics and vehicle-network hardware. That leaves physical fit and finish above average while overall assembly consistency is only moderately strong.

Honda provides dense nationwide mainstream-brand coverage, making routine and recall service accessible in most U.S. markets. Service satisfaction is also strong, though not the mass-market leader.

A high-volume domestic-market Honda with extensive platform and powertrain sharing has abundant OEM and aftermarket parts. Routine ownership costs are below the segment average, although timing-belt service and major V6 or nine-speed repairs prevent a truly exceptional score.

The representative EX-L and every trim above the base LX use Honda's 8-inch Display Audio touchscreen. The LX's smaller 5-inch display is not a touchscreen.

The 2019 refresh restored a physical volume knob, simplified menus and improved response, making the system serviceable. Reviewers still called the interface fussy or outdated, and it lacks physical Home and Back buttons.

Apple CarPlay and Android Auto are included on EX and higher trims, but both require a USB cable; the base LX has neither. No factory wireless projection was offered for 2019.

Honda's built-in navigation and conventional voice recognition are functional but limited to EX-L Navi/RES and higher configurations. Most EX and standard EX-L owners instead rely on wired phone projection for maps and voice assistance.

The volume EX-L has a respectable 215-watt seven-speaker system with a subwoofer. Touring and Elite offer a substantially stronger but unbranded 590-watt ten-speaker premium system, keeping the Pilot below the segment's best branded systems.

The refresh brought a standard 7-inch digital cluster with customizable content, digital speed and tach displays, audio, phone, trip and navigation information. It is useful and unusually modern for 2019, though small and visually basic by current standards.

The Display Audio software can receive updates over Wi-Fi, and connected Touring/Elite vehicles can also download infotainment fixes over their cellular connection. This is infotainment-level OTA rather than broad whole-vehicle feature delivery.

Touring and Elite support a useful but subscription-gated HondaLink Remote suite with remote start/stop, locks, locator, geofence and speed alerts. Volume trims lack those rich telematics, and there is no digital key.

EX-L supplies four USB-A ports across the first two rows, while an EX-L Navi/RES configuration adds a 115-volt outlet. Wireless charging is reserved for Elite, and there are no USB-C ports or third-row USB outlets.

EX and above have proximity Smart Entry, walk-away locking and remote start; EX-L adds a power tailgate, and Touring/Elite add hands-free tailgate access. The Pilot does not offer phone-as-key, while LX makes do with remote entry and push-button start.

Every trim has a multi-angle rear camera, but front and rear parking sensors are limited to Touring and Elite. Honda offered neither a surround-view camera nor automated parking on the 2019 Pilot.

No head-up display was offered on any 2019 Pilot trim.

The eight-passenger layout, large rear doors, sliding/reclining 60/40 second row, easy-access LATCH anchors and flat-folding rows make daily kid and stroller duty unusually easy. EX and higher trims add one-touch second-row access, though the opening into row three is still somewhat narrow.

Every trim received standard Honda Sensing for 2019, and the Pilot earned a five-star NHTSA overall score plus an IIHS Top Safety Pick. It misses the top band because IIHS rated passenger-side small overlap only Acceptable, the standard collision system only Advanced, blind-spot monitoring starts at EX, and there is no rear-occupant alert.

A supple, quiet ride, roomy first two rows, reclining second row, three-row ventilation and 83.9 cu ft maximum cargo capacity make it an excellent family tourer. The low third-row cushion and 16.5 cu ft behind row three constrain adult comfort and luggage when all seats are occupied; tri-zone climate begins at EX and rear entertainment is optional or upper-trim equipment.

Light steering, good outward visibility, a comfortable ride and the smoother revised nine-speed make the Pilot pleasant in routine traffic. Its adaptive cruise only operates above roughly 20 mph, the lane assist can feel intrusive, and the upper-trim push-button shifter takes acclimation, so it is not a truly effortless stop-and-go commuter.

The volume EX/EX-L six-speed returns 22 mpg combined with FWD and 21 with AWD, while nine-speed Touring models reach 23/22 mpg. Regular fuel and mainstream consumables help, but this is still a large V6-only SUV with no hybrid option.

The upright driving position and standard multi-angle reversing camera help, but a 196.5-in length, 78.6-in width and 39.4-ft turning diameter demand care in urban garages. Front/rear sensors are Touring/Elite equipment and no trim offers a 360-degree camera.

A properly equipped AWD Pilot can tow 5,000 lb and its 280-hp V6 and large flat cargo area suit trailers, tools and moderate work. Two-wheel-drive models are limited to 3,500 lb, and the unibody SUV has neither a bed nor heavy-duty powertrain option.

The naturally aspirated Honda V6 and conventional six-speed on the volume trims are proven, and the cabin uses durable mainstream materials. It remains a comfort-oriented unibody crossover rather than a fleet workhorse, while the more complex nine-speed and idle-stop hardware temper confidence for repeated hard use.

A reversible cargo lid, hidden storage well, dealer towing accessories and upper-trim roof rails cover basic utility. The Pilot offers no bed, washable work floor, factory upfit program or broad tie-down/power ecosystem; a 115-volt outlet is confined to EX-L Navi/RES and higher family-entertainment configurations.

Supportive seats, a composed ride, low highway noise and standard lane keeping/adaptive cruise make the Pilot a strong interstate companion. The 19.5-gallon tank yields roughly 410-450 miles from the EPA combined ratings, but the adaptive cruise lacks low-speed follow and can be less smooth than newer systems.

Available torque-vectoring i-VTM4 AWD, 7.3 inches of clearance, Snow/Mud/Sand modes on AWD EX and above, and a 5,000-lb tow ceiling make it capable for campsites, snow and maintained trails. Modest approach/departure angles, no low range, no hill-descent control and road tires keep it well below a dedicated off-roader.

Flat-folding split rows, up to 83.9 cu ft, a reversible cargo floor and useful hidden underfloor well make the Pilot highly adaptable for bulky gear. Available roof rails and hitch accessories extend capacity, though the 16.5-cu-ft hold behind an occupied third row trails the best three-row rivals.

The Pilot is secure and relatively light on its feet for a two-ton three-row SUV, with good resistance to body lean, but its size and imperfect body control keep it from feeling agile or connected. Upper trims' 20-inch wheels also make sharp impacts feel overly firm.

The steering is accurate, easy at parking speeds, and retains reasonable on-center definition, but it is light and communicates little through the wheel. That makes it reassuring rather than engaging.

Stopping performance is solid for a large family crossover, and Honda specifically improved the brakes for the refresh. The results inspire confidence but are not exceptional enough for the top band.

The volume EX-L's 280-hp V6 and six-speed automatic deliver smooth, strong, predictable thrust, though the transmission can hesitate to downshift. Touring and Elite receive a substantially smoother revised nine-speed for 2019, but occasional low-speed harshness, full-throttle hesitation, and noticeable stop/start remain.

Honda's naturally aspirated V6 is smooth and has a pleasant sporty note under load, with good isolation in normal cruising. The upper-trim stop/start system still introduces perceptible noise and vibration, preventing a higher refinement score.

The 39.4-ft curb-to-curb diameter applies across the third-generation Pilot configurations and is toward the wide end of the 34-42-ft SUV normalization band.

A commanding seating position, broad adjustment range, large glass area, and straightforward climate controls make the Pilot exceptionally easy to operate. The restored physical volume knob improves the refreshed cabin, with only thick B-pillars and some upper-trim push-button shifter unfamiliarity detracting.

The willing V6, responsive everyday manners, and capable torque-vectoring AWD make it pleasant and occasionally enjoyable, but light steering and family-first tuning keep it well short of an enthusiast choice.

The refreshed base LX included a 280-hp V6, eight-passenger seating, tri-zone climate control, a multi-angle rear camera, LED headlights, and—most importantly for 2019—the full Honda Sensing driver-assistance suite. The LX infotainment remained basic, but the safety and family equipment were unusually generous at its price.

The Pilot paired genuine eight-seat utility, a strong standard V6, available AWD and up to 5,000-pound towing with comprehensive standard active safety at a competitive price. EX and EX-L were particularly compelling family configurations, although the costly Touring and Elite trims and their still-imperfect nine-speed reduced the range-wide value advantage.

Five clearly stepped trims—LX, EX, EX-L, Touring and Elite—covered budget through near-luxury buyers. FWD or AWD was offered broadly, Touring offered seven- or eight-passenger layouts, and EX-L could be configured with navigation or rear entertainment; only the AWD-only Elite and absence of an alternative powertrain limited choice.

At 135,008 U.S. sales, the Pilot was a high-volume, firmly accepted three-row SUV rather than a niche product. Its 15.4% year-over-year decline—alongside the launch of Honda's related Passport—keeps it just below the segment-leader band.

Honda's mainstream reputation for sensible engineering, durability and resale strongly supported family-buyer confidence, though it lacked an aspirational luxury or enthusiast halo. The Pilot itself had become a trusted, established three-row nameplate.

The popular Pilot was negotiable and periodically received subsidized financing, but evidence points to modest support rather than large recurring factory cash. That provided a useful buyer benefit without suggesting distress pricing.

Although the third generation dated to 2016, 2019 was a substantive mid-cycle refresh rather than a carry-over. Updated styling, standard LED headlights and Honda Sensing, revised infotainment with a physical volume knob, a new cluster, and revisions to the nine-speed and stop-start systems made it notably fresh for the model year.

Reviewers consistently praised its space, comfort, quick V6 and family-friendly packaging, and Edmunds gave it several best-of-year distinctions. It was not a universal comparison winner—Cars.com noted it had fallen behind newer Atlas and Traverse rivals—and criticism of the nine-speed persisted, so it stops short of elite recognition.