2021 Honda Pilot

Every 2021 Pilot trim (LX through Black Edition) uses the same 3.5L SOHC i-VTEC V6; 2021 is a carry-over year within the third generation (2016–2022, facelifted for 2019).

Peak torque is 262 lb-ft at 4,700 rpm on all trims, mid-pack for the mid-size SUV segment.

Edmunds instrumented testing of a Pilot Elite AWD recorded 7.0 s to 60 mph; a lighter FWD EX-L would be marginally quicker but this is the representative instrumented figure for the generation.

The 3.5L V6 is widely described as smooth and refined, especially in upper trims with extra sound deadening, but the cylinder-deactivation (VCM) system and transitions under moderate throttle draw occasional reviewer notes.

The 9-speed automatic (standard across all 2021 trims) shifts smoothly most of the time but reviewers consistently note occasional shift bobbles and low-speed hunting/indecision, especially when called on to pass at highway speed.

Maximum rating when properly equipped is 5,000 lbs on AWD models; 2WD models are rated to 3,500 lbs.

Honda's i-VTM4 torque-vectoring AWD system is available on every trim from LX up and standard on Elite and Black Edition, with Intelligent Traction Management drive modes (Normal/Snow/Mud/Sand) — sophisticated for the segment, though there is no low-range gearing.

The 2021 Pilot is pavement-oriented: 7.3 in ground clearance, no skid plates or locking differential, and no dedicated off-road trim — Honda did not introduce the TrailSport off-road trim until the 2022 model year.

A single powertrain is offered across the entire 2021 Pilot range: the 3.5L V6 with 9-speed automatic. No turbo, hybrid, or electrified option exists for this generation.

EPA combined rating for the volume FWD EX-L trim is 23 MPG; AWD models are rated 1 MPG lower across the board.

EPA city rating for FWD is 20 MPG; AWD is rated 19 MPG city.

EPA highway rating for FWD is 27 MPG; AWD is rated 26 MPG highway.

EPA-derived range for the FWD volume trim from its 19.5-gallon tank and 23 combined MPG rating is approximately 448 miles.

EPA's standard 15,000 mi/yr estimate for the FWD volume trim is $1,900/yr; AWD models run slightly higher given the 1 MPG combined penalty.

The 3.5L V6 runs on regular unleaded across every 2021 trim, with no premium recommendation.

NHTSA's full test battery on the 2021 Pilot (third generation, 2019 refresh carried over) returned a 5-star overall rating with a 4-star frontal and 4-star rollover result pulling down two of the four sub-scores.

IIHS rated the 2021 Pilot Good on moderate overlap front, side (original test), roof strength and head restraints, but only Acceptable on small-overlap front passenger-side and Marginal on the updated side test — enough to keep it off the Top Safety Pick list for 2021 despite no outright poor results.

Honda Sensing (forward collision warning, collision mitigation braking, road departure mitigation, lane keeping assist, adaptive cruise control) is standard on every 2021 Pilot trim including base LX, but Blind Spot Information System and rear cross-traffic monitor are withheld from LX and only arrive starting at EX — a meaningful gap on the volume configuration.

IIHS front crash prevention testing rated the vehicle-to-vehicle AEB 'Advanced' (avoided the 12 mph test entirely, cut 12 mph off a 25 mph closing speed), but the system earned 'No Credit' on daytime pedestrian AEB, failing to slow for both the crossing-child and crossing-adult scenarios — a significant real-world gap the vehicle-to-vehicle result doesn't offset.

Blind Spot Information System and rear cross-traffic monitor are available from EX up — the large majority of the trim ladder — but remain alert-only with no active steering or braking intervention, and are absent entirely on base LX.

Honda Sensing's Lane Keeping Assist on this generation functions more as a lane-departure corrector than a true centering system — period reviews describe it as prone to mild ping-ponging between lane markers rather than holding a confident center line, well behind the best systems in the class.

Adaptive Cruise Control with low-speed follow is standard across the lineup and works down to a stop in traffic, but there is no combined lane-centering-plus-ACC 'highway assist' mode distinct from the base LKAS — it is capable but unremarkable next to rivals with integrated co-pilot systems.

Honda had no hands-free supervised highway driving system on sale in 2021 — Honda Sensing requires hands on the wheel at all times, with no equivalent to BlueCruise/Super Cruise offered on any trim.

IIHS rated the LED reflector headlights on Touring/Elite/Black Edition Good, but the LED projector units on EX-L and Special Edition — closer to the volume configuration — rated only Acceptable, so the best headlights are reserved for upper trims.

The Pilot's upright greenhouse, thin-ish A-pillars and standard rearview camera give above-average sightlines for a three-row SUV; period reviews consistently cite easy forward and three-quarter visibility as a Pilot strength, with only the third-row shoulder check noted as a minor weak spot.

Eight-passenger seating with wide-opening rear doors and accessible second-row LATCH anchors makes installing child seats straightforward, and the Pilot's second row can accommodate multiple seats; the tucked-in lower anchors common to the generation require some digging into the seat bight, keeping it short of the top tier.

LX through Touring seat 8 with a 2nd-row bench; Elite/Black Edition drop to 7 with captain's chairs.

Manufacturer-published figure for the volume EX-L trim.

Manufacturer-published figure.

Second-row headroom from Honda's own spec sheet.

Second-row legroom from Honda's own spec sheet.

31.9 in of 3rd-row legroom and 38.9 in headroom make it kid- and short-trip adult-usable, with a 2nd row that slides/tilts for easier access, but adults are cramped for longer stints — mid-pack for the segment rather than a benchmark.

Manufacturer figure for cargo space with the 3rd row folded flat and 2nd row in use.

Manufacturer figure for maximum cargo volume with all rear seats folded.

A deep, removable-tray center console bin and reasonable door pockets cover everyday needs, but there's no standout innovation like a bridge console or in-floor trunk versus segment leaders.

Front and 2nd-row seats are broadly comfortable for most occupants with available heating/ventilation on upper trims, but cushioning isn't singled out as class-leading.

Multiple instrumented reviews praise the Pilot's composed, comfortable ride over both smooth and broken pavement as a segment strength.

Reviewers consistently flag pronounced road noise on coarse pavement and concrete expansion joints as the Pilot's main refinement weak point.

Heated front seats are available from EX-L up and tri-zone automatic climate control is widely fitted, but ventilated seats and heated 2nd-row captain's chairs are Elite-exclusive rather than broadly available.

Entry LX 2WD MSRP was $32,550 plus Honda's $1,225 destination charge for MY2021.

EX-L is the most commonly ordered 2021 Pilot trim, balancing leather, sunroof and power liftgate against price; AWD adds $2,000.

Edmunds' True Cost to Own tool estimates 5-year maintenance in the ~$6,057–$6,120 range across EX, EX-L and SE trims, broadly in line with midsize SUV norms.

Depreciation estimates cluster in the mid-40s to high-40s percent range over 5 years, implying roughly half of MSRP retained — typical for a mainstream 3-row SUV, slightly behind Toyota/segment leaders.

Standard Honda bumper-to-bumper coverage for MY2021, unchanged generation-wide — the mainstream-brand floor versus Hyundai/Kia's longer basic coverage.

Standard Honda powertrain coverage for MY2021 — matches most mainstream rivals but well short of Hyundai/Kia's 10-year powertrain terms.

Honda includes only the first service interval (12 mo/12,000 mi oil change, rotation, inspection) under Honda Service Pass rather than multi-year scheduled maintenance; roadside assistance runs with the 3-year basic warranty rather than as a standalone perk, and HondaLink adds a 1-year Security trial plus a 3-month Remote Services trial.

$39,885 volume-trim price minus its estimated resale value after 5 years (54% retained, or about $21,538) leaves about $18,347 in depreciation. Add the projected $6,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,447 in total.

J.D. Power rates the 2021 Pilot's Quality & Reliability at 74/100 ('Average'), with owners flagging driver-assist systems and phone pairing as below-average; Consumer Reports' owner-survey predicted reliability for this generation sits mid-pack among 3-row SUVs rather than top-tier.

Honda placed 27th of 32 brands in J.D. Power's 2021 dependability-adjacent brand rankings, a slide driven largely by 9-speed-transmission and infotainment complaints across the Honda/Acura lineup, while Consumer Reports' brand survey has historically placed Honda closer to mid-upper pack — the two sources disagree enough that mid-pack is the honest read for this period.

NHTSA data shows roughly 10 recall campaigns touching the 2021 Pilot over its ownership life — rearview-camera display delay (20V-440/23V-431), a loose brake-booster fastener (23V-458), an in-tank fuel pump (23V-858), and seat-weight/occupant-detection sensors — more numerous than a typical single model year, though none involved fire or structural failure, so it reads as a middling rather than clean record.

The 3.5L J35 V6 is a long-proven Honda engine family with a strong high-mileage track record, but the 2021 Pilot's ZF-sourced 9-speed automatic (standard on Touring/Elite trims) is widely reported for rough, hesitant, software-timing-dependent shifts, while lower trims retain Honda's own more dependable 6-speed — a mixed picture rather than a clean bill.

Reviewers describe the cabin as solidly built with soft-touch dash plastics, high-gloss trim and matte-finish secondary controls, competitive for the price, but note the design and some lower-rent black plastic areas were already showing their age by 2021 next to newer rivals like the Telluride and Palisade.

Owner reviews and press coverage describe solid-feeling doors, tight panel gaps and consistent assembly typical of Honda build quality, with no widespread rattle or misalignment complaints reported for this generation.

Honda operates one of the largest, most geographically dense dealer networks in the US (1,000+ franchises nationwide), and J.D. Power's industry-wide 2021 Customer Service Index showed satisfaction rising for a sixth straight year, with Honda historically a mid-to-upper performer among mass-market brands for service experience.

As a high-volume mainstream nameplate, Pilot parts are widely stocked with strong independent-shop and aftermarket support; RepairPal puts the model's average annual repair cost at $542 with below-average unscheduled-repair frequency, cheaper than most 3-row rivals though not as low as a Toyota/Nissan equivalent.

Manufacturer-published figure for the Display Audio touchscreen on EX-L and other mid/upper trims.

The Display Audio system is simple to navigate and regained a physical volume knob this generation, but graphics and responsiveness are dated next to newer rivals.

Apple CarPlay and Android Auto are standard (wired, via USB) on EX and above, but no trim offers wireless projection for the 2021 model year.

Touring/Elite get Honda's satellite-linked navigation with voice recognition, functional but dated enough that most owners default to phone-projection navigation instead.

Touring and Elite get a 590-watt, 10-speaker premium system with a subwoofer that reviewers rate well; base Display Audio sound on lower trims is merely adequate.

The 3rd-generation Pilot keeps analog speedometer/tachometer dials with only a small TFT multi-information display between them — a full configurable digital cluster didn't arrive until the later facelift.

HondaLink-era infotainment of this generation has no meaningful over-the-air update path for vehicle software; map/system updates are handled via dealer or USB, not remote OTA.

HondaLink's app covers remote start, lock/unlock, and vehicle locate on EX and above, but functionality is basic next to competitors' apps and requires a subscription after an initial trial.

Ports are legacy USB-A 2.5-amp units rather than USB-C, and wireless charging is limited to Special Edition, Elite and Black Edition — a real gap versus newer rivals with USB-C throughout and broader wireless-charging availability.

Proximity entry and push-button start are standard from EX up, with a hands-free power liftgate added on Touring and above — solid but not phone-as-key convenience.

A multi-angle rearview camera (normal/wide/top-down views) with dynamic guidelines is standard, and front/rear parking sensors are available on upper trims, but there's no true 360-degree surround-view system.

No trim of the 2021 Pilot offers a head-up display.

Wide door openings, a 2nd row that slides and tilts out of the way for 3rd-row/car-seat access, and accessible LATCH anchors make daily family loading easy — a long-standing Pilot strength.

Honda Sensing (forward collision warning, automatic emergency braking, lane-keeping, adaptive cruise) is standard on every trim including base LX, but IIHS rated the 2021 Pilot only Acceptable (not Good) for small-overlap front passenger protection and standard headlights, keeping it short of Top Safety Pick.

Comfortable 2nd-row seating, tri-zone climate, and an available rear-seat entertainment system (Touring/Elite) suit multi-hour trips, but cargo room shrinks to just 16.5 cu ft with all three rows occupied and in use.

Light, predictable steering, a composed low-speed ride, and standard adaptive cruise make the Pilot relaxing in traffic despite its size.

23 mpg combined (FWD) is typical-to-slightly-below for a V6 mid-size 3-row SUV, so running costs are average rather than cheap.

A 39.4 ft curb-to-curb turning diameter and roughly 16.5 ft length make the Pilot manageable but clearly full-size in parking lots; the standard multi-view camera helps offset the footprint.

Towing tops out at 5,000 lbs with AWD (3,500 lbs FWD), modest for the segment and well short of body-on-frame or truck-based rivals; it's a capable light-duty hauler, not a work tool.

The 3.5L V6/9-speed combo and unibody chassis have a reasonably proven track record for family/fleet use, though JD Power rates overall quality only average and owners report infotainment-electronics gremlins rather than driveline issues.

There's no onboard power outlet, bed, or upfit ecosystem to speak of — just USB charging and a hitch receiver for towing, so it offers little beyond basic tie-down/cargo-area use.

A composed highway ride and standard adaptive cruise support long hauls, with a roughly 500-mile highway range on a 19.5-gallon tank at 27 mpg hwy, though road noise on coarse pavement docks the refinement side of the equation.

Available i-VTM4 all-wheel drive and 7.3 in of ground clearance handle gravel roads, light snow, and bike-rack duty, but there's no low-range gearing or serious off-road hardware — a soft-roader, not a trail vehicle.

60/40-split folding 2nd and 3rd rows and roof rails give flexible gear-hauling options, topping out at a competitive 83.9 cu ft with all rear seats folded.

Reviewers find the Pilot feels unusually nimble for its size and secure in corners, but body motions are controlled rather than flat, and grip is unremarkable — solid, not sporty.

Steering is precise enough to place the car confidently but is numb and short on road feedback, with effort dropping off nicely at parking speeds.

Ventilated front/solid rear discs provide adequate, unremarkable stopping power with a pedal that isn't singled out as a strength or weakness in reviews.

The 3.5L V6 pairs smoothly with the 9-speed automatic by this point in the generation's life, with few of the hesitant low-speed shift complaints that dogged the transmission's early years.

The V6 is audible under hard acceleration but not coarse or droning, and vibration isolation is otherwise good — the Pilot's noise complaints in reviews center on road noise, not the drivetrain.

Manufacturer-published curb-to-curb turning diameter.

A commanding seating position, good outward visibility, and power-adjustable front seats on most trims make the Pilot easy to settle into, though the dash layout feels dated next to newer rivals.

Reviews consistently frame the Pilot as a comfortable, appliance-like family hauler — competent and relaxed rather than engaging, with several comparing its demeanor to a minivan.

Even the base LX got the full Honda Sensing suite (AEB, adaptive cruise, lane-keep) standard for MY2021, plus the newly-standard 9-speed automatic across the range — competitive, though cloth seats/no power liftgate at LX leave some expected family-SUV features for higher trims.

Standard 3.5L V6 (280 hp) and standard driver-assist tech across the lineup give reasonable capability-per-dollar, but the Pilot's as-tested pricing climbs quickly through Touring/Elite/Black Edition without a major capability jump, keeping it fair-value rather than a standout.

Seven trims for 2021 (LX, EX, EX-L, Special Edition, Touring, Elite, Black Edition) spanning ~$33.8K–$51.4K with FWD/AWD choice on most grades gives a well-spaced range, though all share the same V6/9-speed — no powertrain variety.

143,062 U.S. units in 2021, up 15.5% year-over-year — a steady, growing mid-pack seller behind segment leaders Highlander and Explorer but ahead of Telluride, Palisade, Atlas and CX-9 in raw volume.

Honda carries strong mainstream reputation for reliability and resale, with a loyal owner base, though it lacks the aspirational pull of a Toyota-brand halo or the buzz Kia/Hyundai built with Telluride/Palisade in this period.

2021 was the height of the chip-shortage inventory crunch — Honda dealers ran among the thinnest stock in the industry (tied for worst at ~17 days' supply) and automakers slashed incentive spend industry-wide, leaving little room for deals on a Pilot that model year.

This is the third generation (introduced 2016, heavily facelifted for MY2019); 2021 is the penultimate year before the all-new 2023 redesign — current but clearly mid-to-late cycle, with the 9-speed-standard update being the only notable change versus a true refresh.

Well-regarded but not segment-topping: Edmunds calls it 'one of our favorites' and NHTSA awarded 5 stars overall, but IIHS withheld Top Safety Pick because the small-overlap front passenger rating was only Acceptable, and it did not land major comparison-test wins or 10Best-type awards this cycle.