2024 Honda Pilot

2024 is the second, carry-over year of the fourth generation (launched for 2023). Every trim from LX to Elite uses the same 3.5L DOHC direct-injected J35Y8 V6 rated 285 hp at 6,100 rpm, so the volume trim and the range maximum are the same figure.

The naturally aspirated V6 makes its peak torque high in the rev range, at 5,000 rpm. That's mid-pack for mid-size three-rows and short of the low-end pull of turbo-four rivals.

Honda publishes no 0–60 time. Instrumented tests of the 2023-onward Pilot, which is mechanically unchanged for 2024, average about 7.2 s; the TrailSport on all-terrain tires is the slowest at 7.8 s.

The naturally aspirated V6 is smooth and quiet, with linear throttle response and no turbo lag. It needs revs to feel strong, though, and lacks the low-end punch of turbo and hybrid rivals.

The Honda-built 10-speed automatic with paddle shifters upshifts crisply. Reviewers note some abruptness off the line and frequent shifting at part throttle, which makes the powertrain feel busy.

AWD Pilots are rated to tow 5,000 lbs with accessory towing equipment; 2WD versions are limited to 3,500 lbs. That's in line with the mid-size three-row norm.

Second-generation i-VTM4 torque-vectoring AWD is offered on every 2024 trim and is standard on TrailSport and Elite. Drive modes include Snow and Tow, plus Trail and Sand on AWD models. There is no low range.

The TrailSport trim adds ground clearance (8.3 in vs 7.3 in), all-terrain tires, steel skid plates, off-road-tuned suspension, Trail Torque Logic and the TrailWatch camera. That makes it credible for light off-roading, but it has no low range or locking diffs.

There is one powertrain: the 3.5L V6 with 10-speed automatic on every trim. Rivals such as the Grand Highlander, Explorer and CX-90 offer turbo, hybrid or plug-in options; the Pilot offers none.

The 3.5L V6 with 10-speed automatic, with no hybrid option, returns 21 MPG combined in the AWD volume trims. FWD gains 1 MPG; the TrailSport on all-terrain tires loses 1.

With no hybrid assist, the V6 manages 19 MPG in EPA city testing, well short of hybrid three-row rivals.

Cylinder deactivation and tall 10-speed gearing give the AWD volume trim 25 MPG highway. That's average for a non-hybrid V6 three-row.

An 18.5-gallon tank at the AWD trim's 21 MPG combined gives about 389 miles per fill. That's adequate, but behind hybrid rivals with 500+ mile ranges.

EPA's annual fuel cost at 15,000 mi/yr on regular gas is $3,200 for the AWD volume trim. It's high because the V6 has no hybrid assist.

Every 2024 Pilot trim is designed for regular unleaded, with no premium requirement or charging needs. The fuel is cheap and available everywhere; the high cost comes from how much the V6 uses.

NHTSA rates the 2024 Pilot 5 stars overall in both FWD and AWD form, with 5-star side, 4-star frontal and 4-star rollover.

The 2024 Pilot earned a 2024 Top Safety Pick, not the TSP+ the 2023 car won under looser criteria: the updated moderate overlap test (with a rear-seat dummy) is Marginal for 2023–24 models, fixed only by Honda's MY2025 second-row load-limiter change. Small overlap (driver and passenger), original moderate overlap and updated side are all Good.

Honda Sensing is standard on every 2024 trim including the LX: CMBS automatic emergency braking, Road Departure Mitigation, Lane Keeping Assist, ACC with Low-Speed Follow, Traffic Jam Assist and Traffic Sign Recognition. Blind Spot Information and Cross Traffic Monitor are not on the base LX (they are on the Sport/EX-L volume trims), the reason this sits below the 2025 car where LX was dropped.

IIHS rates the standard CMBS Good in pedestrian front crash prevention, including avoiding the 12 mph crossing-adult test at night and the crossing-child daytime test; it is not tested as class-leading across newer vehicle-to-vehicle scenarios.

Blind Spot Information and Cross Traffic Monitor are fitted from the Sport trim up but missing on the base LX, and they are alert-only with no active intervention or trailer-length coverage; rear automatic braking is optional.

Standard LKAS plus Traffic Jam Assist provide working lane centering that reviewers find competent day to day, though it can wander through curves and is less polished than Hyundai/Kia Highway Driving Assist.

Full-speed-range ACC with Low-Speed Follow is standard on every trim and pairs with LKAS/Traffic Jam Assist for serviceable highway assist; gap changes can feel abrupt next to the best rival systems.

No hands-free highway driving system is offered on any 2024 Pilot; Traffic Jam Assist requires hands on the wheel.

IIHS rates the LED headlights Good across the 2024 range, with credit for standard high-beam assist.

The upright, boxy fourth-generation body gives good forward and side sightlines for a three-row SUV; a rearview camera is standard but the surround-view camera is limited to upper trims, so rear blind zones are only partly compensated on the volume trim.

IIHS rates the LATCH hardware Good+: four rear positions have full LATCH and two more have tether anchors, and the One-Touch second-row seats ease third-row access.

The volume EX-L seats eight; the EX-L 7P and TrailSport drop to seven.

The EX-L has no moonroof, so it gets the full 40.5 in.

Front legroom is average-to-tight for a mid-size three-row.

Generous second-row headroom on the non-moonroof volume trim.

Second-row legroom is among the best in the mainstream three-row class.

Third row offers 39.3 in headroom and 32.5 in legroom, with One-Touch 2nd-row tip-and-slide on every trim and USB-C ports from the EX-L; adults fit for moderate trips, though legroom trails the Traverse and Atlas.

Third-row-up cargo is good for the class, but the behind-second-row figure trails the biggest three-rows.

Max cargo is competitive for a mid-size three-row.

A deep hidden under-floor well, plenty of cupholders and a large console make storage good, but in 2024 the removable, under-floor-stowable 2nd-row middle seat is limited to Touring and Elite (the EX-L gets a fixed 40/20/40 bench), and the 110V outlet is TrailSport/Elite only.

Supportive seats with a 10-way power driver seat and power lumbar on the EX-L, and a roomy second row; called comfortable but not class-leading.

Calm, controlled ride that absorbs most bumps, firming only slightly on 20-in wheels; not as plush as the Palisade.

Active Noise Cancellation is standard and reviewers call the cabin quiet, but the EX-L gets only an acoustic windshield (acoustic front side glass is Touring/Elite), and owners note some highway noise.

Tri-zone auto climate and remote start are standard from Sport and heated fronts from Sport, but a heated wheel is TrailSport/Elite only and ventilated fronts plus heated 2nd-row seats are Elite-only.

2024 is the last year of the entry LX trim (dropped for 2025), so the Pilot opens about $2.5k lower than the 2025 car; mid-pack for a mainstream three-row mid-size SUV.

EX-L is the volume trim and AWD the typical configuration; TrailSport was about a quarter of 2024 sales, so typical transactions span roughly $44k–$50k.

KBB's 5-year projection for the 2024 Pilot puts maintenance and repairs at about $5,600 combined, moderate for a V6 three-row SUV.

KBB projects $17,807 of depreciation and a $20,733 residual after 5 years, about 53–54% of the entry price — solid Honda resale, around the segment average.

Industry-baseline bumper-to-bumper coverage, behind Kia/Hyundai's 5 yr / 60k mi.

Industry-floor powertrain coverage, half the length of Korean rivals' 10 yr / 100k mi.

No complimentary scheduled maintenance; perks are limited to 3 yr / 36k mi 24-hour roadside assistance and a HondaLink trial, behind ToyotaCare's 2 yr / 25k mi included maintenance.

$45,875 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $24,314) leaves about $21,561 in depreciation. Add the projected $5,563 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,124 in total.

The 2024 Pilot is the second model year of the 4th generation (launched for 2023) and both major sources land it at about average — Consumer Reports' prediction is about average and J.D. Power's quality & reliability score is 80/100, labeled 'Average', carried over from the redesigned 2023.

Honda consistently ranks in the upper tier of mainstream brands in Consumer Reports' brand reliability rankings, but sits mid-pack in J.D. Power's Vehicle Dependability Study, so it falls just short of the top-5 band.

MY2024 is covered by six NHTSA campaigns. Three are large and serious (fuel leak, engine stall, brake pedal pivot pin) and one is a loss-of-steering-assist defect, though small in volume. None carries a do-not-drive advisory, but the count and severity put it at the top of the below-average band.

The J35 V6 family has a long high-mileage record. The new J35Y8 and Honda's own 10-speed automatic are only in their second year here, and the FI-ECU stall campaign covers them; nothing systemic beyond that.

The pre-refresh 4th-gen cabin is sturdy and practical. Reviewers note hard plastics on the lower dash and door panels and a small 9-inch screen, which trails the Palisade and Telluride for perceived richness.

Lincoln, Alabama assembly is generally tight. However, several 2024 campaigns stem from assembly errors (unsecured brake pedal pivot pin, under-torqued seat-frame fasteners, steering gearbox with a loose bearing), which pulls this below Honda's usual standard.

Honda runs one of the densest mainstream dealer networks in the US, and J.D. Power rates the 2024 Pilot's dealership experience as Great.

The Pilot shares its V6, 10-speed and chassis parts with the Passport, Ridgeline, Odyssey and Acura MDX, which keeps parts plentiful, aftermarket support strong and repair costs moderate.

EX-L and up get a 9-inch screen, small next to the 12.3-inch screens on Kia/Hyundai/Toyota rivals.

Simple, smartphone-like interface with large icons and a physical volume knob and climate controls, but the small screen looks dated and some find it unintuitive.

Wireless CarPlay and Android Auto are standard from the EX-L up; LX and Sport are wired only.

Native satellite navigation with voice recognition is Touring/Elite only; the EX-L relies on phone projection and basic Bluetooth voice commands.

The EX-L gets a 245-watt, 9-speaker system; the 12-speaker Bose is Touring/Elite. Adequate, not standout.

Most trims pair analog gauges with a 7-inch TFT display; the 10.2-inch fully digital cluster is Elite-only.

No meaningful whole-vehicle OTA updates; software updates are largely dealer-performed.

HondaLink connected remote services (remote start/lock, locate) and the Wi-Fi hotspot need Touring or Elite, with paid subscription after trials; no phone-as-key.

USB-C in all three rows and a Qi wireless charger come on the EX-L; a 110V outlet is TrailSport/Elite only.

Smart Entry (front doors and tailgate), push-button start and key-fob remote start come on the EX-L, plus a power tailgate; hands-free tailgate and all-door Smart Entry are Touring/Elite. No phone-as-key.

Multi-angle rear camera is standard and front/rear parking sensors come on the EX-L; the Multiview 360 camera is TrailSport/Elite only, and there is no automated parking.

A head-up display is offered, but only on the top Elite trim.

Eight seats, One-Touch 2nd-row tip-and-slide on every trim and LATCH in all 2nd-row positions plus the third row make family logistics easy; the removable middle seat is Touring/Elite only in 2024.

2024 IIHS Top Safety Pick, NHTSA 5-star overall and Honda Sensing standard with ACC and Traffic Jam Assist; blind-spot and cross-traffic need the Sport or up, and the updated moderate-overlap test rated only Marginal.

Roomy 2nd row, usable 3rd row, tri-zone climate, rear sunshades, USB-C in all three rows and 18.6 cu ft behind the third row on the EX-L; no rear-seat entertainment.

Smooth V6, comfortable ride and standard Traffic Jam Assist make it relaxing; the 10-speed can feel busy in stop-and-go and it's a big vehicle.

21-22 MPG combined on regular fuel is typical for a non-hybrid three-row V6; no hybrid offered.

A 37.8-ft turning circle is tidy for its ~200-in length and sensors come on the EX-L, but the 360 camera is limited to TrailSport/Elite.

Rated to tow 5,000 lb with AWD (3,500 lb FWD) with a Tow drive mode; fine for light duty but not a work vehicle.

The J35-family V6 has a good longevity record across Honda's trucks and SUVs; a unibody family SUV, not built for abuse.

Four cargo tie-downs and bag hooks on every trim help, but the EX-L lacks roof rails, and the hitch receiver, skid plates and 110V outlet are TrailSport-only (110V also Elite).

Comfortable ride, quiet cabin, standard ACC with Traffic Jam Assist and roomy seating; about 390 miles of range from the 18.5-gal tank.

Available i-VTM4 torque-vectoring AWD with Snow plus Trail/Sand modes, hill descent control and a 5,000-lb AWD tow rating; the TrailSport adds 8.3-in clearance and skid plates, but the volume EX-L has 7.3 in.

Flat-folding 40/20/40 2nd row and 60/40 3rd row, a deep hidden well on the EX-L and 87 cu ft max make it flexible; the stowable removable middle seat is Touring/Elite only for 2024.

Secure and stable but softly sprung, with body lean; it finished last in Car and Driver's three-row comparison against feistier CX-90/Explorer/Pathfinder.

Accurate but light and numb steering, tuned for relaxed cruising.

Predictable pedal, but the 189-ft 70-0 mph stop in testing is long for the class.

The 285-hp V6 is smooth, but peak torque arrives high at 5,000 rpm and the 10-speed is sometimes hesitant or abrupt off the line.

The V6 sounds pleasant at full throttle and Active Noise Cancellation masks cylinder-deactivation drone; refined though audible under load.

Tidy turning circle for a ~200-in three-row SUV.

Commanding upright seat with a 10-way power driver seat, memory on the EX-L, tilt/telescoping wheel and physical climate controls; good outward visibility.

Competent and family-first rather than engaging; the V6 has some character but no enthusiast would choose it.

Every 2024 Pilot gets the 285-hp V6, 10-speed automatic, full Honda Sensing suite, tri-zone climate and LED lighting, but the LX base has cloth seats, a 7-inch screen and wired-only phone integration; Telluride LX and Palisade SE match or beat that content for similar money.

Fair-to-good value: a roomy eight-seat cabin, smooth V6 and up to 5,000-lb towing from $38.5k to $53.9k, with the 2024-only LX keeping the entry price close to Korean rivals; no hybrid option against Toyota's three-rows.

Seven trims (LX, Sport, EX-L 8-passenger, EX-L 7-passenger with captain's chairs, Touring, TrailSport, Elite) spanning $38.5k–$53.9k, with 2WD/AWD on five of them and an off-road-tuned TrailSport; only one powertrain.

In calendar 2024 the Pilot sold 141,245 units, up 28% from 110,298 in 2023, and led its segment for the first time since 2013, with TrailSport at 26% of the mix.

Honda's reputation for reliability, resale and owner loyalty gives the Pilot a trusted family-SUV halo, though it lacks the style-driven pull of the Telluride.

Honda runs leaner incentives than Detroit or Korean rivals; 2024 Pilots saw periodic lease and promotional APR offers once early supply constraints eased, a modest but real buyer benefit.

2024 is year two of the fourth generation (launched December 2022 for 2023), a carry-over year on a current platform; the mid-cycle refresh did not arrive until 2026.

Reviewers praise the Pilot's space, ride and TrailSport capability and rank it in the upper-middle of the class, but it rarely wins comparisons against the Telluride, Palisade and Grand Highlander; the 2024 earned IIHS Top Safety Pick (not +).