2025 Honda Pilot

2025 is a carry-over year of the fourth generation (launched for 2023); every trim uses the same 3.5L DOHC direct-injected V6 rated 285 hp @ 6,100 rpm. No alternative engine exists, so the volume EX-L/Touring and range max are the same figure.

Peak torque arrives high in the rev range (5,000 rpm) from the naturally aspirated V6 — mid-pack for mid-size three-rows and short of turbo-four rivals' low-end torque.

Honda publishes no 0–60 figure; instrumented tests of the 2023–present Pilot (mechanically unchanged for 2025) average about 7.2 s, with the all-terrain-tired TrailSport the slowest at 7.8 s.

The naturally aspirated V6 is smooth and quiet with linear, predictable throttle response and no turbo lag, but it needs revs to feel strong and lacks the low-end punch of turbo or hybrid rivals. The extra sound insulation came only with the 2026 refresh.

The 10-speed automatic with paddle shifters upshifts crisply, but reviewers note some abruptness off the line and frequent shifting under part throttle that 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. Matches the mid-size three-row norm (Telluride, Palisade, Highlander).

Second-generation i-VTM4 torque-vectoring AWD is offered on every 2025 trim (standard on TrailSport, Touring, Elite, Black Edition; optional on Sport and EX-L) and can send up to 70% of torque rearward and 100% to either rear wheel. Drive modes include Snow and Tow, plus Trail/Sand on AWD models; no low range.

The TrailSport trim adds 1 in. of ground clearance (8.3 in. vs 7.3 in.), all-terrain tires, steel skid plates, off-road-tuned suspension, Trail Torque Logic and TrailWatch camera — credible light off-roading, but no low range or locking diffs like body-on-frame rivals.

One powertrain only — the 3.5L V6 with 10-speed automatic — on every trim, with no hybrid, plug-in, or turbo option, behind rivals like the Grand Highlander, Explorer and CX-90 that offer several.

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.

Without 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 yield 25 MPG highway for the AWD volume trim; this is 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 — a high figure because the V6 is unassisted.

Every 2025 Pilot trim is designed for regular unleaded, with no premium requirement or charging needs. The fuel itself is cheap and available everywhere; the high cost comes from how much the V6 uses.

NHTSA rates the 2025 Pilot 5 stars overall, with 5-star side, 4-star frontal and 4-star rollover (14% rollover risk, SSF 1.29).

The 2025 Pilot earned a 2024 Top Safety Pick+ after Honda retuned the outboard second-row belt load limiters for MY2025; under the stricter 2025 criteria it holds Top Safety Pick because the updated moderate overlap test is Acceptable rather than Good. Small overlap (driver and passenger) and updated side are Good.

Honda Sensing is standard from the Sport trim up: CMBS automatic emergency braking, Road Departure Mitigation, Lane Keeping Assist, ACC with Low-Speed Follow, Traffic Jam Assist, Traffic Sign Recognition, Driver Attention Monitor, plus Blind Spot Information and Cross Traffic Monitor on every trim.

IIHS rates the standard CMBS Good for pedestrian front crash prevention (avoided collisions in the 12 mph crossing tests), which helped the TSP+ qualification; it is not a class-leading result across every newer vehicle-to-vehicle scenario.

Blind Spot Information and Cross Traffic Monitor are standard on all trims, but they are alert-only with no active steering/braking intervention or trailer-length coverage.

LKAS plus Traffic Jam Assist provide working lane centering that reviewers find competent in daily use, though it can wander on curves and is less polished than Hyundai/Kia Highway Driving Assist.

Standard full-speed-range ACC with Low-Speed Follow and stop-and-go combines with LKAS/TJA for serviceable highway assist; distance transitions can feel abrupt next to the best rival systems.

No hands-free highway driving system is offered on any 2025 Pilot; Traffic Jam Assist requires hands on the wheel.

IIHS rates the LED reflector headlights Good on every trim, with standard Auto High-Beam — a TSP+ prerequisite the Pilot met.

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

IIHS rates the LATCH hardware Good+ (extra positions): four rear positions have full LATCH and two more have tether anchors, and One-Touch 2nd-row seats ease third-row access.

Volume EX-L seats eight; only the TrailSport drops to seven with captain's chairs.

EX-L has no moonroof, so it gets the full 40.5 in; moonroof trims lose 1.4 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 has 39.3 in headroom and 32.5 in legroom, plus One-Touch 2nd-row seats and LATCH lower anchors on the third-row passenger side; adults fit for moderate trips, though legroom trails the Traverse/Atlas.

Third-row-up cargo is good for the class, but the behind-second-row figure trails larger three-rows like the Traverse and Atlas.

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

Removable 2nd-row middle seat that stows under the cargo floor, a deep hidden storage well, a multi-function center console and lots of cupholders make for clever storage; 110V outlet only on TrailSport and up.

Seats are supportive, with a 10-way power driver seat and 2-way power lumbar standard, and the second row is roomy; reviewers call them comfortable but not class-leading.

Reviewers describe a smooth, absorbent ride over bumps and broken pavement; it is softly sprung, with some body motion, and not as plush as the Palisade.

Active Noise Cancellation is standard, but the EX-L gets only an acoustic windshield (acoustic front side glass is Touring and up); reviews call the cabin quiet overall, with some owners noting highway noise.

Tri-zone auto climate with humidity control and heated front seats are standard, but a heated wheel needs the TrailSport or up, and ventilated fronts and heated 2nd-row seats are Elite/Black Edition only.

The 2025 Pilot opens with the Sport 2WD at $40,200 before destination; mid-pack for a mainstream three-row mid-size SUV, a few thousand above Telluride/Palisade base pricing.

EX-L is the volume trim, and AWD is the typical configuration; TrailSport was also a large share (~26%) of 2024 sales at $50,895, so typical transactions sit roughly $45k–$51k.

KBB's 5-year projection for the 2025 Pilot (Sport) totals about $8,200 in maintenance and repairs; CarEdge's maintenance-only estimate is far lower ($2,548), so KBB's combined figure is used as the more complete maintenance+repair number.

Residual estimates span 48–56%; a blended ~51% sits around the mid-size SUV average — solid Honda resale but not Toyota-level.

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

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

Honda includes no complimentary scheduled maintenance on the Pilot; perks are limited to 3 yr / 36k mi 24-hour roadside assistance and a HondaLink connected-services trial — behind ToyotaCare's 2 yr / 25k mi included maintenance.

$47,095 volume-trim price minus its estimated resale value after 5 years (51% retained, or about $24,018) leaves about $23,077 in depreciation. Add the projected $8,175 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $31,252 in total.

Consumer Reports predicts about-average reliability for the 2025 Pilot (third year of the 4th generation, launched for 2023), while J.D. Power's quality & reliability rating is notably better; mixed-to-good signals land it in the upper half of the average band.

Honda is a consistently above-average mainstream brand in Consumer Reports brand rankings and J.D. Power dependability, though not a perennial top-three finisher like Lexus/Toyota.

The 2025 Pilot is covered by four NHTSA campaigns, three of them serious in kind (fuel leak/fire risk, engine stall, brake pedal shifting) on the 4th-gen platform; all are dealer fixes with no do-not-drive advisory, but the volume and severity sit at the bottom of the typical band.

The 3.5L J35 V6 family has a long high-mileage track record, but the earlier J35Y crankshaft/rod-bearing recall and the 2023–2025 FI-ECU stall campaign temper that; the 10-speed automatic has had software refinement TSBs but no systemic failure pattern.

The 4th-gen cabin is solidly built and practical, but reviewers note hard plastics in lower and door-panel zones and a small 9-inch touchscreen (replaced in the 2026 refresh), trailing Palisade/Telluride for perceived richness.

Generally tight Honda assembly from Lincoln, Alabama, but two 2025 campaigns are assembly errors (unsecured brake-pedal pivot pin, mis-routed third-row belt), which pulls fit-and-finish below Honda's usual standard.

Honda runs one of the densest mainstream dealer networks in the US, with service satisfaction around or above the mass-market average.

Shared J35/10AT components across Pilot, Passport, Ridgeline, Odyssey and Acura MDX keep parts plentiful and repair costs moderate, with strong aftermarket support.

EX-L and up get a 9-inch screen, which is small next to the 12.3-inch screens on Kia/Hyundai/Toyota rivals; the Sport gets 7 in.

Simple and easy to use, with a physical volume knob and climate controls, but the small screen looks dated and some owners report flaky wireless phone connections.

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

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

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

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

No meaningful whole-vehicle OTA updates; software updates are largely dealer-performed, and map updates apply only on nav-equipped trims.

HondaLink remote functions (remote start/lock, locate) need the Touring or up and a subscription after a 3-month trial; there is no phone-as-key.

Three-row USB-C coverage (front, 2nd and 3rd rows) and a Qi wireless charger come on the EX-L; a 110V outlet is TrailSport/Elite/Black only.

Smart Entry, push-button start and key-fob remote start are standard; a power tailgate comes on the EX-L, while hands-free/walk-away close is Touring and up. No phone-as-key.

A multi-angle rear camera with washer is standard, and front/rear parking sensors come on the EX-L; the Multiview 360 camera is TrailSport/Elite/Black only, with no automated parking.

A head-up display is offered, but only on the top Elite and Black Edition trims.

Eight seats, a removable 2nd-row middle seat, One-Touch 2nd-row tip-and-slide and LATCH in all 2nd-row positions plus the third row make family logistics easy.

2025 IIHS Top Safety Pick+ and full Honda Sensing standard on every trim, including blind-spot monitoring, rear cross-traffic and driver attention monitor, plus a rear seat reminder.

Roomy 2nd row, a usable 3rd row, tri-zone climate, rear sunshades, USB-C in all three rows and 18.6 cu ft behind the third row make it a strong road-tripper; rear-seat entertainment isn't offered.

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

21-22 MPG combined on regular fuel is typical of a non-hybrid three-row V6, with no hybrid option.

A 37.8-ft turning circle is tidy for its 200-in length, and sensors come on the EX-L; the 360 camera is limited to upper trims.

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

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

Four cargo tie-downs, bag hooks and roof rails (most trims) help, but a 110V outlet, hitch receiver and all-weather mats are TrailSport-only.

Comfortable ride, standard ACC with Traffic Jam Assist and roomy seating; about 390-400 miles of range from the 18.5-gal tank; cabin is quiet but not class-best.

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

Flat-folding 40/20/40 2nd row and 60/40 3rd row, a removable middle seat that stows under the floor, a deep hidden storage well and 87 cu ft max make it very flexible.

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

Accurate but light and numb steering (15.0:1 ratio, 2.98 turns lock-to-lock), tuned for relaxed cruising.

13.8-in front and 13.0-in rear discs give a predictable pedal, but the 189-ft stop from 70 mph is long for the class.

The 285-hp V6 is smooth with an active engine mount, but peak torque arrives high (5,000 rpm) and the 10-speed is sometimes hesitant or abrupt off the line; idle-stop restarts are reasonably smooth.

The V6 has a pleasant note at full throttle, and Active Noise Cancellation masks VCM drone; refined, though not as hushed as turbo-six rivals.

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

Commanding upright seat with a 10-way power driver seat, 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 pick it.

Every 2025 Pilot gets the 285-hp V6, 10-speed automatic, Honda Sensing (adaptive cruise, lane keeping, collision mitigation), tri-zone climate and LED lighting, but the Sport base has cloth seats and the pre-refresh 9-inch screen and smaller digital cluster (the 2026 refresh enlarged both); Telluride LX and Palisade SE offer comparable or more standard content for less.

Fair value: a roomy eight-seat cabin, smooth V6 and standard 5,000-lb tow rating on AWD at $41.7k–$56k, but its starting price sits a few thousand above Korean rivals and there is no hybrid option against Grand Highlander/Highlander hybrids.

Six well-spaced trims (Sport, EX-L, Touring, TrailSport, Elite, Black Edition) spanning ~$41.7k–$56k, with 2WD/AWD choices on Sport, EX-L and Touring and an off-road-tuned TrailSport; only one powertrain.

The fourth-gen Pilot surged in 2024 to ~141k US sales (+28%), with TrailSport at 26% of volume — a strong, rising seller in the three-row class, though still behind the Explorer and Highlander family.

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, but 2025 Pilots saw regional lease deals and promotional APR, especially as the 2026 refresh approached; modest but real buyer benefit.

2025 is year three of the fourth generation (launched for 2023) and a carry-over year, with the mid-cycle refresh (new fascia, 12.3-in screen, wireless CarPlay) arriving for 2026 — buyers of a 2025 get the pre-refresh tech.

Reviewers praise the Pilot's space, ride and TrailSport capability and rate it in the upper-middle of the class, but it rarely wins comparison tests against the Telluride, Palisade and Grand Highlander and earns no 10Best/NACTOY honors.