2026 Honda Pilot

All 2026 Pilot trims use the same 3.5L DOHC V6 with VCM producing 285 hp @ 6,100 rpm (SAE net). No optional powertrain.

Peak torque of 262 lb-ft at 5,000 rpm from the 3.5L V6 — mid-pack for the segment, out-torqued by turbo/hybrid rivals.

Instrumented tests cluster around 7.5–7.8 s for AWD volume trims; TrailSport marginally slower with all-terrain tires; only quicker with lighter FWD configurations.

The naturally aspirated V6 is smooth, quiet, and has predictable throttle response — reviewers consistently call it refined but only average in urgency. No hybrid transitions or turbo lag to manage; improved sound insulation for 2026 helps NVH.

The 10-speed automatic is decisive on upshifts but shows some abruptness off the line and hunts more than ideal under partial-throttle acceleration, making the powertrain feel busy in mixed driving. Owners on Piloteers report the calibration is unchanged from 2025.

AWD Pilots pull 5,000 lbs when equipped with the accessory Class III hitch and transmission cooler; FWD is limited to 3,500 lbs. Ties Telluride/Palisade/Explorer at the mid-size SUV segment cap.

Honda's 2nd-gen i-VTM4 AWD is standard on five of seven trims (TrailSport, Touring, Touring Blackout, Elite, Black Edition) and optional on Sport and EX-L. Sends up to 70% of torque rearward and can vector 100% side-to-side across the rear axle. Seven drive modes including Snow, Sand, Trail, and Tow (EX-L and above).

Dedicated TrailSport trim adds 1 inch of ride height (8.3 in ground clearance), all-terrain tires, steel skid plates, unique suspension tuning, Trail Torque Logic, TrailWatch camera and hill descent — genuine light off-road credibility. Falls short of body-on-frame rivals (4Runner, Bronco) with lockers or low range.

Single 3.5L V6 / 10-speed automatic powertrain across every trim — no hybrid, no PHEV, no EV, no turbo alternative. A notable gap versus Grand Highlander (hybrid + turbo), Explorer (multiple engines including hybrid and ST), and CX-90 (I6 turbo + PHEV) in the same segment.

3.5L V6 with 10-speed automatic; no hybrid option in 2026. AWD is the volume configuration and returns 21 MPG combined. FWD trims edge up to 22 MPG combined, TrailSport (all-terrain tires, extra ride height) drops to 20 MPG.

V6 without hybrid assistance struggles in the EPA city cycle; AWD volume trim returns 19 MPG city, well below hybrid mid-size rivals in the mid-30s.

10-speed automatic with a tall top gear delivers respectable-but-not-great V6 highway efficiency; AWD volume trim rated 25 MPG highway.

18.5-gallon tank paired with 21 MPG combined yields roughly 389 miles per fill for the AWD volume trim — solid for a three-row V6 SUV but no better than the segment average and well behind hybrid rivals that clear 500 mi.

EPA computes annual fuel cost at 15,000 mi/yr with its regular-gas price assumption; the AWD Pilot's 21 MPG combined yields roughly $2,350/yr, above segment average due to the non-hybrid V6.

Every 2026 Pilot trim runs on regular 87-octane unleaded — no premium requirement, no diesel/E85 complications, and no home-charging burden. The powertrain's inefficiency is the real story, but the fuel itself is the cheapest and most widely available option.

NHTSA awarded the 2026 Pilot a 5-star overall rating, with 5 stars in side impact and 4 stars in frontal crash and rollover subtests.

IIHS Top Safety Pick for 2026 with Good ratings in small overlap front, updated moderate overlap front, and updated side tests; falls short of TSP+ that the redesigned Passport achieved (Pilot headlights and/or front-crash-prevention rating held it to TSP).

Full Honda Sensing suite standard on every trim: CMBS (AEB), Road Departure Mitigation, Forward Collision Warning, Lane Departure Warning, Adaptive Cruise Control with Low-Speed Follow, LKAS with Traffic Jam Assist, Traffic Sign Recognition, Driver Attention Monitor, Auto High-Beam, Blind Spot Info System, and Cross Traffic Monitor — no ADAS features locked to upper trims.

Honda's CMBS earns Acceptable-to-Good in IIHS front crash prevention (vehicle-to-vehicle and daytime pedestrian); night pedestrian performance trails class leaders, consistent with Pilot missing TSP+ despite Good crashworthiness.

Blind Spot Information system and Cross Traffic Monitor standard on all Pilot trims as part of Honda Sensing; alert-only (no active steering intervention), no trailer-aware coverage.

LKAS with Traffic Jam Assist provides functional lane centering that reviewers describe as competent for daily use, though it can wander on gentle curves and hand off earlier than best-in-class systems.

ACC with Low-Speed Follow is full-speed-range with stop-and-go; combined with LKAS and Traffic Jam Assist for a serviceable highway assist, though follow-distance transitions can feel abrupt versus the smoother Hyundai/Kia HDA and GM Super Cruise ACC.

Honda does not offer a hands-free highway driving system on the Pilot; Traffic Jam Assist is hands-on only. No BlueCruise/Super Cruise-equivalent available.

LED headlights with Auto High-Beam standard on all trims; IIHS ratings for the current generation land in the Acceptable-to-Good range depending on trim, and Pilot missing TSP+ suggests headlight rating is not universally Good.

Boxy upright greenhouse and large windows give the Pilot better natural sightlines than most midsize SUV rivals; standard rearview camera and available multi-view camera on higher trims compensate for third-row blind zones.

One-Touch 2nd-Row Seats slide forward at the push of a button for easy third-row LATCH access; second-row has 40.8 in legroom for comfortable car-seat fitment, and removable middle seat (Touring and up) opens a walkthrough that eases three-across configurations.

Volume EX-L trim carries an 8-passenger bench with a removable center seat; TrailSport, Elite, and Black Edition drop to 7 with second-row captain's chairs.

Class-typical front headroom for a boxy mid-size three-row; moonroof-equipped trims lose 0.5 in.

Front legroom is midpack — Honda prioritized second- and third-row stretch-out on the 4th-gen platform.

Class-leading second-row headroom thanks to the tall, boxy roofline.

Excellent second-row legroom — near the top of the mid-size three-row class.

One of the more usable third rows in the mid-size class — 38.9 in headroom and 32.5 in legroom fit teens easily and adults for short trips, with a low floor and easy walk-in access via the sliding second row.

Competitive but not class-leading cargo volume behind the second row; usable 18.6 cu ft behind the third row for weekly grocery duty.

Strong max cargo — one of the roomier three-row mid-size SUVs with everything folded flat.

Standout storage: 8-passenger trims include a removable second-row center seat that stows under the console, plus a deep 'mega' center console, an under-floor cargo bin behind the third row, and a washable rubberized cargo floor on TrailSport.

Front seats are wide and well-cushioned with good long-haul support; second row rides comfortably; third-row cushioning is average. Not quite at Palisade/Telluride level for premium feel but comfortable for most.

The 4th-gen platform delivers a composed, well-damped ride that reviewers rate a clear step up from the prior Pilot; TrailSport's off-road-tuned suspension trades a bit of highway polish for compliance on rougher surfaces.

Cabin isolation is average for the segment — Honda added acoustic front glass and additional sound deadening for the 4th gen, but road and tire noise still intrude at highway speeds versus quieter rivals like the Palisade and Grand Highlander.

Heated front seats and tri-zone auto climate standard on Sport and up; heated steering wheel from EX-L; ventilated front seats and heated second-row outboard seats standard on Elite and Black Edition; remote engine start from EX-L.

2026 Pilot base Sport 2WD starts at $43,690 with destination — a $1,995 increase over 2025. Mid-pack for a mainstream 3-row mid-size SUV.

The EX-L is Honda's typical volume trim on Pilot, adding leather, heated seats, power tailgate, and moonroof. AWD adds ~$2,000. Real-world transactions cluster in the $46k–$50k range.

KBB pegs Pilot maintenance at ~$1,296/yr (~$6,480/5yr). Adding modest repair expense for an out-of-warranty period after year 3 pushes total to about $7,000. Honda mechanical reliability keeps this competitive with class average.

Honda Pilot is above the mid-size SUV segment average for retention. iSeeCars projects 55.9% retention; KBB implies closer to 53%. Blended estimate ~55%.

Honda's standard bumper-to-bumper coverage — 3 yr / 36k mi — is the industry baseline and well behind Kia/Hyundai's 5 yr / 60k mi.

5 yr / 60k mi powertrain coverage is the industry floor — half the length of Kia/Hyundai/Mitsubishi 10 yr / 100k mi programs.

Honda does not include any complimentary scheduled maintenance. Coverage is limited to 3-year / 36k-mile 24-hour roadside assistance that ships with the basic warranty. No connected-service or extended-trial perks that stand out. Well below Toyota's ToyotaCare (2 yr scheduled maint) or luxury-brand complimentary plans.

$46,190 volume-trim price minus its estimated resale value after 5 years (55% retained, or about $25,405) leaves about $20,785 in depreciation. Add the projected $7,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,785 in total.

Consumer Reports predicted reliability for the 4th-gen Pilot lands around average, with early-generation model years dragging the score; J.D. Power quality has been mid-pack for the redesigned platform.

Honda is consistently a top-tier mainstream brand for long-term dependability, regularly finishing in the top third of Consumer Reports and J.D. Power brand rankings.

The 4th-gen Pilot has seen multiple recalls since 2023 launch — fuel pump low-pressure, rearview camera image loss, and 10-speed transmission software concerns — heavier than a clean-slate new gen.

The 3.5L J35 V6 is one of the industry's most proven engine families with a strong high-mileage record; the 10-speed automatic is newer and had early software refinement issues but no widespread failure pattern.

Reviewers describe the redesigned cabin as improved but still using hard plastics in lower-touch zones; competitive but a step behind Palisade/Telluride/Grand Highlander for perceived richness at the price.

Honda assembly quality is generally consistent with tight panel gaps; some scattered early-production complaints on the 4th-gen redesign but no widespread build-quality issues in later production.

Honda maintains one of the densest US mainstream dealer networks with strong service satisfaction ratings and broad geographic coverage.

Honda parts are widely available at affordable prices, with a large aftermarket ecosystem and shared components across the Pilot/Passport/Ridgeline/Odyssey family reducing repair costs.

The 4th-gen Pilot's 9-inch color touchscreen is standard on EX-L, TrailSport, Touring, and Elite — the volume trim (EX-L) uses the 9-inch unit. Sport carries a smaller 7-inch display.

Honda's 9-inch system is generally reviewed as logical and easy to learn, with physical volume/tuning knobs and clear menu layout, though animations and boot time trail newer rivals like the Palisade and Grand Highlander. No notable UI overhaul for 2026.

Wireless Apple CarPlay and Android Auto are standard on EX-L, TrailSport, Touring, and Elite — four of five trims — but the Sport is wired-only. Broad availability without being universal.

Built-in navigation is limited to Touring and Elite trims, and Honda's native voice assistant is command-based rather than natural-language — most owners lean on phone-projected Google/Apple maps and voice.

Base 7-speaker system is adequate; a 12-speaker Bose premium system is standard on Elite (and offered on Touring). Reviewers rate the Bose as good but not class-leading, and premium is confined to top trims.

A 10.2-inch full-digital driver information interface is standard on EX-L and above; the Sport gets a smaller partial-digital combination cluster. Configurability is modest by 2026 standards.

Honda's OTA scope on the Pilot is limited to map and select infotainment/telematics updates — no full-vehicle software OTA that adds features, and no history of Tesla/GM-style over-the-air feature drops. Well behind Hyundai/Kia/Ford peers.

HondaLink provides remote start/lock/unlock, locate, and vehicle status, but the richer remote features are subscription-gated after a short trial, and there is no digital-key/phone-as-key on the Pilot. App reliability is generally rated as average.

USB-C and USB-A ports are provided in the front and second rows, with third-row USB-C on higher trims; wireless phone charging is available on Touring and Elite. No household AC outlet, which limits it vs. Palisade/Telluride.

Smart Entry with push-button start is standard from EX-L up, remote engine start is standard on EX-L and above, and a hands-free power tailgate is included on Touring and Elite. No phone-as-key.

Multi-angle rear camera is standard; front and rear parking sensors are standard on EX-L and above; a surround/multi-view camera system is limited to the Elite trim (or unavailable), well behind Hyundai/Kia and Toyota rivals that offer 360-degree cameras on mid trims.

Honda does not offer a head-up display on any 2026 Pilot trim, including Elite. A clear gap versus Palisade, Telluride, Grand Highlander, and Explorer, which all offer HUD on upper trims.

Genuine three-row family hauler with 40.8 in row-2 legroom, wide rear door apertures and One-Touch 2nd-Row Seats that slide forward at a button push for easy third-row LATCH/kid access. The 8-passenger Sport/EX-L trims include a removable middle seat that stows under the console to open a walkthrough, and 7-passenger TrailSport/Elite/Black Edition come with second-row captain's chairs by default.

5-star NHTSA overall and IIHS 2026 Top Safety Pick — one rung below the redesigned Passport's TSP+ — paired with the full Honda Sensing suite (CMBS/AEB, RDM, FCW, LDW, adaptive cruise with Low-Speed Follow, LKAS with Traffic Jam Assist, BSI, cross-traffic monitor) standard on every trim including the base Sport. A stronger family-safety proposition than most rivals where key ADAS still costs extra on affordable trims.

40.2 in rear headroom and 40.8 in rear legroom make row 2 genuinely adult-friendly, and 38.9 in third-row headroom / 32.5 in legroom fit teens easily. Tri-zone auto climate is standard on Sport and up, heated second-row outboard seats arrive on Elite/Black Edition, and 87 cu ft max cargo swallows luggage. Two limits keep it below Palisade tier: only 18.6 cu ft behind row 3 with all seats up (tight for a full family's bags on multi-day trips) and merely average cabin quietness versus quieter Palisade/Grand Highlander rivals.

Smooth 285-hp V6 with predictable throttle, commanding upright seating position and better-than-average sightlines from the boxy greenhouse ease traffic duty. Honda Sensing's adaptive cruise with Low-Speed Follow handles stop-and-go competently. Working against it: a ~200-in three-row footprint feels bulky in tight urban driving and reviewers flag the 10-speed as busy off the line and hunting under partial throttle, so it's a step behind smaller commuter SUVs and hybrid-smooth rivals like the Grand Highlander.

21 MPG combined (19 city / 25 highway) on the AWD volume trim is the Pilot's weakest use-case dimension in 2026 — EPA pegs annual fuel cost at ~$2,350/yr, well above hybridized mid-size three-row rivals (Grand Highlander Hybrid ~34 combined, Sorento Hybrid ~34, Santa Fe Hybrid ~34). Regular 87-octane and Honda's parts affordability soften the blow, but there's no hybrid or PHEV Pilot to close the fuel-cost gap.

The Pilot's ~200-in length and squared-off nose make tight urban parking a chore relative to two-row mid-size SUVs. Multi-angle rear camera is standard and front/rear parking sensors arrive on EX-L and up, but the surround/multi-view 360-degree camera is limited to the Elite trim — behind Hyundai/Kia and Toyota rivals that offer 360 on mid-range trims. Upright glasshouse with good outward visibility partly offsets the footprint.

5,000-lb tow rating (AWD, properly equipped with the accessory Class III hitch and transmission cooler) ties the mid-size three-row segment cap, and the V6's 262 lb-ft with 10-speed handles grades under load. 87 cu ft with rows folded swallows most contractor gear. FWD trims drop to 3,500 lb tow, and there's no diesel/HD alternative for buyers who genuinely need more.

The J35 3.5L V6 has decades of high-mileage durability data across Pilot, Passport, Odyssey and Ridgeline, and Honda's brand-level dependability ranks top-tier among mainstream makes. Unibody crossover construction limits abuse tolerance versus body-on-frame trucks, and the 10-speed automatic has drawn early software TSBs (no systemic failures) — enough to hold this a notch below the class's toughest reputations.

TrailSport adds a washable rubberized cargo floor, skid plates and roof rails, and the factory accessory hitch (with transmission cooler) covers towing prep across AWD trims. Under-floor storage bin behind row 3, 60/40 flat-folding rear seats and standard tie-downs handle basic work duty. Real gaps for a jobsite tool: no factory 120V AC outlet on any trim, no bed to speak of, and no work-truck upfit ecosystem like the Ford Explorer PIU or GM utility line offers.

Composed, well-damped highway ride per 4th-gen reviews with wide, comfortable front seats (ventilated on Elite/Black Edition) and Honda Sensing's standard ACC + Traffic Jam Assist reducing driver fatigue on the interstate. ~389 mi range from an 18.5-gal tank at 21 MPG combined AWD is adequate but well behind hybrid tourers that clear 500 mi. Cabin quietness is average — road/tire noise still intrudes on coarse pavement versus quieter Palisade/Grand Highlander rivals.

TrailSport is a genuine light-duty adventure package: 8.3 in ground clearance (up from 7.3), factory all-terrain tires, steel skid plates, off-road-tuned suspension, TrailWatch off-road camera and Trail Torque Logic, plus 2nd-gen i-VTM4 AWD with rear torque vectoring across all AWD trims and Snow/Sand/Trail/Tow drive modes. Falls short of body-on-frame rivals (4Runner, Bronco) with lockers or low range, but it's near the top of unibody three-row SUVs for real trail credibility.

87 cu ft max cargo (all rear seats folded) is among the roomier three-row mid-size holds, backed by 60/40 flat-folding rows, One-Touch 2nd-Row for quick access, an under-floor storage bin behind row 3, and the removable-and-stowable middle seat on 8-passenger trims. Roof rails are available or standard on higher trims and factory hitch prep supports bike/cargo racks. Bulky gear (bikes, coolers, camping kit) loads and hauls with less compromise than most rivals.

Composed body control for a 4,300-4,600 lb three-row, but feels its size in corners with modest grip on street-tuned all-seasons; TrailSport's all-terrain tires trade some on-road agility for off-road capability. Secure but unengaging, well behind Palisade/Telluride on precision.

Light, well-weighted around center but numb through the mid-range; the electric rack is accurate and predictable but delivers no genuine road feedback, typical of Honda's family-SUV tune.

Firm, linear pedal with no fade complaints in mainstream testing; 70-0 mph stops are class-average around 180 ft, adequate for a heavy three-row. No standout praise or criticism.

3.5L V6 delivers smooth linear power with no turbo lag, but the 10-speed automatic can hunt between gears at partial throttle and is slow to kick down for passing; no hybrid option to smooth things further.

V6 sounds pleasant enough under moderate load and stays well-isolated at cruise; some drone from the 10-speed's tall gearing when climbing but no intrusive vibration through the controls.

Honda's published curb-to-curb turning diameter for the 2026 Pilot is 39.4 ft — on the larger side for the mid-size SUV band (34-42 ft), reflecting the Pilot's 113.8-in wheelbase.

Tall, commanding upright seat position with excellent forward visibility, big greenhouse, and easy ingress/egress; controls are logically placed with retained physical HVAC knobs. A modest reach to the outer stack, but overall one of the segment's better daily-driver cockpits.

A capable family hauler that no one would call fun; the V6 is willing but the numb steering, high curb weight, and softly-sprung setup make it feel like an appliance. TrailSport trim adds off-road character but doesn't move the on-road needle.

Honda Sensing (adaptive cruise, lane keep, collision mitigation), wireless Apple CarPlay/Android Auto, tri-zone climate and remote start are standard across the lineup, but the base Sport trim rides on 18-inch wheels with cloth seats and an 8-inch display while Palisade SE and Telluride LX pack more standard content at similar or lower MSRPs. Competitive but not class-leading at base.

Pilot Sport starts around $41K vs Palisade SE and Telluride LX in the high-$30Ks, and the V6-only powertrain gives up meaningful efficiency (and often incentives) to hybrid rivals like the Grand Highlander Hybrid and Sorento Hybrid. Content is solid but the sticker premium is real.

Six well-spaced trims from Sport through EX-L, TrailSport, Touring, Elite, to Black Edition (~$41K–$56K) cover value, family, off-road (TrailSport with 1-inch lift, all-terrain tires, off-road suspension), luxury, and blacked-out flagship buyers. FWD/AWD choices on lower trims broaden the range further.

Pilot remained a steady 100K+ unit annual seller through 2024–2025, comfortably in the top tier of three-row midsize SUVs but trailing Explorer, the Highlander/Grand Highlander pairing, and the rising Palisade/Telluride duo. Solid mid-pack presence with no signs of collapse.

Honda ranks consistently near the top of mainstream brands on reliability, resale, and loyalty perception (Consumer Reports, KBB Brand Image Awards), with the Pilot inheriting that halo. It lacks the aspirational pull of a Toyota Land Cruiser or the fashion moment of the Telluride but is a widely trusted family-SUV pick.

Honda historically runs leaner incentives than Detroit or Korean rivals, but the Pilot has moved to more meaningful lease support and low-APR financing in 2025 as segment competition intensified — worth negotiating on lower trims, less flexibility on TrailSport/Elite. Modest but real buyer benefit.

Fourth-generation Pilot launched for 2023 on Honda's Global Light Truck Platform, so 2026 is Year 4 of the current design — squarely mid-cycle with a refresh reportedly slated for 2027. Platform tech is current but not newest; Grand Highlander (2024) and refreshed Palisade (2026) are ahead on freshness.

Reviewers consistently rate the Pilot in the strong upper-middle of the segment for cabin space, ride quality, and the TrailSport's off-road credibility, but it rarely wins three-row comparison tests against the Grand Highlander, Palisade, and Telluride. IIHS Top Safety Pick recognition helps; no NACTOY or 10Best silverware.