All New, Mostly The Same

verdict

8.7 / Ten

In 2018, when Honda first started developing the concept for what would become its trail-sport line, the question of whether an SUV was a “real” off-roader was mostly an either-or question. Raised suspension, locked differentials, beefy tires, and drive modes for mud, sand, and (especially) rocks singled out the real thing. Everything else was just pretending.

The world in 2023 will be a little different. Jeep Wrangler, Toyota 4Runner, Land Rover Discovery, Mercedes-Benz G-Wagen, Ford Explorer Timberline and Toyota RAV4 Adventure separate the difference between off-road and on-road vehicles. The 2023 Honda Pilot Trail Sport joins those ranks with more features than most models. It doesn’t sacrifice on-road comfort or the Honda-ness of simplicity and convenience that makes the brand’s products likable. But while the Trailsport trim is a significant improvement over its predecessor, the wider Pilot family only benefits the 3rd generation model.

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look at the part

You sit there and say, ‘Pilot Trailsport? You’re a dummy. We couldn’t get around the fact that we felt…but the 2023 Pilot Trailsport is a real course correction.

Instead of the same all-season rubber found elsewhere in the range, the new Trailsport wears Continental TerrainContact AT from the factory, with a steel skid plate protecting the underside. Both are Honda factory firsts. 1.0 inches of suspension lift means 8.3 inches of ground clearance, making him four-tenths of an inch more than the old Trailsport. Also, the added height is not just a result of coil spacers. The Trailsport springs and dampers have trim-specific adjustments, and the Stabilizer His bars are also unique for improved articulation.

Parked at the foot of the Broken Arrow Trail in Sedona, Arizona, my Diffused Sky Blue Pilot Trail Sport looks like mine. Stiffer tires and a raised ride height provide a better stance for this kind of environment, but changes across the wider model also help. ends with . This contrasts dramatically with the softer styling of the third-generation SUV. Flared fenders, a receding windshield and a prominent rear spoiler accentuate the pilot’s profile. Especially in his Trailsport attire, this product looks much more purposeful than its predecessor.

It also delivers on trails. The Broken Arrow isn’t his Rubicon, but it’s technical and challenging enough that Trailsport’s enhancements are useful (and it happens to be one of the dozen-plus tracks Honda used to develop it around the country). A bashplate absorbs abuse from exposed areas of rock, and the revised suspension works at its most daring to keep all four of his wheels in contact with the ground. However, in case of failure, the pilot has another trump card.

All Pilots are available with all-wheel drive (including a new, more responsive rear differential), but the Trailsport benefits from a Trail drive mode that better manages front, rear and lateral torque. We’ve also retuned our accelerators to be very predictable and easy to tune.

In trail mode, the front axle relies on brake-based torque vectoring to maximize traction. At the rear, a computer detects when the tires are off the ground and shifts up to 75% of the engine’s torque to the opposite side. car’s. The remaining 25% of potential torque is directed to the low-traction wheels for improved responsiveness when returning to the ground.

On the Broken Arrow, the system was fine, delivering power as needed and the pilot continuing to make headway over smooth rocks and gradual bumpy climbs. The lateral transmission of force meant that the pilot could move forward with little interruption, even with severe stretches of the joint.

ole 9 to 5 slog

Trailsport owners may enjoy a very short window of time from 5pm Friday to 9am Monday, but all pilots do most of their work during the week. But off-road his trim gives up very little in everyday driving compared to the Top Dog Elite (the only other trim we can test in Sedona).

Yes, there are Continental TerrainContact tires, but aside from some extra vibration from steering, the all-terrain rubber has little effect on the in-cabin experience. With a lower ride height and a spring/damper setup that’s a little more subdued on-road, it feels a little more agile.Also, the cabin benefits from all the same changes that Honda introduced in this fourth-generation model. .

It starts with the new chair, a significant upgrade over the previous model’s seat. Both the frame and cushioning are new for better support from the thighs to the upper back. The seats are very good and I noticed an improvement the moment I sat down.

A wide, high center console closes the cabin compared to its predecessor, but it also feels more modern and SUV-like. Honda added a convenient shelf on the dash and a wider under-stack storage space where the available wireless charging pad sits. The quality of the materials is competitive, the soft-to-the-touch material and the orange contrast of his Trailsport trim, the splash of his stitching, and the solid There is a Honda action that has been done.

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Life isn’t bad for people in the second and third rows either, both with more legroom than last year (2.4 inches in the second row and a full six inches in the third row). The second row also adds novelty, with a reconfigurable setup that allows pilots to swing from a seven-seat crossover to a proper eight-seat with little effort.

The center of the second row bench can be folded in a 40/20/40 split to act as a center console, or the owner can remove it entirely and store the seats in a dedicated underfloor storage space in the cargo area . It’s a small amount of minivan convenience that has a huge impact on a pilot’s overall versatility. Honda says the bench portion weighs about 34 pounds, so most adults can easily move from his second row to the trunk. Unfortunately, Trailsport’s full-size spares mean you’ll miss the nifty onboard his storage his area.

not so new

The new Trailsport is nice and the Pilot’s cabin is better for both driver and passenger, but in many ways this fourth-generation model isn’t all that new or modern. Consider the powertrain. Honda has moved from a single overhead cam 3.5-liter V6 to a dual overhead cam design, which it claims reduces NOx and particulate matter emissions by 40% and 50% respectively. This is laudable, but frankly, consumers can see a slight increase in power (from 280 to 285 hp), an unchanged 262 lb-ft of torque, and a jarring drop in efficiency. It means jacking high-value consumers.

All pilots will be less efficient in 2023, even the model’s first 10-speed automatic. Let’s take a look at the fuel economy compared to last year.

You can forgive the slightly lower efficiency even if there’s a big performance hit, but frankly, it’s like every other 3-row SUV, barring some oddities like the Ford Explorer ST In addition, the pilot’s performance is adequate at best. Around town, the V6’s low-end torque is enough to pull his triple-row seat springs off the line, but performance suffers as speed increases. Ask the pilot to scoot from 50 to 70 and it will take him a second to make a head of steam. Also, don’t expect the execution to be quiet. This new V6 has a smooth, silky Honda soundtrack, but the volume is about 25% too loud at the top of the tachometer.

However, the new 10-speed automatic is much improved. Upshifts in the new gearbox are barely noticeable and downshifts are effortless. I’ve noticed that some of my colleagues tend to hunt at city speeds, but I had no issues. Transmission is unobtrusive in all circumstances.

I can forgive the loss of efficiency even if there is a big hit to performance, but frankly, like all other three-row SUVs, barring some quirks like the Ford Explorer ST, the pilot’s Performance is adequate at best.

Frankly, the tech solutions on the new Pilot don’t feel like those on the new mass-produced product. It’s on the small end, and while my colleagues will argue with me about this, I don’t really care about Honda’s infotainment. It’s faster, prettier, and easier to navigate, but only in the sense that McDonald’s coffee is better than the brown swill at your local gas station. Standard.

There’s a new 10.2-inch digital instrument cluster only available on the range-top Elite. Honda calls it “intuitive technology,” but we couldn’t figure out how to reconfigure the gauge layout from a vertical bar to a traditional dial. There’s no clear setting for a full screen map (probably the only reason for the digital cluster) and the pilot’s other standard and very good 7.0 inch display in his five trims like adding functionality I didn’t see it.

Outside the display, however, the tech story is more positive. Only the front one has access to USB-C outlets, but there are up to six USB ports, up to two per row. Adding to that is the Honda Sensing Suite, improved for 2023.

Living expenses in 2023

Everything costs more these days, but Honda is resisting the urge to significantly increase the price of the 2023 Pilot. Except for the slightly higher $1,345 destination fee, the price jumps about $2,100 on average. All-wheel-drive options, except the Trailsport and Elite, have gone up in price from $2,000 to $2,100, and the Touring and Trailsport see significant price increases of about $3,000 and $3,600 respectively. The rest of the pilot his trim will increase his $1,200 making him $1,700.

Despite these price increases and slightly lower fuel economy, the satisfying improvements stand in contrast to what feels like an overly conservative approach to technology. leaders Kia Telluride and Hyundai Palisade have just finished facelifts, and the dramatically improved Nissan Pathfinder is gaining momentum. The Ford Explorer is about to get a facelift. I’m looking forward to seeing if the Pilot’s versatile new cabin and capable his Trailsport trim are enough to beat these competitors.

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