2023 Honda Pilot TrailSport First Test: A Costly SUV That Doesn’t Ride All That Well

An exclusive trim level of the new, fourth-generation Honda Pilot, the TrailSport has been outfitted with several off-road-themed hardware updates, namely special spring rates and damper valve tuning, enhanced anti-roll bars, and an uprated suspension with a 1.0-inch lift. Other Trailsport-specific upgrades include steel skidplates, unique 18-inch wheels, and a special Diffused Sky Blue paint scheme. In Pilot hierarchy, it's the second most expensive version you can buy, sitting above the Touring AWD and below the Elite AWD.

The cabin wears orange contrast stitching and includes all-season floormats emblazoned with the TrailSport badge as standard. There's also a sliding panoramic sunroof, a 7.0-inch driver information cluster, and a 9.0-inch infotainment touchscreen. Thankfully, there's a plethora of knobs, buttons, and dials for various radio and climate functions. These feel terrific in the hand and remain one of the Pilot's standout interior features.

As you'd expect, all TrailSport Pilots come equipped with all-wheel drive only, and like the rest of the Pilot lineup the Trailsport is motivated by Honda's 3.5-liter V-6 that produces 285 hp and 262 lb-ft of torque, with that power routed through a new to the Pilot 10-speed automatic transmission.

Thankfully, the TrailSport translates its gargantuan size (seriously, sitting in the driver's seat is like looking out of a full-size pickup) into usable interior room. The front row is comfortable and features plenty of cubbies for loose items. There's even an in-dash shelf for the passenger, though sadly it doesn't come with its own charge port.

Second-row passengers are treated to two sliding and reclining captain's chairs and a climate control setup. As is common with SUVs in the midsize segment like the Pilot, third-row passengers get decent headroom but are shortchanged on leg- and hiproom. The third row is supposedly intended for three passengers. Perhaps if they were the narrowest people on the planet with half a pelvis each, it could work. But for maximizing comfort, we'd recommend sticking with one person back there; two, tops.

Cargo space with the third row upright is pretty tight: think a couple of backpacks or bags of groceries. That volume increases a bit with the floor-mounted cargo lid open; however, in practice, the design still makes it feel less usable than competitors. But with the third row down flat, the Pilot can swallow up the biggest of suitcases.

Other than the third-row issues, the Pilot's interior is pretty functional as a whole, and the TrailSport's standard rubber floormats are a nice touch: You don't feel as guilty treading muddy shoes into the car. In addition, the wireless charging pad in front of the gear selector buttons is conveniently located. Yet the infotainment screen's tacked-on-the-dashboard look makes the interior feel antiquated—and this is the brand-new Pilot! We yearned for the refreshed Kia Telluride's far more modern panoramic, dual-screen setup.

Despite an urging on by its name, this particular TrailSport was driven on no trails, just roads. After testing its straight-line acceleration and figure-eight prowess, we used it as a commuter, people mover, long-distance cruiser, and errand-runner.  You know, like most Pilot owners would use it most of the time.

At the test track, the roughly 4,700-pound TrailSport reached 60 mph from a stop in 7.1 seconds and the quarter mile in 15.5 seconds at 91.9 mph. A 2023 Kia Telluride X-Pro we tested, with a similar horsepower output and weighing approximately 320 pounds more, had a quicker 0-60-mph time of 7.0 seconds and a quarter-mile time of 15.2 seconds at 92.8 mph. Trailing the TrailSport is the 265-hp Toyota Highlander, which clocked a slower 8.0 seconds to 60 and 16.1 second quarter-mile.

Around our figure-eight circuit that combines max-attack cornering, full-throttle acceleration, and at-the-limit braking in a single lap, the TrailSport had our test team cackling like middle schoolers seeing Spaceballs for the first time. Although this SUV is big and nose-heavy, the torque-vectoring all-wheel-drive system does an admirable job steering the rear end of the car. Most big utes run out of grip at the front tires long before the rear rubber starts howling. The Pilot TrailSport, on the other hand, keeps its nose pointed in the right direction even as you approach and exceed its 0.81 g of cornering grip. Its handling is unexpectedly balanced for a vehicle in this segment.

But most things are fun when driven in ways they aren't supposed to be. Away from the track, the best word to describe the TrailSport's everyday responsiveness is squishy. Squishy brake pedal, squishy-vague steering, and squishy ride quality.

That last squish is the most glaring issue with the off-road Pilot. Because it rides on a one-inch lift, softer anti-roll bars, and marshmallow tires, the TrailSport answers most road disturbances with a nearly drunken rolling motion. Any sudden change in direction ripples across the chassis like a stone cast into a pond.

As for its powertrain, the V-6 lets out a mighty roar under aggressive acceleration, though the 10-speed can take a beat to catch up with what you're asking from it, and overall, the engine's powerband could use a boost from a turbo or mild hybrid system. Although it's adequate, the Pilot's powertrain already feels dated, especially when compared to the turbocharged four-cylinder and hybrid setups Toyota has been rolling out recently to its trucks and SUVs.

But once you're at speed (provided the road isn't terribly windy and the pavement is relatively smooth), the Trailsport is a pleasant enough distance runner. Flip on the adaptive cruise control with lane keeping assist, blast Paramore's latest album through the rich and bassy nine-speaker system, and watch the miles melt away.

Keep an eye on your credit card statements as you do, however, because you'll be returning to the pump perhaps more than you'd like. At 18/23/20 mpg city/highway/combined, the TrailSport's fuel economy lags behind that of the four-cylinder Highlander (21/28/24) and V-6-powered Telluride (18/24/21), respectively.

All told, roughly $50,000 is a steep asking price for a brand-new SUV like the Pilot TrailSport, especially one whose powertrain and interior are behind the times and one that doesn't ride all that well on the road—where it will undoubtedly be spending most of its time. But, hey, if that's your budget and you dig the rugged lifestyle, the aforementioned Telluride SX X-Pro is a more compelling option for an additional few thousand bucks.

Should you find yourself sticking to the paved stuff, the Honda Pilot Elite AWD has better road manners. In fact, it came in third place in our three-row SUV big test.

If you're still on the fence about forking over the extra cash, though, Honda has an entire catalog of Pilots to choose from. There's one for every budget.