NEW AND FUTURE CARS
41
2019
HONDA
PASSPORT
Don’t think too hard about
the Honda Passport. In essence,
it’s a two-row derivation of
the Pilot. Even if Honda
claims it was developed in
conjunction with the three-
row, it’s not just a crop job.
Whatever—a (smaller) rose
by any other name. There are
a few irrefutable similarities
between the Passport and big
bro Pilot, however: They both
ride on the same Global Light
Truck Platform, share identical
wheelbase dimensions, and
are powered by the same
3.5-liter naturally aspirated
V-6. Differences include
the Passport’s optional ZF-
sourced 9HP48 nine-speed
transmission—standard on
the Pilot—and a rear overhang
that’s shorter by 6.2 inches
as a result of unbolting the
third row.
Surprisingly, this fills a
long-standing gap in Honda’s
SUV lineup. You’d think all
bases would be covered in
this crossover-hungry market,
but the Passport is Honda’s
first entrant into the hyper-
competitive midsize segment
occupied by cars like the Ford
Edge, Chevrolet Blazer, and
Hyundai Santa Fe. There’s also
an air of pseudo-ruggedness,
meant to poach buyers
interested in bigger, meaner
stuff like the rough-and-
tumble Toyota 4Runner but
who’d like a bit more comfort
and refinement.
Yes, the Passport hopes to
woo those desirable “active
lifestyle” types that Subaru andVolkswagen have built empires
on. In this pursuit, there’s 0.8
inch of additional ride height
on the all-wheel-drive model,
a more responsive brake
pedal, quicker steering, and
Passport-specific suspension
and anti-roll geometry. Beyond
a little extra sportiness,
Honda’s excellent i-VTM4
torque-vectoring all-wheel-
drive system can shift up to 70
percent of available torque to
the rear wheels when it deems
necessary. There are also built-
in terrain modes that tailor
the throttle, all-wheel-drive
system, and transmission for
snow, mud, or sand.
Honda’s fairly confident
in its newest crossover. So
confident that it had no
problem turning us and
a Passport loose on slick,
canyon-riding back roads that
were largely sans spotters or
speed limits this past winter.
It didn’t fit any special knobby
all-terrains, either—only the
regular, workaday all-seasonscruise back to base camp.
In terms of cost, the Passport’s
pricing is right on track with
its place in Honda’s lineup.
Expect to pay $33,035 for the
entry-level, front-wheel-drive
Passport Sport, with $1,900
required to add all-wheel
drive; EX-L trim is $37,455,
$40,325 for Touring. AWD is
standard on the range-topping
$44,725 Elite. This might be a
smidge more expensive than
the Nissan Murano or Ford
Edge, but Honda is admittedly
correct when it points to
the Passport’s high level of
standard equipment for the
segment as justification.
If you like the Pilot but don’t
need something quite so big,
or if you need a daily livable
SUV-type thing that can handle
a climb to your Colorado cabin,
the 2019 Passport is certainly
worth a look. Although it might
not thrill in the conventional
sense, this new Honda delivers
the goods by doing its job
almost perfectly. AMyou’d find at a dealership—to
manage the winding 4×4 paths
that continuously transitioned
between slick mud channels
and dusty gravel.
Toggling between Normal,
Mud, and Snow modes
with the dedicated console
controls is a breeze, but we
only deviated from Normal
mode when the going got
particularly rough, and during
a few patches, it did indeed
do so. We understandably
avoided any trail sections that
would challenge a lifted CJ,
but we still hopped through
slow rocky clusters without
any problem whatsoever, even
when the Passport briefly
became a tripod. After we
made it through the slow
boulders, we crashed through
standing mud puddles and
fishtailed through slurries
of snow and slime with
surprising aplomb. Then, when
we turned back onto Utah’s
glassy pavement, we enjoyed a
comfortable, quiet, and calmON SALE:
Now
BASE PRICE:
$33,035