2026 Honda Passport Review + Video

While the Canadian and American automotive markets are inextricably linked, there are on occasion some key differences between them.

Some of it comes down to buyer preference, like the collective love of all-wheel drive in this country, while in other cases it’s about the way vehicles are packaged and sold. Take the redesigned 2026 Honda Passport: it’s only offered in rugged-looking TrailSport guise on this side of the border, with a couple ways to get it. Compare that to the United States, where the lineup looks a little more like it did last year, with a handful of trims to choose between.

In some respects, the decision to ditch the conventional versions in Canada in favour of nothing but the TrailSport treatment makes sense given the newfound emphasis on adventure — not just for Honda, but across the entire industry. But then it also means a significant price hike this time around, with the new-look Passport costing considerably more than it did before.

Styling 9 / 10

Regardless of how much Honda is charging for the new Passport, there’s no denying it looks good. The redesign is a major departure from the previous version, with a boxy shape that’s pretty close to perfectly suited as the foundation for the TrailSport treatment. The raised roof rails and plastic cladding simply make sense given its rough-and-rugged aspirations, while the faux front and rear skid plates at least look the part despite not serving any practical purpose.

But then the exposed recovery hooks are a boon to both function and form, with their orange finish a nice nod to the TrailSport sub-brand’s signature colour. Riding on 18-inch wheels wrapped in the right kind of all-terrain tires, the redesigned Passport looks the part of the adventure-ready SUV à la the Toyota 4Runner that forged the path for entries like this one.

Some orange accents punctuate the interior, including on the seats, although it’s a lot more understated in the TrailSport Touring tested here (and with the additional Blackout treatment on top of it). Opting for the non-Touring version — with or without the package of black badges and wheels that adds $1,200 to either of them — means more orange stitching and stripes on the seats, as well as the TrailSport wordmark finished in the same colour on the front headrests.

User-Friendliness 7 / 10

The user experience is infinitely better than before, although it isn’t quite as effortless to use as others out there. While input response seems quicker, and the graphics crisper, it’s a bit clunky — particularly when it’s time to reconfigure the homescreen to put commonly used features in the dock that spans the driver’s side of the 12.3-inch touch display. It all feels a little slow and outdated, especially compared to the Google-based interface offered by General Motors (GM).

The camera resolution isn’t all that impressive, either, which is true even with the upgraded — and trail-focused — surround-view system that comes with the Trailsport Touring package. (It works like a conventional suite of surround-view cameras, but adds tire path and other guidelines for negotiating obstacles.) But then there’s a whole host of easy-to-use buttons and toggles for climate control, and similarly straightforward switchgear on the steering wheel.

Features 9 / 10

The Passport TrailSport, Touring or otherwise, doesn’t exactly raise the bar in terms of the stuff it comes with, but then it isn’t missing much, either. The steering wheel is heated, as are the front seats, while the Touring kit adds ventilation to those chairs to go with heated ones in the back. The standard upholstery is a mix of cloth and synthetic leather, while the Touring gets the real stuff. Meanwhile, the climate control system is automatic and has three temperature zones.

Other standard stuff includes integrated Google Maps navigation, a subscription-based Wi-Fi hotspot, wireless Android Auto and Apple CarPlay connectivity, and a wireless phone charger. The standard stereo is a nine-speaker unit, while the Touring gets three more for a total of 12, plus there’s acoustically laminated glass, proximity sensors for the doors, and a power tailgate that’s height-programmable. The only notable absence from the Passport is satellite radio.

Safety 8 / 10

Honda’s advanced safety systems are notoriously sensitive, and the ones fitted to the 2026 Passport are no exception. In particular, the forward collision warning is prone to panicked prompts in congested but otherwise safe situations. Likewise, the lane change assist that’s part of the blind-spot monitoring suite will sound the alarm even at a considerable distance from other vehicles, requiring a much larger gap than most others when changing lanes.

But then it’s better to have those systems than none at all, and Honda has included everything from forward collision warning, lane departure warning and keeping assistance, blind-spot monitoring with rear cross-traffic alert, and adaptive cruise control that works in stop-and-go traffic. It also comes with front and rear parking sensors, and automatic high-beam control.

Power 8 / 10

Under the hood is the same 3.5L V6 from before, which makes 285 hp and 262 lb-ft of torque — the former representing a marginal increase this time around. This being a naturally-aspirated engine, it isn’t prone to surges of acceleration the way some turbocharged motors are when the boost kicks in, taking off smoothly and progressively when rolling onto the throttle, while the 10-speed automatic transmission is quick to downshift when passing or merging on the highway.

Fuel Economy 6 / 10

Between its engine and on-demand all-wheel-drive system, not to mention its size, the Passport isn’t the most miserly five-seater on the market. It’s rated to burn 11.4 L/100 km combined — a number that was nearly matched during this week-long test. A mixture of city, highway, and trail driving resulted in an indicated average of 11.6 L/100 km across a total of nearly 450 km.

Driving Feel 9 / 10

This Honda is easy to operate, with progressive steering that’s featherlight at low speeds for cooperative manoeuvrability. It also tracks well on the highway, this despite the type of tires that can lead other vehicles equipped with them to wander while also offering a numbed steering sensation. But there’s none of that here, with the Passport feeling like a conventional SUV from behind the wheel in the best ways possible rather than the rugged one it aspires to be.

Practicality 7 / 10

In spite of the suspension that’s supposedly “off-road tuned” and the all-terrain tires it rides on, the Passport TrailSport boasts the same 211-mm (8.3-in) ground clearance as its siblings south of the border. Equally important is the fact it stands just five mm (0.2 in) taller than before, while its approach and departure angles are about the same. In fact, at 23.1 degrees, the latter is slightly worse than last time (24.3 degrees), which runs counter to the Passport’s positioning.

Honda has also included some drive modes for different off-pavement conditions — trail and sand, specifically — as well steel skid plates underneath to protect vital components, but expectations of epic adventures should be tempered. While the Passport TrailSport has more inherent capability than something like the redesigned Chevrolet Equinox that’s offered in a rugged-looking trim of its own, it isn’t designed to venture especially far into parts unknown.

During this test, a not-too-challenging trail that other similarly executed vehicles have made easy work of proved more challenging for the Passport, with the limited suspension articulation leaving a wheel in the air across ruts that weren’t particularly deep. In another instance, a short hill climb up a surface of loose sand — that included a sharp left-hand turn at the top — saw the powertrain struggle to get torque to the wheels without a generous prod of the throttle pedal.

Looking past the niche stuff, the Passport’s size combined with its single set of rear seats makes it generously proportioned for a weekend’s worth of stuff. While the liftover height is on the tall side, which can make loading and unloading the cargo area a little more strenuous, there’s 1,246 L of space in the back, plus a few cubbies for stashing small items.

Two of those are found on either side of the cargo area, and while they aren’t covered they’re handy for otherwise loose items like bungee cords or shopping bags. The other one is under the cargo floor, and Honda claims it’s big enough to hold one of its small recreational generators. However, what’s beside it is indicative of the kind of adventures the brand thinks it’s fit for: a compact spare instead of a full-size all-terrain tire.

Comfort 7 / 10

The suspension and squishy tires don’t do the Passport any favours out on the open road, with a ride that’s prone to making even moderate heaves in the pavement more pronounced while smoothly rolling over others. But there are too many instances where the suspension almost feels rickety and ill-prepared for the kind of rough surfaces that are encountered in everyday driving. There’s also the issue of the elevated road noise that comes with the all-terrain rubber.

Value 6 / 10

With the Passport’s new look comes a revised lineup that’s considerably more expensive than it was last year. The entry-level version rings in at $58,990 before tax but including a $2,000 freight charge, making it $6,510 more expensive than last year’s Passport Sport (and $3,010 more than the same TrailSport trim). Meanwhile the TrailSport Touring is $62,540, while the optional Blackout version is $63,740 — $4,800 more than the most expensive 2025 model.

While it’s smaller, the Ford Bronco Sport is similar in execution — five seats and emphasized off-road ability — for significantly less money. Even opting for the so-called Sasquatch package that’s newly available this year and turns the Bronco Sport into a proper off-road warrior means a sticker price of $55,885 before tax (but including freight). The Subaru Forester Wilderness is cheaper still at $43,195, while there are even a couple Toyota 4Runner trims that cost less.

The Verdict

The new Passport TrailsSport might look more capable than before, but underneath all that reworked sheet metal is an SUV that can venture off the beaten path, sure, but maybe not as far as Honda fans had hoped. That’s perhaps the biggest hangup here: that the engineers behind it could have done more to give it the same off-pavement prowess as Ford has with the Bronco Sport and its newly available Sasquatch pack, or Subaru’s done with its Wilderness kit.

Honda’s certainly charging enough to justify more meaningful change — the kind it promised back when the TrailSport treatment was first revealed. As it stands, the 2026 Honda Passport is a perfectly fine (although pricey) five-seater that offers plenty of space and an easy-driving demeanour but comes up short of its lofty off-road aspirations.