In-Depth Photos of the 2019 Honda Passport

When automotive manufacturers introduce a new model, one might expect it to be all new. Although the 2019 Honda Passport marks the revival of a model name Honda last used 16 years ago on a mild off-roader that was really a rebadged Isuzu Rodeo, its real mission is to bridge the gap in Honda's lineup between the compact CR-V and the three-row Pilot.

This "all-new" Passport is pretty much mechanically identical to its Pilot stablemate, only shorter and without the wayback seat.

The improved object-clearing angles (approach, break-over, and departure) provide more rock-creeping ability than Passport owners are likely to need, and the trucklet proved capable of mild off-road excursions along Moab's less-traveled paths.

It now downshifts with a bit more urgency, but we sense there's still some crisper snap hidden away in the gearbox.

Even with Utah's higher elevation sapping away horsepower, the powertrain combination felt more than adequate for the Passport, which is barely lighter than its Pilot sibling.

In the interest of efficiency, the V-6 mill can deactivate three of its cylinders, and the rear driveshaft decouples under light load when torque to drive the rear wheels isn't required. The Passport's fuel economy falls about midpack, achieving a combined EPA estimate of 22 mpg in front-wheel-drive models and 21 mpg when equipped with all-wheel drive. When pushed to the limits through southern California’s valleys, the Passport returned an unimpressive 17 mpg. We expect this number to increase when driven with more restraint.

When equipped with all-wheel drive, the Intelligent Variable Torque Management (i-VTM4) features Normal, Sand, Snow, and Mud drive-mode settings that masterfully redirect torque to the wheels that need it. The i-VTM4 system also provides real torque vectoring through the rear differential­-not some brake-based system-which allows it to send 100 percent of the torque directed to the rear axle to either rear wheel when needed.

The Passport's fuel economy falls about mid-pack, achieving a combined EPA rating of 21 mpg in front-wheel-drive models and 22 mpg when equipped with all-wheel drive.

All Passports come with 20-inch wheels, and the 265/45R-20 Continental CrossContact LX Sport rubber on the Elite models we drove conquered sand, mud, ice, and broken rock with relative ease, though they might not be the most ideal size for serious off-road adventuring.

The wheels look handsome, but there is some jouncing over jagged terrain when carrying modest speed. One oversight, considering Honda's emphasis on off-road ability, is that the Passport lacks hill-descent control. Fortunately, the brake pedal is firm, and the performance is adequate for its class, requiring 181 feet to stop from 70 mph.

The improved object-clearing angles (approach, break over, and departure) provide more rock-creeping ability than Passport owners are likely to need, and the trucklet proved capable of mild off-road excursions along Moab's less-traveled paths.

All Passports come with 20-inch wheels, and the 265/45R-20 Continental CrossContact LX Sport rubber on the Elite models we drove conquered sand, mud, ice, and broken rock with relative ease, though they might not be the most ideal size for serious off-road adventuring.

All Passports benefit from standard Honda Sensing, a host of electronic safety systems such as adaptive cruise control, forward-collision alert, and lane-keeping assist.

Visually, the Passport blends elements of both the Honda Ridgeline pickup and the Pilot. Its front fascia looks (slightly) more aggressive than that pair's, and the rear is distinct.

On pavement, the Passport drives a lot like a Pilot. The steering rack has a quicker ratio but feels sluggish off-center and feathery light from lock to lock.

Like the Ridgeline and the Pilot, front-wheel-drive Passports are rated to tow 3500 pounds and all-wheel-drive models are capable of pulling 5000 pounds but only after a few dealer-installed accessories, including a trailer hitch ($360), wiring harness ($225), and transmission cooler ($385), are added that unlock that maximum tow rating.

The $37,455 EX-L trim adds an 8.0-inch touchscreen with Android Auto and Apple CarPlay compatibility, leather upholstery, and a power liftgate. For $40,325, the Touring trim adds heated outboard rear seats, roof rails, and front and rear parking sensors. Lastly, the $44,725 Elite offers ventilated front seats, a heated steering wheel, and inductive phone charging.

When equipped with all-wheel drive, the Intelligent Variable Torque Management (i-VTM) features Normal, Sand, Snow, and Mud drive-mode settings that masterfully redirect torque to the wheels that need it.

The rear seat bottom slides fore and aft, and the backrest tilts, so it's equally accommodating.

The Passport's boxy interior is a boon for cargo volume, boasting an abundant 78 cubic feet with the rear seats folded and 41 cubes with them upright.

Motivation comes from Honda's ubiquitous 280-hp, SOHC 3.5-liter V-6.