It’s 2026 and seriously rugged SUVs are so hot right now. Models with two-speed transfer cases to crawl over rocks, big clearance, and huge tires are making a comeback in a big way. That’s great if you need that capability, but old-school off-roaders often trade refinement and efficiency for go-anywhere capability. But what if you don’t need to go anywhere, just go some places off the beaten path on weekends and commute to the office on weekdays? The Honda Passport TrailSport might be just the ticket, and it’s growing even more macho for 2027.
In case you’re wondering where the Passport fits in the Honda lineup, it’s essentially the seven-seat Pilot’s shorter five-seat cousin that—in TrailSport trim—gains skid plates and knobbly tires to do a decent SUV impression. Sure, it certainly won’t go everywhere a properly equipped Land Rover Defender or Toyota 4Runner TRD Pro will go, but for drivers who want a tough-looking crossover and do light off-roading, it’s just the ticket.
For 2027, that Otterbox’d TrailSport trim goes even further, because Honda’s raised the ground clearance by 1.38 inches, boosting it from 8.27 to 9.65 inches. That’s more than a Ford Bronco minus the Sasquatch package and slightly less than a Jeep Wrangler. Impressive stuff from a unibody, coil-sprung vehicle with four-wheel independent suspension, but how does that translate to capability?
Well, it’s a bit apples-to-oranges. On vehicles with solid rear axles like the Bronco and Wrangler, the low point underneath is usually the rear differential. The thing is, that whole axle assembly moves with the suspension, which means that minimum ground clearance isn’t the best signifier of key angles. Off-road, you’re often limited by how steep of a hill your front bumper can clear, how sharp of a crest the underbody can clear, and whether the rear end will get hung up on rocks and stumps. In short, approach, breakover, and departure angles. With the updated Passport TrailSport, approach and departure angles improve by two degrees to 25 degrees, while breakover angle improves by three degrees to 23 degrees. That’s rather competitive with a Toyota 4Runner’s 24-degree breakover and departure angles, and you’ll have to pull the air dam on the Toyota to exceed the Passport’s approach angle.
Equally impressive is how Honda’s done this properly. While some automakers simply fit taller springs and dampers, correct the camber and call it a day, the new Passport TrailSport goes much further. New springs and dampers, yes, but also new front control arms, rear wheel carriers, anti-roll bars, steering knuckles, front CV axles, and a new front subframe to ensure geometry’s good and minimize typical side effects of a lift like bump steer and adverse axle angles. Honda even claims to have improved the steering feel, which means the updated Passport TrailSport shouldn’t lose the road manners that make it a standout choice. Oh, and Honda’s also now fitting all Passport TrailSports with a 360-degree camera system that should have benefits both on dirt and for squeezing into tight parking spots.
Beyond the substantially revised suspension, the easiest way to spot the updated Passport TrailSport is by looking for amber lights in the hood insert and a wider set of fender flares. The front valence has also been subtly resculpted clearance, there’s a new shade of blue on offer, and you can have Honda black out the wheels, trims and badges if that’s your sort of thing. Inside, there’s now a standard heated steering wheel but that’s about it. Honda doesn’t seem to have messed with what already works well, and that includes the naturally aspirated 285-horsepower V6, 10-speed automatic transmission, and all-wheel-drive system with a torque vectoring rear differential.
The Honda Passport might not be all the off-roader you want, but the TrailSport trim might now be all the off-roader you need. If low-range rock crawling and mud bogging isn’t your thing, the addition of extra clearance and more standard equipment to this compelling and surprisingly capable midsize crossover should make it a fine companion for gravel trails and everyday commuting. While Honda hasn’t released pricing yet, don’t be surprised if it sticks reasonably close to the 2026 Passport TrailSport’s starting price of $50,245.
Top graphic image: Honda
So this is all Trailsports? The Trailsport Elite as well?
Honda is creeping up on actually making an off-road capable crossover. Sure, everyone makes a offroad package for their crossovers these days, but they all go short of providing the actual hardware necessary. The Honda 10-speed and ivtm4 actually deliver on the important bits of gearing and AWD duty-cycle. Until someone pairs an aggressive transmission, aggressive final drive ratios and an actual locking AWD unit, (to say nothing of low range), then this is it. Honestly, its very capable for what most people need most of the time for off-road travel that isn’t a rated trail.
“Sure, it certainly won’t go everywhere a….Toyota 4Runner TRD Pro will go”
Correction: it won’t go everywhere a base Toyota 4Runner SR5 will go. Those are very capable out of the box for way, way less than the TRD Pro that people spend too much money on.
That said, the clearances are now looking good enough to take the Passport seriously. The high-range gearing is a limitation, but this could probably get most of the places I use my 10-yo 4Runner.
Shame about the Honda’s torqueless engine and cargo area, then. The Pilot lovefest is really strong, so I’m going to be a contrarian and throw a bit of a wet blanket on it for some balance. If you like having to push way into the gas pedal to get your heavy SUV to actually move out of its own way and avoid the rapid shift-shift-shift! run for the highest gear by that ridiculous 10 speed automatic and don’t mind getting poor fuel economy then you’ll like the Passport. I didn’t. I tried a Hybrid Max 4Runner the same day and am now an evangelical convert to the way that delivers effortless power in routine driving.
The Passport also still has a donut spare. The well won’t fit a full size. That has to go vertical in the cargo area like an XJ Cherokee, killing 1/4-1/3 of the cargo space. And you will need a full size if you really want to use this thing in places that require 9+” of ground clearance.
I just spent Labor Day getting down some redrock country trails where the 4Runner could 4Runner and there was one wash crossing where I don’t think this would have quite made it but it would have been impressively close. But I never would have been able to fit the gear for the 4 of us in the back of the Passport without a roof rack to mount the spare, and that’s stupid.
Long story short, the Pilot has a nice interior and good road manners but I’m keeping the old 4Runner because despite what on-paper specs show it doesn’t quite deliver for us in our use case.
This is great and all, but let’s get down to the important questions: how does it look with a rooftop tent, ladder, traction boards, and jerry can mounted on the top and sides (all pristine and never used)?
Like every other poseur rig with the same gear. It’s like asking what the guy under all the drag makeup looks like. Doesn’t matter. All you see is the drag.
But can it Rubicon?
It now has 0.15″ more ground clearance than the Subaru Outback Wilderness or about 5/32″
I still wish these lifted crossover came with real rocker protection. Plastic will not survive rocks and ruts.
Yes. And I expect to see one of these high centered on the rock in the mall parking lot as well.
https://www.collegehillshonda.com/product/08L33-3BM-100A.html Factory sliders. Though I would still go aftermarket, but still.
Seeing how you can take a Prius offroad in the Gambler 500 and not utterly embarrass yourself – and perhaps even clown a bit on the “real off roader” alpha bros who think your car will immolate itself two feet inside the trailhead – I question the point of this thing. Did it need any of these improvements? Functionally speaking, are they improvements, or are they just changes?
Yeah… I spend more time on forest service roads and and trails than most, and inevitably if you don’t need 4lo and lockers you can get there in a Prius. My wife and I have actually started keeping count at climbing crags if we *don’t* see at least one prius parked between all the trucks and subarus.
What I really wanted on my subaru when I had it was for them to put a true low range (just make it another gear, like reverse, in front of the CVT) and the LSD from the WRX. Then I really could have gotten it more places. Instead I just got a truck like everyone else…
Functionally speaking, are they improvements, or are they just changes?
They are improvements. 9.6″ is real ground clearance and the profile shot shows very usable approach and departure angles.
I would be very surprised if this doesn’t harm the already poor fuel economy, though.
One of the most common cars in Mongolia is a 1st gen Prius with a lift kit. They are surprisingly capable.
Cool, this is exactly what people have been asking for other than an hybrid. Apparently the ground clearance (or lack thereof) was the real thing limiting these when off-roading. 99% of them will never actually do that, but people like to know they can and a couple of YouTube videos of Passports going places they’re not supposed to be capable of going will sell more of them.
We’re going to look at one for my wife’s next car. We keep seeing them and she’s decided she likes them. I don’t really see what’s not to like other than the lousy gas mileage.
Wonder if they’ll offer a Ridgeline TrailSport?
At over $50K, people in my neck of the woods might consider it as an option to their 18 mpg F150s.
I am glad the ground clearance details were explained. The lack of low range is an issue for control not just rock crawling but also getting unstuck. This is cool and I am glad Honda is making this but I think if I was out on my own on some trails, I would spend the same money on a Wrangler/Bronco/4Runner and I hope to add the Xterra to that list.
The details really weren’t. It explains how it stays pretty constant with a solid axle, but doesn’t mention that it changes with independent suspensions and depending on the amount of flex in the springs can change quite drastically when at full compression.