In-Depth Photos of the 2019 Honda Passport Elite AWD

The sole transmission available is the recently updated, ZF-sourced nine-speed automatic. It now downshifts with a bit more urgency, but we sense there's still some crisper snap hidden away in the 'box.

Even with Utah's oxygen-thin air sapping horsepower, the powertrain combination felt more than adequate for the Passport, which at 4265 pounds for the Elite model we tested, is only 35 pounds lighter than a similarly equipped Pilot. The Passport requires just 5.8 seconds to reach 60 mph, which is 0.2 second quicker than its larger sibling and a half second ahead of the all-new and more powerful Chevrolet Blazer RS.

From the front seat, the dashboard, the steering wheel, and the center console are reminiscent of the Pilot's because they are shared. The front chairs and their accompanying armrests provide a high level of comfort.

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. There's also generous amount of stowage beneath the rear load floor.

On pavement, the Passport drives a lot like a Pilot. The steering rack’s slightly quicker ratio still feels sluggish off-center and feathery light from lock to lock but is precise in its motions. And there's simply no masking the Honda's towering center of gravity during quick transitions.

Motivation comes from Honda's ubiquitous 280-hp SOHC 3.5-liter V-6. Floor the accelerator, and the i-VTEC indeed kicks in.

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.

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.

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.

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.

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.