I drove Honda's updated $55,000 Pilot family SUV. It's not fancy but is impossible to dislike.

I was impressed by the Pilot's smooth V6 engine, smartly designed cabin, superb build and material quality, and comprehensive safety tech.

Unfortunately, I was let down by the Pilot's lackluster acceleration, small infotainment screen, and lack of upscale feel.

The base front-wheel-drive Pilot Sport starts at $39,900, while the new top-spec Black Edition with all-wheel drive starts at $54,280.

My well-equipped, Alabama-built Pilot Elite AWD test car starts at $52,780.

Freight fees and the optional Radiant Red paint pushed the as-tested price to $54,630.

Honda ditched the sleek, rounded edges of the third-generation Pilot in favor of a return to the more rugged, squared-off look that defined the second-generation model.

The Pilot's front facia is headlined by a blunted, truck-like front end with narrow LED headlights flanking a blacked-out, hexagonal grille.

The Pilot's front end is also equipped with a set of active shutters that automatically open and close to optimize engine cooling and fuel economy.

The Pilot's chiseled rear facia is punctuated by an attractive set of LED taillights, although the turned signals still use incandescent bulbs.

The rear bumper features a pair fake chrome exhaust pipes, something I'm not particularly fond of.

At 200 inches, my test car is about three and a half inches longer than the previous generation Pilot and rivals like the Hyundai Palisade.

Most versions of the Pilot have 7.3 inches of ground clearance, which falls short of the Hyundai Palisade's 7.9 inches and the Subaru Ascent's 8.7 inches.

Those seeking additional ground clearance can opt for the off-road focused Pilot TrailSport, which gets 8.3 inches.

Front-wheel-drive variants of the Pilot can tow 3,500 lbs, while those equipped with AWD are rated for up to 5,000 lbs.

Even though it boasts the same displacement as the outgoing engine, 3.5 liters, and a similar output, 285 horsepower, this is a very different beast.

This is the first Honda V6 in three decades not to feature the brand's iconic VTEC variable valve timing system. The system, which optimized fuel economy at low revs and delivered increased power at higher RPMs, gave Honda's engines multiple, distinct personalities in which the driver would feel a sudden jolt of extra power at high RPMs when VTEC kicks in.

It's a sensation that has made VTEC engines highly sought after among automotive enthusiasts.

In this engine, Honda uses a new system that constantly adjusts its intake and exhaust valve timing. The result is a more linear power delivery and an engine with the lower emissions output that Honda needed to remain compliant with environmental regulations.

The new engine remains whisper quiet at idle and feels silky smooth as it revs freely toward its 6,500 RPM redline. It can also shut down three of its six cylinders when high power output isn't needed to save fuel.

My all-wheel-drive Pilot Elite test car boasts EPA fuel economy figures of 19 mpg city, 25 mpg highway, and 21 mpg combined. Front-wheel-drive models get one additional mpg, while the TrailSport gets one fewer.

In most situations, the Pilot's AWD system sends power only to its front wheels. However, when traction loss is detected, it can send up to 70% of the engine's power to the back wheels. What sets Honda's system apart is that it can send 100% of that power to either one of the back wheels. For example, i-VTM4 can distribute more power to the outside rear wheel in a corner to reduce understeer and improve controllability.

Honda made the Pilot to do many things, but the exhilarating driving machine was not one of them.

The overall driving experience is refined and confidence-inspiring but far from quick.

The naturally aspirated V6 engine, while velvety smooth in operation, doesn't deliver the instant low-end torque of a turbocharged unit or that of an electric motor. At the same time, the Pilot's new 10-speed automatic transmission is geared for efficiency rather than performance.

The result is smooth but tepid acceleration.

According to Car and Driver, the 2025 Pilot can do 0-60mph in 7.2 seconds, which is much faster than it feels.

However, the Pilot's performance is more than acceptable for its intended duties as a dutiful family hauler. There is more than sufficient juice on tap, especially in the higher rev ranges, to get the Pilot and its 4,700 lbs of mass up to highway speeds in a timely manner.

The Pilot's cabin is not fancy. Even in its fully loaded Elite trim, you won't confuse the Pilot for a luxury vehicle. The Pilot lacks the upscale touches like the stitched leather, wood accents, and intricate design flourishes that adorn many of its rivals, which is kind of disappointing given its $55,000 price tag.

However, you will find a spacious, thoughtfully designed cabin made with durable, high-quality materials and filled with useful storage nooks.

However, the heated and ventilated leather seats lacked the supple lumbar support on rivals like the Hyundai Palisade.

The steering wheel features controls for the Pilot's driver assistance features and paddle shifters for the 10-speed transmission.

All other trim levels get a smaller seven-inch display paired with an analog speedometer.

The Elite and Black Edition trims also get a color head-up display projected onto the windshield in front of the driver.

The Pilot's standard seven-inch and optional nine-inch displays are verging on unacceptably small for a vehicle in this segment, especially when compared to the 11 or 12-inch screens found in the Subaru Ascent, Hyundai Palisade/Kia Telluride, and Toyota Highlander.

The screen houses Honda's corporate infotainment system, which debuted a few years back. It does a solid job, but its user interface feels dated compared to other systems on the market.

I do have to give Honda kudos for keeping the physical home, volume, and back buttons which have disappeared in some cars.

In addition, the system is equipped with both wireless Apple CarPlay and Wireless Android Auto.

Honda put the button to activate the system on the end of the windshield wipe stalk to the right of the steering column. It's an unorthodox but ingenious location for the camera button.

This is an example of Honda's thoughtful cabin design. The climate control panel is a perfect blend of rotary knobs, physical buttons, and digital displays that make for easy, idiot-proof use on the fly.

Of the new-age shifter designs, this one is self-explanatory and easy to use. It also opens up the center console and facilitates easy access to the pair of large cup holders.

The Pilot is equipped with a wireless charging pad, a 12V socket, and both USB-A and USB-C plugs.

It pairs well with the infotainment system's CabinTalk PA system that broadcasts the driver's commands through the speakers in the rear of the vehicle.

Lower trim levels are equipped with either seven or nine-speaker, unbranded audio systems.

Instead of opening up and out, the Pilot's moonroof opens by sliding back under the glass over the rear seats. This allows occupants full use of the moonroof even when the roof rack is loaded with cargo.

The cabin in my Elite spec test car came equipped with a second-row bench seat that can be converted to a set of captain's chairs by removing the middle seat.

When installed, the center seat can be folded down to provide additional storage and a pair of cupholders for second row passengers.

Even though it falls about an inch and a half short of the Palisade/Telluride, it beats out the Subaru Ascent and Toyota Highlander by a considerable margin.

The second row has a pair of USB-C sockets and a 110V power outlet.

The two outer seats in the row are heated, but not ventilated like the front seats.

With 32.5 inches of legroom, it beats out the Ascent and Palisade by an inch and the Highlander by more than 4 inches.

That's on par with the Telluride and a few cubic feet ahead of the Palisade and Highlander.

It's also where the removable middle seat module is stored. The Pilot's compact spare tire is located immediately under this compartment.

With the second row-also folded, cargo capacity grows to 112.1 cubic feet.

All Pilots come standard with the Honda Sensing suite of safety tech that includes collision mitigation braking, road departure mitigation, forward collision warning, lane departure warning, lane keeping assist, adaptive cruise control with low-speed follow, traffic sign recognition, traffic jam assist, blind spot awareness, cross traffic monitor, driver attention monitor, and auto high-beam headlights.

In my years of covering Honda, I've noticed that it's as goal-oriented a company as you'll find. Honda engineers and designers work toward a specific goal rather than try to build a car that's all things to all people.

For the Pilot, it's clear their goal was to design a quality family SUV with rugged looks, room for the whole family, and tough enough to withstand even the most destructive of toddlers.

And they've succeeded.

Sure, it's not exactly a speed demon. The infotainment screen is too small, and it doesn't feel as upscale as its price tag would suggest.

But for most family SUV shoppers, what's most important is what Pilot does well.

The Pilot's V6 engine is silky smooth and built to last. It's loaded with pretty much every piece of safety tech under the sun. The cabin is designed and engineered to be spacious and refined while also about as intuitive and idiot-proof as you can get.

In short, it's a vehicle not for showing off on social media but to help you get through everyday life.

And that's why you pay $55,000 for it.