Two curious facts distinguish the Passport from every other sport/utility on the market. First, it wears the Honda emblem, marking the first time Honda has ventured outside the realm of cars and motorcycles. Second, unlike any other vehicle you?ll find in a Honda showroom, the Passport isn?t really a Honda at all.
Rather, the Passport is an Isuzu. An Isuzu Rodeo, to be exact. Both vehicles are built on the same assembly line at the Subaru-Isuzu joint venture facility in Indiana and share everything except minor trim, emblems and grilles.
We hasten to add that curious doesn?t equate with bad in this case. There?s nothing wrong with the Rodeo. But over the years we?ve come to look for technological leadership, recognizable style and intense attention to fit-and-finish details from Honda. As a result, finding the Honda emblem on a vehicle made by another company is surprise.
The Passport is a good vehicle. But it may not meet everyone?s expectations of what a Honda should be.
In choosing Isuzu for a supplier, Honda got what it needed: A vehicle that could go on sale immediately, built by a company capable of producing a best seller (which the Rodeo is). And Isuzu has plenty of experience in building body-on-frame vehicles, as distinct from the unit-body construction used in most passenger cars. Honda does not.
Choosing the Passport over the Rodeo does have one major advantage: Honda?s dealer network is significantly larger than Isuzu?s. More dealers means wider access to service and parts. On the other hand, Passport prices are slightly higher than those for equivalent Rodeos, and Isuzu?s basic warranty covers the Rodeo for an additional 15,000 miles during the same 3-year period.
These factors aside, the Passport makes a good first impression. It is a stylish vehicle, one that has enough visual interest and bright trim (especially on more expensive models) to make it blend right in at the country club.
The exterior design has some mileage on it now, about five years? worth, and it looks a little angular parked next to some of the newer, rounder sport/utility shapes - the new Chevrolet Blazer/GMC Jimmy, for example, or Ford?s redesigned Explorer. But it has the advantage of being distinctive.
The only external feature we found annoying was the retaining latch for the spare tire carrier. The knob that releases the latch is awkwardly placed and hard to use when the carrier is swung to the side.
Model selection plays a major role in getting a Passport that serves your needs. The basic DX version has a 4-cylinder engine and 5-speed manual transmission and is only available in 2-wheel drive form. Although 4-wheel drive may be something you can do without, the 4-cylinder?s limited power makes acceleration a pretty leisurely business.
We consider the LX and EX models, which are powered by a 175-hp V6, to be better choices. Your options expand with these models: The manual transmission can be replaced with a 4-speed automatic, 4WD is available, and the DX?s rear drum brakes are replaced by discs, better because of their superior resistance to heat buildup and consequent fade. All three Passport models include rear-wheel anti-lock brakes (ABS). A 4-wheel ABS system isn?t available.
Although the exterior design is weathering well, the Passport?s interior looks dated with its blocky angles. Nevertheless, the instrument and control layout is efficient because all major gauges are grouped for easy readability. The instrument cluster is surrounded by handy switches for lights and wipers, and the controls for the effective temperature control system are simple and easy to use.
Our only gripe with our test Passport?s secondary controls was the audio system. The tiny push-button controls were irritating to use even when the vehicle was sitting still, and nearly impossible for the driver to adjust when the Passport was rolling down the road.
