The all-new (and recently reviewed) Honda CR-V and Accord now have traditional gearshift levers poking out of their consoles, but this also-redesigned-for-2023 Honda Pilot kept the old-style gear selector that I still think of as Honda’s “new” shifter.

That is, the somewhat confounding row of buttons that have to be pushed or pulled to engage Drive, Reverse or Park. I whined about this when it debuted on Hondas, seemingly not that long ago, and now it’s gone already, at least on the CR-V and Accord.

But not from the Pilot, which also has a new 10-speed automatic transmission while the CR-V and Accord have CVTs, continuously variable automatic transmissions. And this 10-speed transmission, the normal sort of fluid-drive automatic that’s in millions and millions of other vehicles both new and old, is the source of the only other nit to pick in the 2023 Pilot: It doesn’t shift as smoothly as those stepless CVTs in the two other new Hondas.

But this may be purposeful, for our Pilot is the Trailsport version, which has been toughened up for the “outdoor lifestyle.” As a result, it rides a bit stiffly too, and feels more trucklike than your ordinary, highly civilized Honda, including other Pilot models.

(That outdoor-lifestyle bit is important. Never mind that most of us are sedentary, overweight and citified; virtually every maker of SUVs claims young, hip families that spend their weekends snowshoeing, canoeing and making s’mores over campfires. Some of them probably do.)

In the Pilot, the Trailsport package is much more than mere cosmetics. While all Pilots are now rated to tow 5,000 pounds, this one does so with an extra inch of ground clearance (for water crossings), off-road tires and wheels plus extra underbody protection (for rocky trails), a sophisticated Trailwatch camera (so the driver can eyeball obstacles from ground level), hill-descent control (for when it’s scary steep) and heavy-duty tow points (for when you’re stuck—or someone else is).

The all-independent Trailsport suspension is tuned for off-road driving too, and, in addition to the 10 forward speeds, the transmission and all-wheel-drive system offer Normal, Econ, Snow, Sport, Tow, Trail and Sand modes and something Honda calls Trail Torque Logic, which can apply up to 75% of engine torque to whichever wheel has traction.

This year, the Pilot’s engine, a 3.5-liter gas V-6, has been strengthened and uprated by five horsepower, to 285, and 262 pound-feet of torque. More go also requires more stop, so the new Pilot gets bigger, stronger brakes, too.

Since even a Trailsport Pilot will spend most of its days on pavement, the full Honda Sensing safety package is onboard as well. This uses a powerful computer and an array of sensors to monitor traffic conditions, other vehicles, speed limits, headlights, blind spots, lane markings and even the driver’s attention level, and then sometimes intervenes automatically if deemed necessary.

The Trailsport package also includes the comfort and convenience features that are nice while driving to said trail. These include larger, cushier seats (for up to eight people) with extra head and leg room, extra cargo space, more cupholders, more airbags, a heated wheel, an automatic tailgate and a good deal more yet, including a truly intuitive infotainment system. Plop your smartphone on the wireless charger and your texts, email and calendar, with directions to your next appointment, magically appear on the touchscreen.

The Trailsport is the fifth of six Pilot trim levels, which extend from the base LX ($37,295) up through the Sport, EX-L, Touring, Trailsport and finally the deluxe $53,375 Elite. Our Trailsport, with $455 in special paint and $1,345 in destination and handling fees, came to $50,150. Let me remind you that, back in January, the average sale price of a new car in America topped $49,500 for the first time.

Next week: Ford Maverick XL Hybrid