When you buy a family SUV, you’re looking for safety, space, and something that won’t chew through your wallet every few thousand miles. But here’s what many buyers overlook: brake maintenance.
It might not be the flashiest spec on the brochure, but brake longevity can make a huge difference in long-term ownership costs and peace of mind. Especially if you’ve got a full carpool, a packed trunk, and a lot of stop-and-go traffic in your life.
Some SUVs are built with high-quality brake systems and smart engineering that spreads the stopping force evenly and conserves pads. Others? They burn through brakes like a kid through Halloween candy—often needing new pads (and sometimes rotors) far earlier than expected.
And let’s be real: constant brake jobs aren’t just annoying—they’re expensive, and if neglected, they can snowball into bigger safety risks. So whether you’re shopping for your next ride or just want to know how your current SUV stacks up, we’ve done the digging.
Family SUVs That Rarely Need Brake Jobs
In this article, we’ll spotlight 5 family SUVs that are known for brake reliability and rarely need service, followed by 5 that tend to grind through pads quicker than average. No fluff, no sugar-coating—just straight talk from real-world data, owner feedback, and maintenance records.
Let’s hit the brakes on bad surprises—starting with the good guys.
1. Toyota Highlander (Especially Hybrid Models)
Brake Pad Longevity: 60,000–90,000 miles
The Highlander, particularly the hybrid variant, uses regenerative braking that dramatically reduces wear on conventional brake pads.
Drivers regularly report going 80,000 miles or more without needing replacements. Toyota’s brake components are also designed for long-term reliability, and parts are affordable if you ever need them.
Toyota has a strong lineup of three-row SUVs, and the Highlander Hybrid is among the more car-like options available. It offers seating for seven or eight passengers and is designed with fuel efficiency in mind, making it a practical choice for families.
The hybrid powertrain combines a 2.5-liter four-cylinder engine with three electric motors, generating a total of 243 horsepower and now coming standard with all-wheel drive.
While it doesn’t aim to be sporty or thrilling to drive, it delivers a smooth and composed ride that easily keeps up with everyday traffic. The Highlander Hybrid emphasizes comfort and efficiency rather than performance, which suits its purpose as a family hauler.
Due to its relatively tight third row, this SUV is ideal for smaller families who occasionally need extra seating. For those who require more interior space, the Toyota Grand Highlander Hybrid offers a roomier cabin along with a more powerful hybrid system.
Alternatively, buyers looking for maximum space and similar hybrid efficiency might consider the Toyota Sienna minivan, which shares its powertrain with the Highlander Hybrid and is available with either front- or all-wheel drive.
The 2025 Highlander Hybrid ranks #10 among Best Hybrid Mid-Size SUVs. In comparison, the Toyota Grand Highlander Hybrid leads the segment, followed by models like the Mazda CX-90 Hybrid, Toyota Land Cruiser, Hyundai Santa Fe Hybrid, and Toyota Crown Signia. The Highlander Hybrid starts at $47,815, placing it competitively in a crowded field of hybrid family vehicles.
For 2025, Toyota has made all-wheel drive standard across the Highlander Hybrid lineup. To celebrate 25 years of the Highlander nameplate, Toyota has introduced a special 25th Anniversary Edition, based on the Limited trim.
This edition includes unique exterior and interior touches like special badging on the headrests, puddle lamps, floor mats, and even a customized “key glove.” It also features exclusive bumpers and side skirts. Meanwhile, the LE trim and its LE Nightshade variant have been discontinued.
Pricing for the 2025 Highlander Hybrid ranges from $47,815 to $55,470, depending on the chosen trim and options. The XLE trim is recommended as the best overall value. It includes amenities such as heated front seats, a wireless smartphone charging pad, and a power sunroof.
Upgrading to the available 12.3-inch infotainment system is also worthwhile, as it offers a more modern interface and better usability. Toyota also provides a new vehicle comparison tool that lets buyers evaluate the Highlander Hybrid alongside up to four other models.
Under the hood, the Highlander Hybrid’s 2.5-liter four-cylinder engine is paired with three electric motors to produce 243 horsepower.
This setup is mated to a continuously variable automatic transmission (CVT), with all-wheel drive included as standard. The hybrid system is more efficient than the non-hybrid Highlander and delivers a stable but uninspiring driving experience. For those seeking more excitement behind the wheel, the Mazda CX-90 plug-in hybrid offers a more dynamic ride.
In performance testing, the Highlander Hybrid accelerated from 0 to 60 mph in 7.3 seconds, nearly identical to the 7.2 seconds recorded by the non-hybrid four-cylinder version. This confirms the hybrid model is quick enough for daily driving needs, even if it isn’t sporty.
Fuel economy is one of the Highlander Hybrid’s biggest strengths. The EPA estimates 35 mpg in both city and highway driving for most trims, though the highway figure drops slightly to 34 mpg for the Limited and Platinum versions.
However, during real-world testing at a steady 75 mph, a Highlander Hybrid Platinum returned just 28 mpg, falling short of its EPA rating. For official fuel economy details, consult the EPA’s website.
Inside, the Highlander Hybrid features a modern, attractive cabin that complements its exterior styling. The XLE trim can seat eight passengers using bench seats in the second and third rows, though a seven-passenger configuration with second-row captain’s chairs is optional and standard on higher trims.
Passenger space is more generous than in the Mazda CX-90, but it falls short of the roominess offered by the Chevrolet Traverse and Toyota Grand Highlander, especially in the third row. Cabin materials are of good quality across the board, and the Limited and Platinum models include additional comfort features.
However, when compared to the upscale interiors of rivals like the Hyundai Palisade and Kia Telluride, the Highlander still trails slightly in terms of luxury and refinement.
As for cargo space, the area behind the third row is fairly limited—only accommodating four carry-on suitcases, whereas the Traverse can fit six.
Why It Lasts:
- Regenerative braking takes the load off traditional pads
- Conservative tuning avoids harsh stops
- High-quality OEM parts
Also Read: 5 Cars That Can Idle Forever and 5 That Overheat at Stoplights
2. Honda Pilot
Brake Pad Longevity: 50,000–80,000 miles
The Pilot is a favorite among families for its reliability and brakes are no exception. It strikes a balance between weight and performance that allows pads to wear evenly over time.
Unless you live in the mountains or tow frequently, pads typically last well into the 70,000-mile range. If your next mid-size, three-row SUV needs to prioritize a spacious interior, a smooth ride, and features geared toward families, the 2025 Honda Pilot checks all those boxes—and even throws in a few extras.
Under the hood, a well-tuned 285-hp V-6 engine is paired with a 10-speed automatic transmission that handles daily driving duties with refinement. Honda gives buyers a choice between front- or all-wheel drive, catering to different driving preferences.
For those who lean toward outdoor adventure, the rugged TrailSport trim is the most suitable pick. It stands out with an additional inch of ground clearance, underbody skid plates, and all-terrain tires that make it more trail-capable than other trims.
Infotainment is also handled well on most versions. Except for the base Sport trim, every Pilot comes with a 9.0-inch touchscreen that includes all the connectivity features today’s families expect.
When it comes to aesthetics, however, the Pilot’s design doesn’t exactly turn heads. It looks somewhat uninspired next to visually sharper competitors like the Jeep Grand Cherokee L and Hyundai Palisade.
But what the Pilot lacks in curb appeal, it makes up for with practical strengths. It boasts a spacious cargo area and a simple, functional interior layout that’s user-friendly and easy to get comfortable in—qualities that matter most to busy families.
Still, despite its broad capabilities, the Pilot faces stiff competition in what is arguably the most crowded and cutthroat vehicle segment today: mid-size SUVs and crossovers.
This category is filled with top-tier family vehicles, including the Kia Telluride, Toyota Grand Highlander, and Mazda CX-90. Against such high-caliber rivals, the Pilot’s advantages appear less distinctive, which ultimately places it as a solid but mid-tier choice in a class with more than 30 contenders.
Why It Lasts:
- Mid-weight chassis reduces stress
- Smooth transmission avoids jerky stops
- Brake force distribution is well-engineered
3. Subaru Ascent
Brake Pad Longevity: 60,000–85,000 miles
Though it’s an AWD SUV, the Ascent’s pads last longer than you’d expect. Subaru’s symmetrical AWD system helps distribute braking force evenly, reducing localized wear.
It also uses electronic brake-force distribution and soft-pedal tuning to stretch pad life.
The 2026 Subaru Ascent is shaping up to be the midsize SUV that continues Subaru’s legacy of blending rugged capability with family-focused practicality. Known for its sturdy build quality, standard all-wheel drive, and spacious three-row layout, the Ascent has carved out a reputation as a dependable option for families who don’t want to compromise on versatility.
Now, Subaru is preparing to roll out a refreshed version of the Ascent for the 2026 model year—one that many expect will bring a mix of updated technology, performance enhancements, and subtle design tweaks to keep it competitive in a fierce segment.
Under the hood, the 2026 Ascent will retain Subaru’s tried-and-true 2.4-liter turbocharged BOXER® engine, a powertrain that has earned credibility for balancing strength and reliability.
Although official specifications are still being kept under wraps, industry insiders suggest that the engine will produce around 271 horsepower and 290 lb-ft of torque.
It will be paired with an updated version of Subaru’s Lineartronic® CVT, which is expected to deliver shorter shift times and improved overall efficiency—two welcome upgrades for daily driving and longer road trips alike.
One of the Ascent’s defining features remains its standard Symmetrical All-Wheel Drive, included across all trims. This sets it apart from competitors like the Honda Pilot and Toyota Grand Highlander, which only offer AWD on select versions.
Subaru’s AWD system continues to be a major draw for buyers in colder climates or anyone who enjoys weekend getaways that include gravel roads, light trails, or unpredictable weather conditions. It’s a big part of what makes the Ascent appealing to families who lead active lifestyles and need a vehicle that can keep up.
In addition to the drivetrain, there are also rumors pointing to the introduction of new dual drive modes, with selections like Intelligent, Sport, Snow/Dirt, and Off-Road. These drive modes would allow drivers to tailor the SUV’s behavior based on road conditions and terrain, further boosting its all-weather, all-purpose capability.
While fuel economy figures aren’t finalized yet, early estimates suggest a modest bump in efficiency, potentially bringing the Ascent to 23 mpg combined. Official EPA numbers are expected closer to the model’s release date.
Why It Lasts:
- Even brake distribution
- Moderate curb weight for its size
- Conservative acceleration and deceleration curves
4. Mazda CX-9
Brake Pad Longevity: 55,000–75,000 miles
Mazda’s flagship SUV benefits from the brand’s lightweight Skyactiv engineering, which pays off in lower brake wear.
Despite its size, the CX-9 handles more like a sedan, requiring less aggressive stopping power in typical driving. Beyond its strong acceleration capabilities, the Mazda CX-9 also stands out for its efficiency.
According to the EPA, it delivers better fuel economy than many other vehicles in its class. The front-wheel-drive version earns EPA ratings of 22 mpg in the city and 28 mpg on the highway. However, opting for all-wheel drive drops both of those figures by 2 mpg.
In our real-world highway fuel-economy test, the all-wheel-drive CX-9 hit its 26-mpg rating, confirming the EPA estimate. For drivers interested in more details on fuel efficiency, the EPA’s website offers comprehensive information about the CX-9’s economy ratings.
Step inside the CX-9, and you’re greeted by a cabin that impresses with high-end materials and a refined design. While the interior is undeniably elegant, it comes with trade-offs—most notably in space. The CX-9’s interior wouldn’t feel out of place in a premium-brand SUV like an Audi, thanks to Mazda’s thoughtful use of materials.
Soft-touch plastics with attractive graining, brushed aluminum accents, and, in the Signature trim we tested, genuine rosewood all contribute to an upscale feel. That said, the vehicle’s smaller footprint does result in real-world space limitations. Behind the third row, we were only able to fit two carry-on suitcases—just a third of what the larger Ford Explorer managed.
Still, Mazda made the second- and third-row seats easy to fold, and once they’re down, the CX-9 provides a flat load floor that simplifies hauling larger items. With all rear seats folded, the SUV fit a total of 25 carry-on cases, making it versatile despite its more compact dimensions.
Why It Lasts:
- Lighter than rivals in its class
- Excellent brake modulation
- Pads wear evenly due to chassis balance
Also Read: 5 SUVs With the Best Headlight Throw and 5 With Dark Spots
5. Lexus RX
Brake Pad Longevity: 60,000–90,000 miles
As a luxury family SUV, the Lexus RX doesn’t just provide comfort it keeps service intervals low. Like its cousin the Highlander, the RX Hybrid benefits from regenerative braking.
Even gas models tend to have long pad life thanks to Lexus’ emphasis on smoothness and efficiency. Lexus has been working to move away from its reputation for being overly conservative, aiming instead to project a fresher, sportier vibe—and so far, it’s making headway.
That said, when it comes to the RX Hybrid, comfort still takes center stage. Even the F Sport Performance variant, which is the most aggressive of the lineup, sticks to Lexus’s signature soft suspension.
That’s not necessarily a drawback if luxury is your priority, because the RX nails that aspect—but don’t let the sharply styled exterior fool you into expecting a thrilling ride.
The RX Hybrid comes with three fuel-efficient powertrains, all mated to all-wheel drive: there’s the 246-hp RX350h, the 366-hp RX500h F Sport Performance, and the 304-hp RX450h+ plug-in hybrid, which delivers an estimated 37 miles of electric-only driving range.
Inside, every model features a well-appointed cabin with comfortable seating and an intuitive infotainment system. If your heart is set on a hybrid but you’re looking for a bit more engagement behind the wheel, take a look at the Volvo XC60. And if driving enjoyment tops your list, the BMW X3 and Porsche Macan are stronger contenders.
Why It Lasts:
- High-grade materials
- Hybrid models save brakes with regen
- Built for comfort, not aggressive performance
Family SUVs That Burn Through Pads
If you’re shopping smart—or trying to figure out why your service bill keeps creeping up—knowing which SUVs are hardest on their brakes can save you time, money, and headaches. Let’s dive into the biggest culprits.
1. Ford Explorer (2011–2019)
Brake Pad Longevity: 20,000–35,000 miles
The Explorer, especially earlier sixth-gen models, is known for heavy brake wear. It’s a big vehicle, and its braking system has struggled to manage the weight.
Frequent pad and rotor replacements are common, especially for city drivers. The Ford Explorer saw significant updates last year, with a complete overhaul that shifted it from a traditional SUV to a car-based seven-passenger crossover.
Now in its second model year, the 2012 Ford Explorer crossover introduces a new engine option: a 2.0-liter turbocharged inline-four, which joins the existing naturally aspirated 3.5-liter V-6.
For drivers who aren’t concerned with getting from point A to B in a rush and prefer to stretch every gallon, the 2012 Explorer equipped with the 2.0-liter EcoBoost four-cylinder engine—a new-to-the-U.S. powerplant—could be a smart pick. This engine is offered at a $990 premium over the standard 290-hp 3.5-liter V-6, which produces 255 lb-ft of torque.
The 2.0-liter I-4 delivers 240 horsepower and 270 lb-ft of torque, and it’s engineered to achieve what Ford claims is best-in-class fuel economy according to the EPA’s test cycle. Aside from the new engine, the only other updates for 2012 are a handful of new paint colors. Buyers can now choose from Ginger Ale Metallic, Dark Blue Pearl Metallic, Cinnamon Metallic, and Black.
The 2012 Explorer still comes with standard seven-passenger seating. However, even though the cabin appears spacious at first glance, our testing showed that looks can be misleading—interior space is actually a bit tight for a crossover designed to seat seven. On the upside, the 2012 Explorer continues to pack in plenty of tech, including features like Sync and MyFord Touch.
Why It Wears Out:
- Heavy curb weight
- Undersized brakes for its mass
- Cheap OEM pads wear fast
2. Dodge Journey
Brake Pad Longevity: 15,000–30,000 miles
Despite being one of the cheapest midsize SUVs of the last decade, the Dodge Journey also racked up complaints about premature brake wear.
Some owners report replacing pads and rotors every 20,000 miles or less sometimes annually. For 2020, the Dodge Journey is sent once more unto the breach in an attempt to woo you over with its low price and … well, not much else.
This small seven-seat SUV was once available in a multitude of trim levels and offered a strong optional V6 engine and available all-wheel drive. Now Dodge has stripped the Journey down and simplified it to only two trim levels and one available engine and transmission. It also can only be had in front-wheel drive.
Once briefly ahead of its time, the Journey has been largely forgotten by Dodge and left with a low-budget interior, an underpowered engine and subpar driving dynamics.
Even its low starting price isn’t enough to make much of a case for the Journey since most of its main competitors can be had for similar money.
In its class, the Kia Sorento leads the way with more space, an abundance of features and an excellent warranty, with the stylish Volkswagen Tiguan coming in second thanks to its safety features and user-friendly tech interface. The recently rehabilitated Mitsubishi Outlander is a more distant third but is still a considerably better option than the Journey.
Why It Wears Out:
- Budget braking components
- Poor heat dissipation
- Rear pads wear out oddly fast
3. Chevrolet Traverse (2009–2017)
Brake Pad Longevity: 25,000–40,000 miles
The older Traverse is big, heavy, and has brake hardware that’s just not up to the job. Early models often needed new pads and rotors every 25K to 30K miles.
GM improved this in later redesigns, but first- and second-gen models are infamous for chewing through pads. The Chevrolet Traverse is offered with only one engine and transmission pairing: a 3.6-liter V6 connected to a six-speed automatic transmission with manual shift control.
In the LS and LT trims, which feature a single exhaust system, the V6 generates 281 horsepower and 266 pound-feet of torque. However, in the higher-end LTZ trim, performance is slightly boosted thanks to a dual-outlet exhaust, bringing output to 288 horsepower and 270 lb-ft of torque.
According to EPA estimates, front-wheel-drive versions of the Traverse return 17 mpg in the city, 24 mpg on the highway, and 19 mpg combined. The all-wheel-drive variants post nearly identical numbers, with ratings of 16 mpg city, 23 mpg highway, and 19 mpg combined. When properly equipped, the Traverse can tow up to 5,200 pounds.
In terms of safety, every 2010 Chevrolet Traverse comes standard with antilock disc brakes, traction and stability control, front seat side-impact airbags, and side curtain airbags that cover all three rows. Also included is a one-year subscription to GM’s OnStar service, which features turn-by-turn navigation and hands-free phone connectivity.
The Traverse has also performed exceptionally well in crash testing. In both the frontal- and side-impact tests conducted by the National Highway Traffic Safety Administration, it earned a perfect five-star rating for occupant protection.
It also received top marks from the Insurance Institute for Highway Safety, earning the highest rating of “Good” in both frontal-offset and side-impact crash evaluations.
Why It Wears Out:
- Undersized front brakes
- Towing or hauling speeds up wear
- Frequent warping of rotors
4. Volkswagen Atlas
Brake Pad Longevity: 25,000–40,000 miles
Despite being a modern SUV, the Atlas doesn’t go easy on its pads.
Owners frequently complain of pads and rotors wearing out under 40,000 miles often with both needing replacement at once. Braking performance is decent, but longevity is not.
The 2025 Volkswagen Atlas is a three-row midsize SUV, making it the biggest vehicle in VW’s lineup and a good choice for growing families.
It sits above the compact Tiguan and subcompact Taos. There’s also the Atlas Cross Sport, a slightly smaller two-row midsize SUV. The Atlas has been around since 2018, but it received a significant refresh last year to keep it up-to-date. As a result, changes are minimal for 2025.
The Volkswagen Atlas gets high marks in this category as you can comfortably accommodate adult-size passengers in all three rows with easy access, too. You’ll also have enough room for their gear since the Atlas boasts up to 20.6 cubic feet of cargo capacity behind the third row.
One area where it could use a little boost is power. The 269-horsepower four-cylinder engine is adequate for most drivers and can tow up to 5,000 pounds, but when compared to other SUVs in the class, it might feel a bit sluggish when getting up to speed.
The Volkswagen Atlas runs in a very competitive class that’s dominated by the Kia Telluride and related Hyundai Palisade. Its recent refresh should help keep it competitive against newer entrants that include the Toyota Grand Highlander, Mazda CX-90, and Hyundai Santa Fe.
Why It Wears Out:
- Heavy and wide
- No regenerative braking
- Rotors and pads often wear together
5. Nissan Pathfinder (2013–2020)
Brake Pad Longevity: 20,000–35,000 miles
This generation of the Pathfinder had a number of drivetrain complaints, but brake wear was another common sore spot. Pads wear quickly and tend to overheat, especially in hilly areas. Premature rotor warping adds extra cost to routine service.
For 2020, the Pathfinder carries over unchanged. Last year’s updates included adding front- and second-row USB-C ports and a trickle-down to lower trim levels of advanced driver aids such as adaptive cruise control, blind-spot monitoring and rear cross-traffic alert.
The Rock Creek appearance package, which debuted last year, returns for 2020 and dusts the Pathfinder with a bit of mojo from its earliest days as a formidable off-road SUV.
Today’s three-row family crossover Pathfinder shares nothing but a name with the original issue model, but it’s still a capable SUV in other ways.
It’s one of the few three-row SUVs that can tow up to 6,000 pounds regardless of trim level, thanks to a torque-rich 3.5-liter V6 engine. Only the Dodge Durango is rated for heavier towing. All Pathfinders also offer optional all-wheel drive.
But beyond its towing chops and smooth power delivery, the Pathfinder is a bit of a letdown. The native infotainment system feels about five years behind, and the lack of Apple CarPlay or Android Auto means there’s no workaround. Other drawbacks include mediocre outward visibility, less cargo space than some top rivals offer, and some harshness in the ride quality.
The 2020 Nissan Pathfinder remains a solid jack-of-all-trades SUV with plenty of capability and passenger room and an easy driving demeanor. If you can sacrifice some towing capability, however, there are better choices.
The Ford Explorer, Kia Telluride and Volkswagen Atlas all start around the same price and can tow 5,000 pounds or more. The aforementioned Durango is also worth a look.
Why It Wears Out:
- Mediocre brake heat resistance
- Prone to rotor issues
- Aggressive downshifting from CVT puts strain on brakes
If you’re buying a family SUV and want to save money in the long run, choosing one with long-lasting brakes can make a real difference.
Hybrids with regenerative braking (like the Toyota Highlander or Lexus RX) tend to have the longest pad life. On the flip side, heavy SUVs with under-engineered braking systems (like the Dodge Journey or Ford Explorer) can turn into brake-shop regulars.
