Honda Pilot - A solid performer that could use a tiny update
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| Honda Pilot - A solid performer that could use a tiny update |
Back in 2002, Honda decided to use its comprehensive skills as an automaker to bring out its first family-size crossover, called the Pilot, after ironically losing its SUV way rebadging an Isuzu as an one of its own.
In 2009, the second generation Honda Pilot flew down the runway, expanding in size, content and tech as others like Ford (Flex) and GM (Chevrolet Traverse, plus its Buick, GMC and Saturn cousins) came out with 200-inch-plus 8-passengers crossovers themselves.
In a world where most cars and trucks are getting bigger (three inches in length and an inch in height and width for Honda’s) how is the latest version of the latest Pilot flying in 2011?
· Honda haberdashery – Here’s a unit body construction crossover that still looks like a traditional boxy SUV, and doesn’t look all that different than the first version, even after its 2009 redesign. It begins with a squared-off nose with conspicuous chrome-framed grill with floating brushed alloy centerpiece flanked by big headlights over a sculpted bumper with lower air intake and black-trimmed brush guard. Angular front fenders have big flat-edged flares framing 17-inch tires on six-spoke black and silver alloy wheels. There’s some rake to the windshield, its frame flowing nicely into the fender accent lines flowing off those bigger headlights. The flanks are relatively flat bar some center line sculpting above the black and chrome side rub strip and tucked-under sill, with petite mud flaps front and rear. The back end is boxy, with rectangular taillights that wrap around, the smoked glass rear window on a top-hinged power hatch with lift-up glass window, step bumper and twin chrome pipes. It looks a bit plain, but solid and unassuming in its well-applied alabaster silver paint job with Honda’s usual attention to fine fit and finish. Some, like my wife, said it looked big.
· Honda habitat - Our all black hard plastic dashboard had silver accents here and there, and a translucent aqua-green overlay on the center stack. But it’s the big central 140-mph speedometer with white backlit LCD trip computer display, flanked by an 8,000-rpm tach on the left and gas and temperature gauge on the right that caught my attention. All of the gauges' orange needles seem to float on the icy white luminescent background under glass printed with the numbers. It’s viewed through a tilt and telescope steering wheel with thick leather rim and stereo, cellphone, Bluetooth, cruise control, voice control (stereo, navigation, fan speed and other adjustments) and trip computer buttons on its silver-accented center. Parking brake, the park assist sonar and stability controls are on the left. Then we have 48 buttons or knobs on the dash center stack – busy. Inset under a dash top center hood is a big, clear LCD screen for the navigation, Zagat’s restaurant review display, AM-FM-XM-CD-DVD audio system – making it a touch screen might have lessened the buttons. And although you can voice command much of it, the screen doesn’t display lists of possible commands like the next-generation version in the Odyssey minivan we tested, so it’s a verbal hunt and peck. A slim LCD display under it offers dual-zone temperature, vent settings, clock and audio system info. Then there’s all those controls for the superb stereo, CD/DVD and dual-zone a/c and rear climate control, plus seat heaters. The storage nook under that is hard plastic, and noisy if you plant a cellphone or iPod there. Then there is Honda’s familiar twist-and-tap knob for the LCD screen's systems, with separate select buttons for audio, satellite navigation, menu, setup and screen illumination. It works fine, but it’s time to move ahead and lessen the buttons. A high-mounted gearshift is on the left, a 12-volt outlet to the right. The wide center console has a sliding door that shows off, or hides, two storage spaces and two cup holders, with another 12-volt power outlet, 110-volt outlet, an audio jack for MP3 players and a cabled USB port for thumb-drives and iPod connectors under the center armrest. The glove box is OK, the door map pockets small, with water bottle slots under backlit window controls. Living is comfy up front in the Pilot’s seat, supportive with power adjustments and two memory presets for the driver. They are also at a nice height to climb into. The second-row seats were very roomy thanks to a three-inch wheelbase stretch in the 2009 redesign, even offering room for three if the center armrest is stowed. There’s rear a/c controls and vents as well as A/V inputs for video cameras or gaming systems, plus three headphone jacks with volume and two wireless headphones for the overhead DVD system. Like the Odyssey, the DVD system's remote works docked overhead, or in your hand. And Honda’s Active Noise Cancellation meant we heard some pleasant engine snarl and tire noise, but it remained fairly quiet inside. The second-row slides for more room for third row residents or to access that back row, although once there, there’s just enough room for two moderate-size folks, but leg room is tight and it is none too easy to get back there. There’s also side window manual sun shades. Aft of them, the 18-cu.ft. cargo area behind is plenty big, with a deep hard plastic storage bin underneath with cargo net. The third row splits and folds for a flat carpeted floor, and the second row down the same for lots more (87-cu.ft) space, wide enough for a 4-foot board. Another 12-volt outlet and remote power rear door add to the design, as does the handy separate glass window and a hatch high enough for tall folks to stand under.
· Pilot power – The familiar 3.5-liter i-VTEC V-6 had a decent 250-hp hooked to a smooth-shifting 5-speed automatic. That gave our 2,500-mile-old test Pilot smooth passing power and 60-mph in 8 seconds. That’s about the same as a three-row, 275-hp Buick Enclave, while a 230-hp Mitsubishi Outlander GT did it in 7.7, and a 276-hp Kia Sorento EX did it in 7 flat with an average 20-mpg. The Honda has Variable Cylinder Management that transparently cuts the V-6 to three cylinders at speed, telling us with an “ECO” on the dash and about 18-mpg overall – OK, not great. With a platform that can be traced to the Odyssey minivan, you’d expect the Pilot to drive nicer than the SUV it looks like, and that’s right. McPherson strut front and multi-link rear suspension and a stiff unit body construction, plus our four-wheel-drive with a center differential lock mode button in first or second gears (up to 18 mph). It was pretty nimble, leaning a bit then staying there, the front-wheel-drive biased four-by-four system hanging on OK with stability control visiting, a touch of understeer when pushed. Off-road, the Pilot went up and over berms and easily went through minor muddy or sandy trails, but we heard fallen branches touch its underside. VTM-4 directs power to the wheels with the most traction, and that was really handy in a drowning thunderstorm. With its standard towing hitch receiver, our 4-wheel-drive Pilot will tugboat up to 4,500 pounds. It will also get down a dirt road with a supple suspension absorbing bumps without bounce or rattle. The Mitsubishi Outlander Sport we recently tested was also pretty nimble, while the Sorento was a bit softer. Power steering had a nice feel, while the brake pedal had a reassuring feel, with a bit of nose dive on hard braking and minimal fade.
· Pilot payments – There’s four model choices (LX, EX, EX-L and Touring), the base two-wheel-drive LX starting at $28,045; our top of the line Touring with the navigation and rear DVD was $40,395. That includes three-row side curtain airbags with a rollover sensor; driver's and front passenger's side airbags and anti-lock brakes with electronic brake distribution and brake assist. Other standards are front and rear air conditioning with air-filtration, keyless entry, digital compass, auto on/off headlights and side-mirror integrated turn indicators, built in Lincoln, Alabama. A Buick Enclave CXL is about the same, while the Outlander and Sorento are less.
· Bottom line – The new Honda Pilot isn’t changed much from its 2009 intro, and that’s OK. It isn’t luxurious – buy an Acura MDX if you want more. But its clean, comfortable, precision built and comfortable to drive, with everything you need to haul people and poundage. But it is time to move that navigation/audio interface to a less button-happy level. And a six-speed transmission would be nice, and maybe more fuel-efficient.
2011 Honda Pilot Touring
Statistics:
Vehicle type - 7-passenger compact crossover sports utility vehicle
Base price - $40,395 (Same- as tested)
Engine type – aluminum SOHC 24-valve i-VTEC V-6
Displacement – 3.5-liter
Horsepower (net) - 250 @ 5,700 rpm
Torque (lb-ft) - 253 @ 4,800 rpm
Transmission - 5-speed automatic
Wheelbase – 109.2 inches
Overall length – 190.9 inches
Overall width – 78.5 inches
Height – 72.7 inches
Front headroom - 40 inches w/sunroof
Front legroom – 41.4 inches
Center headroom – 39.8 inches
Center legroom – 38.5 inches
Rear headroom – 38.2 inches
Rear legroom – 32.1 inches
Cargo capacity - 18 cu.ft./47.7 with rear seats flat/87 w/2nd and 3rd row folded
Towing capacity - up to 4,500 lbs.
Curb weight – 4,608 lbs.
Fuel capacity - 21 gallons
Mileage rating - 16-mpg city/22-mpg highway
Last word – A solid performer, that could use a tiny update
By Dan Scanlan - MyCarData
