No one at Honda will argue that their outgoing Pilot, which while a good, reliable and utile mid-size crossover, wasn’t dated. Its
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| Photo: Karen Tuggay, Canadian Auto Press |
tall, boxy, traditional SUV styling might still work for a true off-roader like Land Rover’s LR4, but more often than not the seven-year old second-generation Pilot was overlooked by today’s CUV buyer seeking a sleeker, more stylish ride. As of May 2015, this stopped being an issue.
That was the month the 2016 Honda Pilot went on sale, a vehicle that went from passé to preeminent in one very thorough redesign. The only thing that stays the same is the displacement of its standard 24-valve, SOHC, cylinder-deactivated 3.5-litre V6, with everything else new.
Direct-injection adds 30 horsepower and 9 lb-ft of torque for a total of 280 and 262 respectively, while standard six-
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| Photo: Karen Tuggay, Canadian Auto Press |
and optional nine-speed automatics, the latter with a fancy pushbutton selector, steering wheel paddles and idle start/stop make sure it’s as up-to-date as electromechanically possible. Honda’s Active Eco Assist continues to reduce engine and HVAC performance while minimizing output when using cruise control, standard Agile Handling Assist adds brake pressure to the inside wheels during high-speed cornering to limit understeer, optional Intelligent Variable Torque Management (i-VTM4) AWD adds dynamic torque vectoring that combines with new a Intelligent Traction Management system featuring Normal, Snow, Mud and Sand modes for improved
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| Photo: Karen Tuggay, Canadian Auto Press |
handling in dry and wet or otherwise slippery conditions (the FWD version gets Normal and Snow modes), or so Honda claims.
It was mostly sunny during my test week, so while I prodded the throttle and pushed the big CUV’s envelope as much as possible I wasn’t able to experience its reactions in untoward weather. It was certainly capable in the dry, however, my Touring tester’s 113 kilos (249 lbs) of lost weight resulting in a much nimbler vehicle despite being a lot larger. It’s 80 millimeters (3.1 inches) longer than the old one with a 45-mm (1.8-inch) longer wheelbase, while its width has grown by 34
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| Photo: Karen Tuggay, Canadian Auto Press |
mm (1.3 inches). This said its height is shorter by 65 mm (2.5 inches), the latter partially due to 17 mm (0.7 inches) less ground clearance, now a more car-like 185 mm (7.2 inches). This aids handling, of course, while the weight loss improves fuel economy.
My Touring tester’s more sophisticated gearbox made it almost as thrifty with its standard AWD as the base FWD model, with a five-cycle EnerGuide fuel economy rating of 12.4 L/100km city, 9.3 highway and 11.0 combined; the base model’s combined rating is 10.8, whereas the six-speed auto with AWD is good for 11.3 combined city/highway. All said even last year’s brick on wheels managed 11.5 and 12.0 combined in FWD and AWD guise.
Before we start denigrating the new design for not making enough gains at the pump,
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| Photo: Karen Tuggay, Canadian Auto Press |
don’t forget to factor in its overall growth. While you’ll need a bit more space when parking, it delivers big in interior roominess in all three rows. Second- and third-row legroom is much more generous, although the latter impinges on available cargo space behind its 60/40 split-folding seatbacks, reduced by 65 litres (2.3 cubic feet) to 524 litres (18.5 cubic feet) in the bottom five trims and cut even more in my Touring tester that measures 510 litres (18.0 cubic feet) behind the rearmost row. The rest of the new Pilot’s gear hauling news is good, however, with 232 litres (8.2 cubic feet) more volume behind the second row, now measuring 1,583 litres (55.9 cubic feet) with lower trims and 1,557 litres (55.0 cubic feet) in the Touring, while maximum cargo volume has grown by 608 litres (21.5 cubic feet) to 3,092 litres (109.2 cubic feet) in lesser models and 3,072 litres
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| Photo: Karen Tuggay, Canadian Auto Press |
(108.5 cubic feet) with the Touring. What’s more, AWD models can tow 223 kilos (492 lbs) of additional trailer weight at 2,268 kg (5,000 lbs).
I would’ve loved to test it out with a classic Chris Craft in tow or even a little Airstream, although something more modern would probably suit the new Pilot better. The SUV’s styling is all about new, but then again Honda hasn’t held back instilling its fair share of CR-V cues. The Pilot’s grille, for instance, starts with three straightforward chromed slats spanning its upper section, not dissimilar to the smaller ute in shape or execution (especially the upcoming 2016 CR-V Hybrid), but it then deviates from the norm with the top slat stretching further outward to meld into the uniquely shaped headlamp clusters, the latter being visually
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| Photo: Karen Tuggay, Canadian Auto Press |
complex combination lights that boast white LEDs running overtop before wrapping around their extremities, just ahead of yellow turn signals, while surrounding a set projector LEDs in my test model.
These overarching white LEDs are probably my favourite Pilot design elements due to sheer oddity, the rest of the grille, bumper, lower fascia and corner fogs so simple they’re almost dull in comparison. The Pilot’s profile and rear end design could also be from any rival, Nissan Pathfinder comes to mind, although the multi-angle taillights mirror the front LEDs and therefore add a unique albeit slightly more awkward element, while reminding me a bit too much of the rear lenses on a Subaru Outback. So what do I really think? My first inclination was to slam the design for being both strangely unusual yet somehow bland, like Honda doused vanilla ice cream with sriracha sauce and is now attempting to serve it up as
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| Photo: Karen Tuggay, Canadian Auto Press |
something tasty (don’t knock it ’til you try it), but the new Pilot is so good in every other way that it’s totally won me over despite its styling. I’m hoping I’ll warm up to it over time.
Speaking of good, that sheetmetal and body shell is comprised of 21.3 percent ultra-high-strength steel and 5 percent aluminum or magnesium, whereas 34.5 percent of the body structure, particularly areas prone to MVA damage, is made from mild-strength steel to minimize repair costs. Honda says this more rigid Next-Generation Advanced Compatibility Engineering (ACE) body makes the passenger compartment safer in a collision while improving handling and reducing NVH levels, the latter also aided by active control engine mounts and active noise cancellation.
The
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| Photo: Karen Tuggay, Canadian Auto Press |
undercarriage is fully independent with struts up front and a multilink setup in the rear, plus amplitude reactive dampers and stabilizer bars at both ends, the result being a wonderfully compliant ride that wakes up when pushed, not feeling as firmly capable as the MDX it shares underpinnings with, but nevertheless delivering much more spirited performance through the curves than the outgoing model, while the electric power-assisted rack-and-pinion steering feels reasonably reactive when coaxing the big ute through fast-paced maneuvers.
Its four-wheel discs bind appropriately, ABS intervening when needed and electronic brake-force distribution and emergency brake assist there if called upon, while the usual traction and stability control join the aforementioned electromechanical driving aids to improve things further. Additionally, hill-start assist, trailer stability assist, and tire pressure monitoring are standard Pilot kit, while
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| Photo: Karen Tuggay, Canadian Auto Press |
options that come standard with AWD models include collision mitigating braking, forward collision warning, lane departure warning, lane keeping assist, road departure mitigation, and my absolute fave, Honda’s exclusive LaneWatch blind spot display system that uses a rearward facing camera on the passenger-side mirror to project live video of the blind spot when activating the right turn signal. Touring trim adds blind spot information and rear cross traffic monitoring to the list, while the usual assortment of airbags makes for a particularly safe SUV.
How safe? The IIHS gave it a Top Safety Pick + rating when said crash prevention extras are included, while the NHTSA has awarded it 5 stars. It doesn’t get any better than that.
The
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| Photo: Karen Tuggay, Canadian Auto Press |
new Pilot can be had in six trim levels, although three are just variations on the EX-L theme. The base CUV, which starts at $35,490 for FWD or $38,490 for AWD, plus about $1,800 for freight and pre-delivery prep, is incredibly well equipped. Really, the list is way too long to even begin to elaborate, so suffice to say it features all of the usual powered accessories plus a number of highlights that can’t be left off these pages, including LED taillights, proximity entry with pushbutton start, walk-away auto locks, a beautiful, bright colour TFT multi-information display, a large crystal clear full-colour infotainment touchscreen filled with
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| Photo: Karen Tuggay, Canadian Auto Press |
a multi-angle rearview camera featuring dynamic guidelines, Wi-Fi tethering, Siri Eyes Free, Bluetooth phone and audio streaming, SMS text message and email functions, 225-watt audio with seven speakers and a sub, three USB ports, one-touch turn signals, tri-zone auto HVAC, second-row HVAC controls, heatable front seats, a storage compartment under the cargo floor with a removable and reversible lid featuring carpeting on one side and rubberized flooring on the other, a one-touch powered moonroof, HondaLink Assist emergency response, etcetera, etcetera.
I’m going to guess EX trim will be very popular, as its $41,490 price point won’t be too big a stretch for families buying into this class, while all the aforementioned Honda Sensing safety technologies and LaneWatch blind spot display will be hard to pass up. Additionally it gets front fogs, LED turn signals on the mirrors, roof rails,
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| Photo: Karen Tuggay, Canadian Auto Press |
adaptive cruise control (one of my favourite features during road trips), a 10-way powered driver’s seat with powered lumbar, a universal garage door opener, and more.
If you’re willing to go for a slightly larger payment the $44,490 EX-L includes a quieter acoustic windshield, front and rear parking sensors, an auto-dimming rearview mirror, satellite radio, a heatable leather-clad steering wheel, black, beige or grey leather upholstery, a powered passenger seat, heatable second-row outboard seats, one-touch flip-and-fold second row seats that are wonderfully easy to move out of the way, and a powered tailgate. EX-L Navi trim adds navigation, as you may have guessed, while you can alternatively choose EX-L RES
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| Photo: Karen Tuggay, Canadian Auto Press |
for the same $45,490 price and get a DVD-based rear entertainment system with a nine-inch screen, wireless headsets featuring personal surround sound, an HDMI jack, 110-volt power outlet, and second-row sunshades.
Finally, my Touring trimmed tester cracked the $50k threshold at $50,490 plus freight, while including navigation and all the EX-L RES features plus all the mechanical upgrades and active safety features I mentioned earlier, while the alloy wheels increased from standard 18s to 20s on 245/50R20 all-seasons, the LED headlights noted before are also auto-leveling with automatic high beam, and additional gear including rain-sensing wipers, power-folding mirrors, a memory-linked driver’s seat and mirrors, reverse tilt-down mirrors, ambient lighting, acoustic
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| Photo: Karen Tuggay, Canadian Auto Press |
front door glass, perforated leather seat inserts, a fabulous sounding 540-watt audio upgrade with HD radio, 10 speakers and a sub plus 5.1 surround sound, no less than five USB ports, four of which have 2.5-amp capacity for charging tablets, a Blu-ray player upgrade for the entertainment system, second-row captain’s chairs (that reduce seating to seven), a panoramic glass sunroof, and more.
It all comes packaged in a cabin that’s much nicer than the old Pilot’s interior, although it won’t have you missing your MDX. A nice soft synthetic dash top wraps down to the halfway point of the instrument panel where it meets up with some high gloss piano black trim, the bottom half of the IP done out in a harder plastic
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| Photo: Karen Tuggay, Canadian Auto Press |
that gives off a bit more sheen than the soft stuff. The doors get a padded leatherette insert above even softer padded armrests, but that’s about it for premium plastics. Missing were fabric wrapped A-pillars and soft rear door uppers like some competitors, the new Kia Sorento comes to mind. Those who like piano black plastic won’t care, mind you, as there’s loads of it covering the lower console around the dual cupholders and Honda’s new shifter setup.
I have to admit that it’s kind of cool looking and after some time spent fiddling (don’t try anything like a U-turn on a semi-busy street as you might find yourself fumbling to find the reverse pull toggle as traffic approaches) it starts to almost become second nature. Basically it’s comprised of a long row of buttons that might be slightly narrower than a regular shift lever yet doesn’t seem to save much space over that conventional
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| Photo: Karen Tuggay, Canadian Auto Press |
design, making me wonder why they went to all the bother creating something new. I’m not a big fan of Lincoln’s pushbutton system but at least it’s located up on the dash where it’s out of the way. Something along the Jaguar/Land Rover and Chrysler/Dodge/Ram rotating dial selector makes a lot more sense, as the entire shifter takes up about three inches diagonally and therefore can be placed just about anywhere.
The infotainment graphics are superb, however, with a brilliant high-resolution display and one of the smartest most intuitive navigation systems around, capable of
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| Photo: Karen Tuggay, Canadian Auto Press |
automatically guessing the city and road much faster than other systems I’ve tested. The audio system’s touch volume control can be a bit finicky though, but as mentioned its sound quality more than makes up for it, while steering wheel controls made the first issue moot.
An “Oil Life 80%” warning ruined my view of the beautiful primary gauge package all week, but the semicircular tachometer, temp and fuel gauges are really first rate, these surrounded in glowing green rims when driving economically.
In the end I absolutely love being inside the new Pilot. Its dash setup and feature set,
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| Photo: Karen Tuggay, Canadian Auto Press |
overall layout and the comfort of its seats are impressive, its rear accommodations possibly even better, ride and handling excellent and powertrain superb. I can’t even knock its fuel efficiency despite not offering a turbocharged four like some competitors, but the SUV’s styling still has me perplexed. Honda has gone so far to remove any semblance of a conventional slab-sided truck-based SUV that they’ve created something that looks at bit too minivan for my tastes. There’s really nothing rugged about it all. This will likely appeal to many Honda faithful, but will it help pull the Pilot into Highlander/Pathfinder sales territory, let alone Sorento and Santa Fe? This remains to be seen. I certainly hope it’s the winner they’ve been working towards since the Pilot hit the road 13 years ago. It’s easily the most advanced mid-size CUV in its class and deserves to be a major hit.
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