Faceoff: 2009 Ford Flex v. 2009 Honda Pilot

How does the 2009 Canadian Utility Vehicle of the Year stack up against the segment leader?

With its mix of haute couture style and funky functionality, the new Ford Flex beat out the Mercedes-Benz M-Class and the Subaru Forester to take the 2009 Automobile Journalists Association of Canada’s Utility Vehicle of the Year award.

Second place: 2009 Ford Flex Limited AWD

Congrats to Ford. Well done. No doubt the Flex makes a big styling statement compared to Ford's previous crossover attempts -- the bland 2005 Freestyle and slightly less bland '08 Taurus X. But when it comes to good ol' fashioned value -- what should be a high priority for buyers in this class -- how does Ford's latest crossover hold up against what some consider the established leader in its segment, the also new for '09 Honda Pilot.

Another new Ford product based off the first-generation Volvo S80 chassis, the stylish six- or seven-passenger Flex crossover is in theory a replacement for the long-gone Ford Freestar/Windstar minivan.

Pricing starts at $35,499 for a seven-passenger front-wheel drive Flex SEL. Our tester was a fully loaded Limited with part-time all-wheel drive. With an overly large sunroof ($1,700), towing package ($500), navigation system ($2,500), DVD player ($1,200) and $500 for the Mini Cooper-mimicking white roof, the finally tally came to $49,399 -- $521 less than the similarly equipped Pilot.

Style and room

Beyond the Flex's hip-to-be-square design, the main interior benefits over the eight-passenger Pilot are second-row legroom and overall headroom. Being 277 mm longer than the Honda, there's 148 mm more room for the two second-row occupants to stretch their legs out. Moving to the top-of-the-line Flex Limited deletes the middle second-row seating position found in lesser models, turning it into a three-row, six-seater. At least those second-row captain's chairs are heated.

In terms of style -- like the contrast in the two vehicles' exterior designs -- the Flex's interior is like the Vegas strip compared to the subdued cabin of the Pilot. There's enough fake chrome, aluminum and wood that a Lincoln badge wouldn't look out of place on the rump of the Ford.

The highway is its home

Performance isn't really a priority in this class, which is a good thing. Both crossovers are powered by 3.5-litre V6s. The Flex's mill has a bit more horsepower than the Pilot (262 to 250), yet less torque (248 to 253 lb.-ft.) Both weigh in with around 2,100 kg, and consume in the neighbourhood of 13.0L/100 km in the city, and 9.0L on the highway. And both have the ability to tow around 2,000 kg. So its no surprise the pair of these quasi-minivans are equal in the run up to 100 km/h, in the nine-second range.

On paper, the Ford's six-speed, automatic transmission (versus only five in the Honda) should give an advantage. But it's been tuned for soft shifts at the expense of responsiveness. And "soft" is also the adjective here when it comes to how the Flex responds as a driver's car -- both on and off the road.

The Flex is happiest cruising in a straight line on the highway, delivering a comfortable and quiet ride. But when the road turns twisty, the Ford feels like the limo it's trying to be -- it is too slow and reluctant in taking commands from the helm. And where that extra length helps interior room and ride comfort, the Flex simply can't go where the shorter Honda (with its shorter overhangs) can travel once the pavement runs out.

Has form trumped function?


If you're smitten by the 2009 Ford Flex Limited AWD's unique looks, only need room for six, and never intend to travel off the beaten path, go with the Flex. But we think there's another large crossover that's an even better value...

Buy this car if ... you want a minivan that looks like a Mini Cooper; you want limo-like rear legroom; you have to spend all day cruising highways.

Don't buy this car if ... you want a responsive and agile utility vehicle; you want to go into the woods; you need eight seats.

First place: 2009 Honda Pilot Touring


If style isn't at the top of your large crossover priority list, Honda's stodgy looking yet practical second-generation Pilot not only offers one more seat than the Flex, it's also a better drive both on and off the pavement.

The offspring of a luxury crossover father (Acura MDX) and a minivan mother (Honda Odyssey), Honda's first generation Pilot was born in the summer of 2002 as a 2003 model. Six years later, Honda hasn't drastically altered the Pilot's split minivan SUV DNA for its new '09 model.

As the top-line Pilot model (base front-drive models start at $36,820) the part-time all-wheel-drive $49,920 Touring comes only one way -- loaded. In addition to the typical "power everything," and leather this 'n that, highlights include a navigation system with French and English voice recognition, de rigueur rear DVD system (with headphones), a power tailgate, and a trailer hitch and harness, heavy-duty radiator, oil cooler and limited slip differential for towing.

Forget length -- it's the width that counts


If not offering as much second-row rear legroom as the Flex, the Pilot offers more shoulder and hip room. Its extra width means three can sit relatively comfortably in both back rows. Plus there's a bit more cargo room out back: 589 litres versus 566 L in the Ford.

With acres of black plastic, there's not as much interior bling as in the Ford. But in the spirit of Apple's original mint-and-white iMacs, the Pilot Touring's driver's instrumentation features a floating needle design with a white background.

Unfortunately -- and typical of many U.S.-designed Hondas -- its centre control stack is ridiculously festooned with too many buttons of the same shape and size.

A family hauler with all the right moves, both on- and off-road


A buttoned-down chassis and solid body structure make the new Pilot a much more rewarding car to drive than the softly tuned and loose-feeling Flex. Without the wallowing found in the Ford, the Honda feels almost European its suspension tuning -- firm, but not too harsh. Steering with more feel and cornering with less lateral roll are quickly noticed. In back-to-back corners, the Pilot feels more planted due to its 36 mm wider front- and 26 mm wider rear-wheel tracks.

But what really separates the Pilot from the Flex is its outstanding off-road capabilities. Features normally found on vehicles with Land Rover badges -- like hill-start assist (which sends maximum torque to the rear wheels at speeds up to 30 km/h), four-wheel-lock, and shorter front and rear overhangs -- means this Honda isn't afraid to get its shiny alloys dirty.

Is this the best value in large crossovers?


OK, the Pilot's no Jeep Wrangler when it comes to tackling serious off-road terrain. For instance, there's no low transmission range. But at speeds up to 30 km/h, a push of a button directs maximum torque to the rear wheels (up to 70-per cent depending on the amount of tire slip), which can also help out in deep snow.

Knowing these limitations, the 2009 Honda Pilot Touring is still a nice compromise between the refined driving qualities of a crossover and the rugged off-road capabilities of an SUV. All around, the new Honda is an impressive effort. Impressive enough, in this shootout to beat this year's Canadian Utility Vehicle of the Year.

Buy this car if ... you want plenty of room for eight passengers and their gear; you want a large crossover that's not afraid of a twisty road; you want to go further off-road than your gravel laneway.

Don't buy this car if ... you favour good looks over function.

Not bad, the worst thing they say about the Pilot is the style and that is completely subjective!


Source;
http://en.autos.sympatico.msn.ca/cross_over_special/article.aspx?cp-documentID=18178497

Nice 2009 Honda Pilot Review from Saskatoon

With the sales of full size SUVs decreasing, Honda's completely redesigned 2009 eight-passenger Pilot seemed to be entering the market at the wrong time -- that is until I drove it.

With the ride of a passenger car, the passenger room of a van and the fuel economy of a compact car, the Pilot quickly became our ride of choice.

The Pilot was first introduced as a 2003 model and featured a unit body construction. The 2009 Pilot continues this construction in a slightly longer, taller and wider body that has been made stronger with the use of high-strength steel in 52 per cent of the body.

This strong structure shows up in the quiet smooth ride. Dual door seals, added insulation and sound deadening material and Honda's Active Noise Control (ANC) system help with the quiet ride. The ANC system utilizes the audio system to cancel out unwanted engine noise when the V6 engine is operating in Variable Cylinder Management (VCM) mode.

The 3.5-litre V6 engine standard in all Pilot models includes this new VCM mode. The engine can operate on either three, four or all six cylinders dependent on load. The engine computer deactivates the valves and the fuel injectors on the cylinders not being used. Even when I tried to detect the engine switching between three-, four- or six-cylinder operation, I couldn't feel any change. Engine operation was smooth and vibration free.

Power is up slightly this year from this 3.5-litre V6 to 250 horsepower. The numbers seem low for an eight-passenger SUV with a 2,045 kilogram towing capacity and I expect you would have to utilize the gears in the five speed automatic if the Pilot was fully loaded with passengers and a trailer, but with just four passengers it pulled well, passing other vehicles on the highway with no problem.

What really amazed me about this vehicle is the fuel economy I achieved on the highway. The all-wheel-drive model is rated at 9.1 L/100 km and on one trip with the cruise set at 110 km/h and a very slight tail wind, I achieved 7 L/100 km! Combined city and highway driving averaged 11 litres/100 km, which is excellent for a vehicle with this passenger capacity.

The Pilot is available with 2WD or 4WD in the LX model and with 4WD in the EX, EX-L and Touring models. The Touring model is a new addition for 2009 and comes fully equipped with a rear view camera, front and rear parking sensors, heated front and outboard second row seats, power tailgate, 115-volt power outlet, memory driver's seat, Navigation system with voice recognition operation, rear seat DVD entertainment system with surround sound and wireless headphones, a 512-watt 10-speaker audio system and Bluetooth cell phone wireless link. Tilt/telescopic steering, an opening rear hatch window, hill start assist, integrated trailer hitch, trip computer, ABS, traction control and stability control are standard equipment on all Pilot models.

Inside, there is excellent room in the front and second row seats. Access to the third row is quite good and I could climb in and out gracefully. Adjust the second row seats ahead a little and there was adequate knee room for an adult in the third row. These rear seats are comfortable even for longer drives. There is room for a couple large suitcases behind the back seats and both the third and second row seats fold flat for carrying larger loads.

Visibility is excellent in all directions from any seat and parking the Pilot seemed simple even without the help of the front and rear parking sensors and the rear view camera. The vehicle seems much smaller than it is, both from the outside and from the driver's seat.

The most commonly used controls are close at hand, although I did have to reach for some of the dash audio and Navigation controls. These could have been operated with voice commands if desired.

The only complaint I have is with the numerous controls and buttons on the centre instrument panel.

There are so many buttons that it took time to find the correct ones. I would imagine this would improve with more time in the vehicle, but it still seems overly complex.

Honda has done an excellent job with the new Pilot. More power, more room, more features and all with less fuel consumption, too.

Source;
http://www.canada.com/saskatoonstarphoenix/news/driving/story.html?id=0f6fa407-3b94-4204-b714-a5eea7d88cba

2009 Honda Pilot Earns Highest Possible Safety Ratings

09/25/2008 - TORRANCE, Calif. -
The all-new 2009 Honda Pilot has earned the Insurance Institute for Highway Safety (IIHS) TOP SAFETY PICK and the National Highway Traffic Safety Administration's (NHTSA's) best-possible crash safety rating1 of 5 stars for both frontal and side impact performance, American Honda Motor Co., Inc., announced today. NHTSA's top rating and the prestigious GOOD (the best possible) rating in IIHS Frontal Offset, Side Impact and Rear Crash Protection tests from the Insurance Institute for Highway Safety (IIHS) highlight Honda's leadership in safety technology and occupant protection for all passengers.

"Honda is honored to earn both of these prestigious awards," said John Mendel, senior vice president of American Honda Motor Co., Inc. "The fact that we are the only full-line automaker that has the highest possible frontal and side impact ratings for every light truck in our lineup shows our clear leadership in the industry and commitment to safety at every level."

Every new Honda light truck, five vehicles total, has achieved NHTSA 5-star frontal and side impact crash safety ratings since the 2007 model year. Honda is the only full-line brand to ever achieve the highest-possible side and frontal impact crash safety ratings for every light truck in its entire lineup. All 2009 Pilots include the Advanced Compatibility Engineering™ (ACE™) body structure in the front of the vehicle that helps to further enhance occupant protection in frontal collisions between vehicles of different sizes.

The 2009 Pilot's standard safety equipment includes Vehicle Stability Assist™ (VSA®), commonly referred to as electronic stability control, with traction control and ABS; three-row side curtain airbags with a rollover sensor; dual-stage, dual-threshold front airbags; a driver's front side airbag, and a front passenger's side airbag with an occupant position detection system. The Pilot is equipped with four Lower Anchors and Tethers for CHildren (LATCH) positions - more than any other SUV currently in the segment.

Honda's complete line of 5-Star crash safety rated light trucks includes the 2009 Pilot, the 2008 Honda CR-V, the 2008 Honda Element, the 2008 Honda Odyssey, and the 2008 Honda Ridgeline.

For more information and downloadable high-resolution images of Honda vehicles, please visit www.hondanews.com. Consumer information is available at www.honda.com.

1Government star ratings are part of the National Highway Traffic Safety Administration's (NHTSA) New Car Assessment Program (www.safercar.gov). Model tested with standard side-impact air bags (SABs).

2009 Honda Pilot EX-L Review

Found a nice article on the new 2009 Honda Pilot EX-L, so, here it is;

By William C Montgomery
August 4, 2008

Growing up, I thought the Porsche 911 was hideous. Its bug eyes and lumpy lines made me wonder if the designer had accidentally knocked modeling clay off his drafting table and submitted the splatter. This notion persisted until I drove one. Some 130 mph later, I considered the 911 the most beautiful automotive form on earth. Driving the all-new 2009 Honda Pilot EX-L kinda sorta triggered the same type of perceptual realignment. Call it Zen and the art of "challenging" design.

That's not to say I hated the new Pilot's looks at first glance. The effete minivan-ish look of the first generation CUV needed beefing-up more than an anorexic body-builder. So I was ready for something radical. And boy, did I get it. The new Pilot's grill "features" a thick chrome double-D rotated 90-degrees to the right; an affectation that's more Tranformers than transformative. The Pilot's rear end demonstrates the classic SUV refrigerator-on-wheels look, easily confused with the new Liberty (sans trapezoidal wheel wells). Taken as a whole, the new Pilot is like the big-boned girl that people can't decide whether she's an ugly duckling or the next "it" girl (I'm looking at you Scarlet Johansson).

The Pilot might not have turned out exactly as Honda's chief designer Dave Marek intended, but the look certainly projects greater solidity and presence than it's predecessor. Stylistically, the new Pilot harks back to a simpler time, when real men (and their wives) drove SUVs [kidding-ish]. If you think that the new Toyota Highlander looks like a contemporary example of Japanese design running awry of American taste, and that futuristic CUV's such as the Ford Edge and Mazda CX-9 look more at home on the cover of a Journey album than rolling around U.S. highways, they you'll find Pilot's masculine simplicity a step in the right direction. If not, not.

The Pilot's inner confines are free from the pseudo-luxury pretenses that afflict nearly every other car on the road. Aside from the cowhide pulled tight over seats and steering wheel, all surfaces are fashioned from easy-to-clean durable plastic. These are not brittle poor-quality polymers masquerading as chrome or wood, but proud durable materials that know that their primary role is to serve families with messy kids.

The Pilot's front seats are comfortable and supportive enough for non-track trekking. The second and third rows are little more than padded benches that fold flat. Kids are cool, but the Geneva Convention specifically prohibits adults from extended tours of duty. Parents that don't pony-up for the Touring Edition with satellite navigation still avoid smushed tikes and trikes via the Pilot's rearview backup camera, with a display conveniently located in the rear view mirror.

The '09 Pilot's handling dynamics now boast contemporary car-like excellence. Soccer moms and suburban dads can now schlep kids to school, fetch groceries and commute to work without wrestling with the tiller. The base Pilot's tendency to torque steer, introduced when Honda deleted all wheel-drive (in pursuit of mpg), hasn't been eliminated. But drivers are now unlikely to push the engine above 4800 rpm, where the twist wreaked havoc with the FWD model's steering. By 5500 rpm, the power steering boosts to counteract the torque, and all steering feedback blacks out.

As you'd expect, Honda told their engineers to preserve the Pilot's performance while squeezing more fuel economy from the package. The '09 Pilot is powered by a new 3.5-Liter 24-Valve SOHC i-VTEC V-6 engine that's good for an adequate (i.e. faint praise) 250hp and 253 lb-ft torque. The minor power increase offsets the new truck's extra 84 lbs. (about two percent more), keeping the horsepower-to-weight ratio nearly identical to the outgoing model. In real world driving, anyone familiar with the old Pilots won't discern any difference.

The powerplant features Honda's improved Variable Cylinder Management system (previously only available on the FWD Pilots). While the resulting 17/22 mpg might make Civic drivers cringe, according to the fine folks at the EPA the system delivers up to seven percent better fuel economy in town and 10 percent on the highway. At the least the bump removes a psychological barrier for re-upping Pilots.

The Honda Pilot may not have hardcore towing or off-road ‘wheeling machine skills, but it can do both in a limited capacity. It's best to simply think of the Pilot as a slightly larger eight-passenger version of Honda's excellent CR-V. Rock solid. Safe. Unpretentious. Practical. Reliable. Zen for families that appreciate the finer points of basic transportation.

Source;
http://www.thetruthaboutcars.com/2009-honda-pilot-ex-l-review-take-2/

Another 2009 Honda Pilot Review

By Richard Russell

Honda has managed to satisfy conflicting and seemingly opposite consumer demands, which is quite a trick!

Existing and potential customers wanted the next generation Pilot mid-sized SUV to not only look more rugged and have more power, but be bigger inside and use less fuel. The first generation Pilot, introduced in 2002 as a 2003 model became an integral part of Honda's truck line, which now includes the CR-V, Element and Ridgeline. These vehicles represent almost one-third of the company's business in Canada and competition in the mid-size segment, where the Pilot does battle, has become pretty intense. So, when it came time for a replacement the pressure was on.

Because the outgoing model was so successful, there existed a database of knowledge and opinions to draw from while considering its replacement. Added to this was feedback from Honda stores as to why consumers who had looked at the existing model, walked away. It came as no surprise both buyers and "intenders" were looking for a vehicle to suit a wide variety of needs and activities, carry both people and their stuff and be able to get them where they wanted to play. These people are looking for a vehicle that can do this but also be used every day, whether commuting or running errands. Safety and fuel efficiency were also top-of-mind concerns.

Another issue that popped up was that the first generation Pilot didn't look rugged enough, that it lacked SUV character. "Don't make it look like a minivan, but do make it look like it can go off road," was an oft-heard phrase.

(Read the full Article here: http://en.autos.sympatico.msn.ca/cross_over_special/article.aspx?cp-documentid=8074817 )

Honda has managed to improve power, performance, comfort, space and features while holding the line on pricing. That's how you stay competitive!

REVIEW SUMMARY
Here are the salient points and overall rating of this new model, as established by our reviewer:

PROS
- Lots of inside space relative to the shadow is casts
- Spunky, fuel-efficient high-tech engine
- Good blend of on and off-road ride

CONS
- pretty ugly face
- two many buttons on center stack
- big blank spot on IP without nav system

2009 Honda Pilot Info Site Launched (Canada)

Honda Canada has launched a information site for the 2009 Honda Pilot and has a nice 360 degree 3D view of the exterior and the interior of the vehicle.

Here's the link to play around with;
http://hondapilot.ca/en/index.html

More Misc. Info. on the 2009 Honda Pilot

The Pilot's top-hinged tailgate design is improved with the addition of lift-up glass hatch for improved access to the cargo area. The glass hatch can be opened via the remote key fob (on the Pilot LX, EX, EX-L), a button on the top right side of the license plate garnish, or a button inside the vehicle located on the lower part of the driver's door. The tailgate glass incorporates an electric defogger system, activated by a button on the dash, along with an intermittent rear wiper and washer nozzle.

Every 2nd generation Pilot includes an integrated tow hitch as standard equipment. The Class III hitch supports a maximum tow rating of 4,500 pounds (2,045 kg) on four-wheel-drive models and 3,500 pounds (1,590 kg) on the two-wheel-drive LX. To supplement the Pilot's towing capability, standard cooling equipment includes a high-capacity radiator with dual high-power fans, transmission cooler and power steering cooler. The Pilot 4WD's 4,500-pound (2,045 kg) rating is calculated to include up to four passengers and their cargo. Pre-wiring is included for trailer lighting and an electric brake controller. Pilot Touring models are equipped with a 7-pin trailer unit and harness.

The primary heating, air conditioning and ventilation (HVAC) controls are located on one easy-to-use panel in the centre instrument console and include individual controls for temperature, fan speed, vent selection (centre, floor and defogger vents), rear electric defogger and fresh or recirculated air. Independent control of the rear HVAC unit is standard. To maximize passenger comfort, the Pilot LX features a front and rear air conditioning system with air filtration. The controls for the rear zone are conveniently located on the rear of the front console.

Introducing, The 2009 Honda Pilot

Well, just got filled into what is going on with the Honda Pilot here in Canada, so Here goes;

There will be 6X Trim Levels;
2008 Honda Pilot LX 2WD
2008 Honda Pilot LX 4WD
2008 Honda Pilot EX 4WD
2008 Honda Pilot EX-L 4WD
2008 Honda Pilot EX-L RES (DVD) 4WD
2008 Honda Pilot Touring

The new 2008 Honda Pilot is all around bigger, length, width, height, track, everything. New for 2009 will be that every trim level will get the Heavy-duty automatic transmission cooler, the Heavy-duty power steering cooler, and a integrated Hitch with a cover. The new Pilot can now tow 4,500 pounds on a 4WD model and 3,500 pounds on a 2WD model. All models come equipped with Hill Start Assist timer, which will stop the vehicle from rolling back when switching from brake petal to acceleration petal on a incline, great for pulling boats out of water! The brakes are also bigger and built for towing.

Under the hood (btw, the hood is much lighter now due to the fact that it is now all alluminum) is a 3.5 litre V6 SOHC i-Vtec engine that puts out 250hp and 253torque. The engine will also use the VCM II (Variable Cylinder Management) and will deactivate cylinders to run from 6 to 4 to 3 to maximize gas mileage. This will be like having 3X different engines under the hood. The engine is mated together with a nice 5 speed automatic transmission. Still only Regular fuel. Even though the Pilot is a little bigger and heavier, it is expected to maintain current fuel ratings.

The shifter is now located on the dash console as opposed to on the floor or attatched to the steering column, this makes it out of the way and gives more use of space. The console is massive. Honda has also adopted the 'One Touch Starter' from the Acura RL, you turn the key over just once and it will continue to crank until started for you (crank's for approx. 10 sec). Starting at the EX and up trim levels, Honda has also added Tri-zone Automatic Climate control. Tilt and Telescopic steering wheel is also added throughout the lineup.

Inside the front console between the front two seats is a nice big storage bin that also has a auxillary input jack for a i-pod or a mp3 player. There is also a USB connector in the Touring models only that will charge the i-pod and allow you to interact with the interface of the Navigation screen. You can also hook up normal memory sticks to the USB port as well. There is also a low wattage 110 AC outlet for small devices like a laptop or a Game system.

The rearview camera located in the rearview mirror makes it's way to the 2008 Honda Pilot EX-L and Touring models. The 2008 Honda Odyssey EX-L and up has this feature and is it a nice touch.

Apparently the 3rd row has alot more room, room enough for adults. You wouldn't know it by this photo, but I did see an adult sit in the back of one of these and he did look comfortable.

The 2008 Honda Pilot also features Honda's ACE body structure (Advanced Compatability Engineered) which will disperse the energy of a crash better than ever and also strengthens the roof line. The spare tire is located under the rear of the vehicle. 17" wheels on all models along with wider tires result in added traction to go along with the ABS, EBD, TC, and VSA.

The 3rd row headrests no longer have to come off in order to fold the seats down, they are integrated into the seat now. You'll notice on the base of the drivers side rear pillar that there is a side compartment with a handle, this will swallow a full 4.5 litre jug of washer fluid with room to spare, By The Way, 6.5 litres of washer fluid can now be held in the resevoir.

Where the 3rd row headrests were held before is now much larger and deeper and has approx. 79 litres of space, perfect for a small stroller or some golf clubs, not to mention what is in the photo. The tailgate on the Touring model is powered.

Other bits of info:

-The glass in the EX-L and the Touring models are called 'accoustic glass', which is 2 sheets of glass put together with a special resin sandwiched between to act as a sound dampener.

-Headlights Auto On/Off on ALL trim levels

-2nd and third row heating ducts.

-Moonroof with Tilt feature on Leather models only.

-XM Satellite radio on Leather models only.

-Touring model now has 2nd row heated leather seats.

Anyway I can't wait to see this now.

Honda's 2009 Pilot Spec's

For all us Canadians, keep in mind that the gas mileage numbers are in US gallons, the mileage if it is 1mpg better should look like this, 21mpg city/29mpg hwy. Eh.

Car and Driver's First Impressions of the 2009 Honda Pilot

Well the reviews are starting to pour in on the 2009 Honda Pilot, and most what they have to say has been positive. Here goes;

2009 Honda Pilot - First Drive Review
Honda reskins and rethinks its brilliantly packaged eight-passenger SUV.
BY DAVE VANDERWERP April 2008

When the Pilot launched in 2002 as an ’03 model, it was a little ahead of its time. Back then, trucky, body-on-frame SUVs such as the Ford Explorer were the big sellers, and fuel economy wasn’t in the forefront of anyone’s mind. The Pilot’s innovative beginnings on the Odyssey minivan’s unibody architecture weren’t due to Honda’s superior foresight, however; the company simply didn’t have a body-on-frame platform to start with. So the Pilot launched by default as what is, in today’s vernacular, a crossover.

An intelligently packaged three-row, eight-passenger SUV, the Pilot was lighter and more efficient than the competition, as well as a smooth on-road driver, grabbing the large-SUV award at our annual 5Best Trucks competition six years in a row.

The competition took notice, and recently there has been an influx of competitors that have squarely targeted the Pilot: specifically, the Mazda CX-9 and GM’s quartet of large utes, the GMC Acadia, the Saturn Outlook, the Buick Enclave, and the Chevy Traverse.

Our current large-SUV champ in this ever-growing three-row class is the sporty CX-9, which knocked the Pilot off the podium for 2008. Naturally, Honda has rethought and updated the Pilot for 2009 to stay in the hunt.

Sticking to Its Sensibilities

This isn’t a radical redesign, as Honda had the formula pretty well nailed from the start. However, its customers clamored for some additional space, particularly in the third row and the cargo area. To that end, the ’09 Pilot gets a 2.9-inch stretch to both wheelbase and overall length and a one-inch gain in width and height, but it’s still about nine inches shorter than the CX-9 and the GM utes.

The new Pilot gets a bolder front end—anything is bolder than the current wallflower—that doesn’t look as awkward in person as it does in some of the photos. But this ute is all about function. It forgoes the recent trend of sportier, on-road-only SUVs and retains a high roofline to maximize headroom and cargo space, and it has a blocky shape that enables the rear cargo hold to accept four-foot-wide sheets of plywood. Ground clearance remains at eight inches to enable the light off-roading Honda says its customers demand. All Pilots come with a trailer hitch, and four-wheel-drive models can tow 4500 pounds (3500 for two-wheel-drive models). This practical approach leaves the similarly sized Acura MDX for buyers willing to pay more and sacrifice functionality for style, says Honda.

A redesigned interior features a see-through gauge cluster as well as a button-intensive center stack. The available navigation runs on a sharp eight-inch screen, but we think it’s a step backward to ditch friendly touch-screen controls for the corporate multifunction knob that’s spreading throughout Honda’s lineup.

Overall, we were unimpressed with the quality and fit and finish of the new Pilot’s interior, especially considering Honda representatives assured us that the preproduction cars we drove were very close to production intent. The dashboard plastics and the climate-control buttons come across as low-cost, and there are more cut-lines and larger gaps between panels than expected. This leaves a general impression that Honda is trying to squeeze a few bucks out of the interior.

The driver’s seat slides back farther than before—a welcome addition for this six-foot-five test driver who can now find complete comfort—and the steering wheel telescopes in addition to tilting.

The spacious second row benefits from an additional 1.1 inches of legroom and 0.8 inch of shoulder room that, Honda says, enables it to accommodate three car seats. It also slides forward farther to ease access to the way back.

The third row grows the most, with an additional 1.9 inches of legroom and a seat that’s positioned higher than before to better accommodate larger passengers. As far as third rows go, it’s a good one, but people much over six feet still won’t want to do much time back there.

Space behind the third row has grown by two cubic feet, three if you include the larger under-the-floor storage bin. That bin is even more useful now that the third-row headrests don’t have to be removed and stored there to fold the row flat.

Largely Unchanged Mechanicals

All Pilots are still powered by a 3.5-liter V-6, although it has received a few efficiency upgrades including a two-stage magnesium intake, a bump in compression ratio to 10.5:1, and a further evolution of the company’s cylinder deactivation technology. Power is up slightly to 250 horsepower and 253 pound-feet of torque, and the engine can operate on three, four, or all six cylinders (previously, it could only switch between three and six), which enables it to run in reduced-cylinder modes more often.

To fight vibrations that three- and four-cylinder operation produces, the Pilot gets new active engine mounts, noise-canceling vibes through the stereo system, and a torque converter with an additional damping spring. It’s smooth enough that the switching among modes is imperceptible.

The front and rear disc brakes are slightly upsized. The Pilot’s available full-time four-wheel drive, strut-front and multilink-rear independent suspension, and five-speed automatic are largely unchanged, although the shifter has been moved to a more out-of-the way dash location and still doesn’t feature manumatic control. When asked about the Pilot’s retaining a five-speed automatic while much of the competition is sporting six or more ratios, Honda answered “never say never” for the possibility of a six-speed transmission, but in the case of the Pilot, the company claims that adding ratios would reduce the time the engine spends in reduced-cylinder mode and wouldn’t boost fuel economy.

With the more-efficient engine, as well as lower-rolling-resistance tires (now 17s instead of 16s) and a slight improvement in drag coefficient, the ’09 Pilot boosts fuel-economy numbers by one or two to 17 mpg city and 23 highway for 2WD models and 16/22 for 4WD, and it runs on regular fuel. That’s impressive considering the size and weight gains. At 4350-to-4600 pounds, the ’09s are roughly 50 to 75 pounds heavier than the outgoing model.

Better Road Manners
Behind the wheel the new car is better in just about every way. Gone from the steering is the slight dead spot on-center, and the ride has been stiffened appropriately, getting rid of the previous car’s somewhat mushy-soft behavior. Acceleration feels similar (figure on 0-to-60 mph in the mid-seven-second range), there’s still some torque steer when accelerating vigorously out of corners (even in 4WD models), and the steering isn’t nearly as quick nor the tires as grippy as in such sporty wannabes as the Mazda CX-9. Is this a problem? Probably not, considering the Pilot’s mainstream, family-oriented buyers. The brake pedal is firm but forgiving. The Pilot might not be fun to drive in the thrilling sense, but knowing that you made a rational, intelligent choice is fun in its own right.

Safe, Safe, Safe
Honda expects to receive top ratings from all third-party crash testing, thanks to the Pilot’s beefed-up structure, and the Pilot comes with standard front-, side-, and three-row curtain airbags. Stability control, which includes traction control and anti-lock brakes, is also standard.

The model lineup is similar, starting with the base LX. The EX adds alloy wheels, three-zone automatic climate control, a power driver’s seat, and a six-CD changer. The EX-L trim adds leather, a sunroof, and a rear backup camera displayed in the rearview mirror. A new, top-of-the-line Touring model adds navigation, Bluetooth and iPod-friendly USB connectivity, and a previously unavailable power liftgate. Rear-seat DVD entertainment is available on the EX-L and Touring.

Honda plans to sell about 140,000 Pilots a year. They are built in its Lincoln, Alabama, facility and will arrive at dealers in May, starting at about $28,000 and stretching to $40,000 for the fully loaded Limited trim.

Copyright ©2007 Hachette Filipacchi Media U.S., Inc.

Here's the link to the article;

http://www.caranddriver.com/layout/set/print/reviews/hot_lists/high_performance/honda_acura_central/2009_honda_pilot_first_drive_review

2009 Honda Pilot's First Drive at Autoblog

Well here it is, the first write up on the new 2009 Honda Pilot. I must admit, I haven't been as excited about this full model change up as I thought I would be, but having seen these photo's, I am starting to become a believer. Anyway, here is the write up from Autoblog;

Written by: Sam AbuelsamidYpsilanti,

MI - http://sam.abuelsamid.com/

When the new 2009 Honda Pilot turned up as a concept at the Detroit Auto Show in January, most observers were decidedly underwhelmed. Unlike many other recent crossovers, notably the GM Lambdas, Honda chose to go with a decidedly more utilitarian look for the second-generation Pilot. As Honda officials explained when we gathered for a preview drive of the 2009 Pilot, they wanted to retain the "Utility" in CUV and a big part of that involved maximizing the useful interior volume within the Pilot's relatively modest exterior dimensions. That means a boxy shape that provides room for up to eight (at least as defined by the seat-belts) inside.

While the Pilot won't be challenging the Buick Enclave or Mazda CX-9 for style points, it isn't too painful on the eyes. It's more a case of being almost invisible. The greenhouse is actually strongly reminiscent of the first generation Jeep Liberty, only longer. In spite of the rather barn like shape, it's actually more aerodynamic than the original Pilot, resulting in substantially less wind noise. In fact, the Pilot has a whole range of improvements that reduce noise, which we'll explore a bit later. There are also some things that might be considered a step backwards.Let's cut to the chase. Setting aside the Pilot's appearance, the new unit is generally a much better vehicle than the 2008 model. Under the hood, propulsion still comes from a 3.5-liter V6 with a slew of upgrades. The new engine spins out 250 hp and 253 pound-feet of torque, increases of 6 hp and 13 lb.-ft. respectively. Fuel economy picks up 1 mpg across the board, thanks in part to a new version of Honda's variable cylinder management (VCM) deactivation system. Previously, VCM would simply shut off one bank of cylinders. The new version can run on three, four or six cylinders, with four-cylinder mode available by disabling one cylinder on each bank. The unibody has seen one of the most significant upgrades, with high strength steels growing from 13-percent of the body structure to 52-percent, resulting in seriously improved rigidity. Honda has also implemented what it calls Advanced Compatibility Engineering (ACE) into the structure. According to Honda, ACE provides better protection for occupants in the event of a crash involving vehicles with different bumper heights. The extra inch of body width on the new model also meant that Honda was able to fit a third LATCH position in the middle row for mounting child seats. A fourth kid seat can be mounted in the third row. The second row seats are split 60/40 and each can slide forward independently to provide some extra leg room for those relegated to the back forty. Speaking of that rear-most row, hip room in the back-back is only 48.4 inches. With the middle seat pulled forward, there's a reasonable amount of leg room, but using all three nominal seating positions will require either super model-thin passengers or some extreme coziness. The seat is mounted high off the floor, so passengers won't be sitting "knees up" like they do in the much larger Chevy Tahoe SUV. However, if you go back to the 48.4-inch hip dimension for a moment, you'll notice that is slightly more than four feet. That means if you fold the second and third rows of seats, you can lay the proverbial 4'x8' sheet of plywood flat.

As always, the prime seats are up front and here Honda shines. Just like the Accord, the Pilot's seats are wonderfully comfortable and supportive. The instrument cluster has an interesting new look. The gauges have transparent front faces and the needles are reminiscent of a vintage radio dial. The shift lever has moved from the steering column to the center stack, below and to the left of the audio system. Where the new Pilot falls down is the materials and assembly of the dashboard. The plastics are hard and the textures look cheaper than those in a Honda Fit. Perhaps worst of all is the fit and placement of some the seams. Compared to the current version, the new model looks distinctly cost reduced.
Fortunately, that's really the only area that feels cheaper. The driving experience is vastly improved, beginning with engine noise. The new Pilot has both active engine mounts and active noise cancellation. Combined with the much improved structure, the interior environment of the Pilot is downright serene in everything from the base model up to the new, top-end Touring model. Another advantage of a stiff structure is that it allows the suspension to work more efficiently. The Pilot feels more compliant, soaking up the heavily patched pavement in a controlled and compliant manner. In transient maneuvers, the 4,500-pound Pilot feels lighter and more responsive than the GM Lambda crossovers. That's because, in spite of increased dimensions and equipment, all that previously mentioned high strength steel allowed the weight of the body to be reduced and the overall heft held about even with the old model.

Acceleration feels adequate for the type of vehicle this is, but it certainly won't be confused with some of the more sporting crossovers like Audi Q7 TDI 4.2. On the other hand, the Pilot is skewed more toward the utility side of the equation and those looking for better performance might want to check out the Acura MDX that shares a platform with the Pilot. Still, even a family-oriented utility vehicle needs to be able stop quickly, and the new 13-inch brake rotors front and rear provide a claimed 11-percent reduction in stopping distance. The stability control on the Pilot also compares favorably with other Hondas we've tried. An informal lane change maneuver on a gravel road just off the official test loop showed the stability control to be extremely smooth and effective. The only dynamic issue we found with the Pilot was some torque steer on the front-wheel-drive model.

The test route we drove didn't provide an opportunity to try out the new hill assist system, so we'll have to wait for a longer evaluation period to play with it. Hill assist uses a longitudinal accelerometer to detect when the vehicle is on a hill. If you apply the brakes while the Pilot is stopped on an incline and then release the brakes, the traction control system will hold the pressure in the brakes until you hit the gas pedal. As soon as the throttle opens up the brakes are released.

Overall, the 2009 Honda Pilot isn't likely to set anyone's heart aflutter. It's designed for function, i.e. hauling a bunch of people and/or stuff around in relative comfort. For what this vehicle is supposed to be, it seems very capable. It's smoother, quieter and apparently more fuel efficient than its predecessor, and if you choose the new Touring trim level, equipped to be almost on par with its more expensive Acura sibling, the new Pilot is quite a bargain. If Honda would just take another look at the dashboard materials and the upright face, we'd probably be good to go.

Here's a link to the article with a few more pic's:

http://www.autoblog.com/2008/04/15/first-drive-2009-honda-pilot/