The Pilot doesn't lack muscle, as the V6 gets the job done nicely. Towing capacity for the 4WD model is 4,500 lbs or 2,045 kg, and every version of the Honda comes with a standard tow hitch.
The truck's ride is spot-on: not too sporty, but very composed on the highway and not too bouncy around town. My girlfriend was surprised by the slow steering when she first drove it, but got used to it quickly. The noise level inside is pretty low, except for engine noise during acceleration of course.
Now about the Pilot's styling. The first generation was criticized for boasting extremely conservative, boring sheetmetal. The new model's appearance is much more adventurous, especially the front end. The big headlights, plastic grille, and absence of visual ruggedness won't convince anybody that this is a truck designed for off-roading.
Speaking of which, the Pilot's VTM-4 all-wheel drive system turns the front wheels under normal driving, although Honda claims the system will use the rear wheels during acceleration. When wheel slippage occurs, VTM-4 can transfer up to 70 percent of engine torque to the rear wheels. It works imperceptibly. The system can be locked in four-wheel mode, but only up to about 30 km/h.
The 2010 Pilot starts at $36,820 for a base LX with two-wheel drive. Our EX costs $42,720.
Competition with V6 engines and 7 or 8 seats includes the Chevrolet Traverse 1LT AWD ($41,360), the Ford Flex SEL AWD ($37,999), the Kia Borrego 3.8L LX ($37,395), the Mazda CX-9 GS AWD ($39,995), the Nissan Pathfinder SE ($41,948) and the Toyota Highlander 4WD V6 Sport ($42,510).
A little unexciting perhaps, but the Pilot represents what most mid-size SUV shoppers are looking for: all-weather capability, an elevated ride height, space for the family and good towing capacity. The Pilot is reasonable on fuel and reasonably well-equipped.
And like almost every Honda, you get more than what you're asking for in the Pilot. Not in terms of standard features, but in the way it behaves and makes your life easy. You can't ask much more of that from this type of SUV.
photo:Matthieu Lambert
The truck's ride is spot-on: not too sporty, but very composed on the highway and not too bouncy around town. My girlfriend was surprised by the slow steering when she first drove it, but got used to it quickly. The noise level inside is pretty low, except for engine noise during acceleration of course.
Now about the Pilot's styling. The first generation was criticized for boasting extremely conservative, boring sheetmetal. The new model's appearance is much more adventurous, especially the front end. The big headlights, plastic grille, and absence of visual ruggedness won't convince anybody that this is a truck designed for off-roading.
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| Power comes from Honda's ubiquitous 3.5-litre V6. |
Speaking of which, the Pilot's VTM-4 all-wheel drive system turns the front wheels under normal driving, although Honda claims the system will use the rear wheels during acceleration. When wheel slippage occurs, VTM-4 can transfer up to 70 percent of engine torque to the rear wheels. It works imperceptibly. The system can be locked in four-wheel mode, but only up to about 30 km/h.
The 2010 Pilot starts at $36,820 for a base LX with two-wheel drive. Our EX costs $42,720.
Competition with V6 engines and 7 or 8 seats includes the Chevrolet Traverse 1LT AWD ($41,360), the Ford Flex SEL AWD ($37,999), the Kia Borrego 3.8L LX ($37,395), the Mazda CX-9 GS AWD ($39,995), the Nissan Pathfinder SE ($41,948) and the Toyota Highlander 4WD V6 Sport ($42,510).
A little unexciting perhaps, but the Pilot represents what most mid-size SUV shoppers are looking for: all-weather capability, an elevated ride height, space for the family and good towing capacity. The Pilot is reasonable on fuel and reasonably well-equipped.
And like almost every Honda, you get more than what you're asking for in the Pilot. Not in terms of standard features, but in the way it behaves and makes your life easy. You can't ask much more of that from this type of SUV.
photo:Matthieu Lambert
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