An all-new, third-generation, three-row 2016 Pilot is now reaching Honda showrooms throughout the Chicago area. Classified as a full-size crossover, Pilot shares underpinnings with the highly recognized three-row Honda Odyssey minivan.
The opportune question for growing families is which body style to choose: Minivan or Crossover? Some find the convenience of a minivan's power sliding side doors irresistible, while others can't get beyond the Soccer Mom stigma. Both Pilot and Odyssey are assembled in Lincoln, Alabama located on the eastern reaches of metropolitan Birmingham and operational since 2001.
For those forever scared and haunted by a perceived diagnosis of minivan humiliation, Honda's 2016 Pilot, with four conventional swinging side doors, offers a crossover cure for minivan anxiety. Built from a uni-body, (car-structure) frame, Pilot remains destined for on-road rather than off-road adventures.
Projected sales of larger-sized crossovers and truck-based sport utilities look bright with Chicagoland gas prices predicted fall towards the $2 a gallon neighborhood by year's end in response to current world economics. Full-size crossover's year over year sales are up nine percent. Worthy competitors include the Chevrolet Traverse, Ford Flex and Mazda CX-9. Pilot premiered in 2003 with a complete second-generation redo in 2009.
James Jenkins Manager of Light Trucks and Product Planner at Honda stopped by Oakbrook Terrace during the final week of August to share lunch with the Midwest Automotive Media Association and discuss Pilot and other crossovers. Unlike Asian rivals Toyota and Nissan which offer full-size rough-and-tumble pickup trucks (Tundra and Titan respectively), Honda's self-described 'light-truck' portfolio consists of uni-body, car-framed crossovers (Pilot, CR-V and new-for-2016 HR-V) and Odyssey.
Visually distinctive from its more utilitarian, blocky-styled second-generation predecessor, 2016 brings smoother exterior tones and a family resemblance to the popular, compact Honda CR-V. Pilot also shed some unneeded weight, 300 pounds worth in upper trims and the hood's been lowered an inch in all trims. While width remains relatively unchanged, overall length grows a welcome three inches. "Pilot looks like a premium product for a mainstream audience," Jenkins, a 10-year Honda veteran stated.
Every trim receives an all-new 3.5-liter, direct-injected, 24-valve V-6 boosting horsepower power and generating class-leading fuel economy numbers thanks in part to cylinder deactivation technology, shutting down select cylinders during less-stressing highway speeds. Expect 280 horsepower, up 30 from 2015's outgoing 3.5-liter V-6, providing more than ample oomph for just about any situation.
Trims available in 2016 include returning LX, EX, EX-L, Touring and an all-new top-dog Elite, our tester. All come with the choice of front wheel or updated all-wheel drive sans Elite, an all-wheel-drive exclusive. Historically, 70 percent of shoppers have gravitated to four-wheel drive according to Jenkins.
Fuel economy is up between one and two miles per gallon in 2016 depending on the drivetrain and transmission selected. This single engine combines with two distinct transmissions: LX, EX and EX-L receive a six-speed automatic transmission while Limited and Elite upgrade to a nine-speed automatic with stop/start technology. Both replace an outgoing five-speed automatic.
Start/stop technology, becoming more prevalent in mainstream vehicles, is popular in alternative-powered offerings, most notably gas-electric hybrids to increase fuel economy. Pilot's engine will nap momentarily at prolonged stops where a noticeable vibration and dip in air conditioning fan speed can be felt.
Starting price for a 2016 two-wheel drive base LX begins at $29,995. Choose the all-new Elite (our tester) and buyers receive all available bells and whistles with few decisions to ponder save for exterior color for a $46,420 starting price. Our bottom line ended at $47,300 with $880 destination charge.
Pilot's all-wheel drive includes variable torque management, with front-to-rear and left-to-right torque vectoring which Honda's Jenkins described as, "sending additional power to the wheel needing it the most."
One of the first nuances striking drivers is the electronic nine-speed automatic gear shift between front buckets. Unlike the mechanical variety with grab knob, a simple push or pull of in-line, well-marked designates select the desired gear. Engineers wisely designed specific finger motions for each choice. For example, Park requires pushing a rectangular button down while Reverse necessitates the pull of a tab. To select 'Drive,' simply push a circular button. This same layout is found in select up-market Acura models with nine-speed automatic transmissions.
Electronic push-button start is standard. With the parking brake now foot driven rather than hand-operated, the center region between front buckets opens to accommodate the electronic transmission, in-line beverage holders and deep storage bin with sliding top.
All trims sans the entry EX provide higher-voltage 2.5-amp charging ports for quickly powering portable electronics. In addition, a whopping five USB plug-in ports are strategically interspersed throughout. The high-tech looking instrument panel includes a digital speedometer.
Elite is the sole seven-passenger trim offering two captain's chairs in the middle row rather than a three-row bench. Remaining trims seat eight. All second-row seating includes 'one-touch access,' a simplified way for children and adults to reach the last row. Once a large, well-marked side seat cushion circular button gets pushed, the second-row captain's chair (or split-bench side) slides forward while the back rest drops downward, creating a walk-through isle. No heavy lifting or below-seat pull bars to mess with.
Since the entire seat unit does not flip forward as with some crossovers, the aisle is adequate for kids (who mostly occupy row three) but tight for adult legs. But if taller folk happen upon row three, plenty of head room awaits. When leaving the back row, another identical circular push button atop the back of the second row seat springs the seat forward.
The multi-function eight-inch touch screen high atop the center console (standard in all trims sans LX) includes a back-up camera display when heading in reverse. One demerit needs handing out; no easy-grab nobs are present for volume or station pre-set controls. Instead, volume adjusts through a side screen touch sensor or redundant steering wheel buttons. Some selected screens can be tough to interpret against a blue background. Touring and Elite models include a second-row, drop-down Blu-Ray DVD ceiling screen.
Captains of their ship may take advantage of the beveled drop-down ceiling mirror to keep a watchful eye on the crew in back, hopefully intervening before mutinies erupt.
The power lift back (EX-L trims and above) opens with enough headroom clearance for those six-feet two inches and shorter. A button on the doors underside sends the door down for a sealed close. Third-row 60/40-split backrests manually fold down and up with a gentle pull of Velcro back straps.
A rather conventional front end includes a couple chrome plated horizontal slates with Honda's "H" logo centering the picture. Narrow, eagle-eye-like headlight housing wraps to the fenders, replacing a block-style design from Gen Two. Side windows, framed in chrome, are narrower, especially third-row glass between the C and D pillars accented below with an arched character accent which straights out as it continues forward under the vehicle's side windows. While Generation One bore square tail lights and Gen Two a thinner, vertical layout, Pilot now wraps the housing from gate to side.
2016 Honda PilotPrice as Tested: $47,300
Wheelbase: 111.0 inches
Length: 194.5 inches
Width: 78.6 inches
Engine: 3.5-liter V-6
Horsepower: 280
Fuel Economy: 19 mpg city/26 mpg highway
Powertrain warranty: Five year/60,000 miles
Assembly: Lincoln, Alabama