2010 Honda Pilot Touring Review

Pilot's Size and Practicality Hard to Beat

Need to transport up to eight occupants but can’t stomach the ‘v’ word? (That’s ‘v,’ as in van. Of course if it were the other ‘v’ word, you may not need to transport eight!).

Minivans offer a space/usage ratio that’s impossible to beat. Unfortunately, these plebian workhorses of the modern family fail to deliver on the recreational front with the same resourcefulness of a four-wheel-drive SUV.

No notable changes for 2010
The Pilot underwent a major overhaul in 2009, giving it distinctive truck-like styling. The shape became boxier and the size grew slightly larger all around. The increased girth enabled a few extra inches to be added to the cabin, resulting in greater cargo capacity and improved access to the third-row seat.

Along with expanding the Pilot’s real estate, engineers managed to boost its fuel efficiency in ’09 by applying Honda’s Variable Cylinder Management technology, which allows the engine to operate on six, four or three cylinders depending on immediate power demands.

Given the extensive 2009 upgrades, the 2010 Pilot is unchanged from last year.

Size matters
Any recreationally active family will affirm the value of space-generosity in a vehicle. It’s easy to underestimate what size is appropriate when SUV shopping. None of us want to over-buy when it comes to automotive proportions; unfortunately that laudable goal often results in under-buying. The consequence of which, is the inability to easily accommodate a family ski trip or get-away.

With a dog and several kids, it’s amazing how quickly a relatively large vehicle becomes miniaturized. Excess cargo is often fastened to the roof or inaccessible in a roof-mounted cargo shell.

This is why the Pilot is a “right size” vehicle for so many. It can seat eight in relative comfort or carry a tremendous haul of sporting equipment or camping supplies within its cargo volume of 2,464-litres. Oh, and of course, arf arf will have suitable tail-wag room as well.

Traction maximized
The Pilot utilizes Honda’s highly effective Variable Torque Management 4-Wheel-Drive System (VTM-4) to ensure access to the ski hill or lake. This setup operates automatically, apportioning power to where it’s of greatest use.

In extremely low traction conditions, such as on an icy slope, a dash-mounted button enables the driver to lock the rear differential to maximize bite. The system remains locked until a speed of 30km/h or so is crested. This application is particularly useful for overcoming situations that might find other light-duty SUVs spinning madly in a futile search for traction.

I’ve relied upon Honda’s VTM-4 in a severe snowstorm on unplowed roads that were buried in a good 15-20cm of snow, and found it to be remarkably effective. But keep in mind that we’re talking about light-duty 4WD operation. The Pilot is not a serious off-roader. It’s not equipped with a low-range transfer case or off-road functions such as Downhill Assist.

On the road
The 2010 Pilot is outfitted to ensure that road trips are as pleasurable as possible. Seating is comfortable. Large windows all around provide everyone with a panoramic view of the passing sights. Equipment available to enhance the ride includes tri-zone climate control, heated rear seats and DVD entertainment.

Twelve large cup holders keep occupants properly hydrated while darkly tinted side and rear glass keeps the sun in-check.

With a rating of 250 horsepower @ 5,700 rpm and 253 pound-feet of torque @ 4,800 rpm, the 3.5-litre SOHC V6 gets the job done with C+ competency. This is a “comfortable” engine but not a burning pit of intensity. That said, the Pilot provides competent acceleration and passing performance.

A 5-speed autobox manages gear changes with more than adequate skill and predictability. Unfortunately an electronic manual-mode is not part of the package, which tends to discourage driver input.

On the flip side, the Pilot is equipped with strong, predictable 4-wheel antilock disc brakes. It’s also stuffed full of occupant protection, including 3-row side curtain airbags with rollover protection.

Does it feel too big?
The 2010 Honda Pilot is a pleasant rig to administer. It does however feel fairly bulky, and surprisingly large. Its seating position is high, and its hood is long and broad, the combination of which may contribute to the sense of size and substance.

But don’t let visions of grandeur discourage. I felt very safe and well protected in the Pilot. I also found it easy to manoeuvrer; certainly much easier than some similarly sized SUVs that don’t provide the same clean sight lines.

My tester was the Touring edition of the Pilot, meaning it carried a full load of equipment that included a rear back-up camera. This feature was of great assistance when reversing into a tight parking spot.

Ride and comfort
The Pilot is a stable road performer that treats its occupants to a comfortable ride in a sufficiently quiet cabin. It’s not as luxurious as the Buick Enclave but won’t disappoint even the fussiest of folk. It brings forth many strengths, including size, practicality, value and efficiency.

Source;
http://www.auto123.com/en/honda/pilot/2010/review?carid=1102301205&printable=1&artid=114283

Ward’s Announces 2009 10 Best Engines Winners

By Ward’s StaffWardsAuto.com, Dec 5, 2008 12:54 PM

SOUTHFIELD, MI – Amid plummeting vehicle sales, thousands of job losses, an economy officially in recession and pleas for federal assistance, a handful of auto makers have cause to celebrate.

Ward’s Automotive Group announces its 2009 10 Best Engines list, which reflects the diversity of powertrains that will play a role in reshaping America’s automotive landscape.

Selected by Ward’s editors, the 2009 list marks the 15th year for the Ward’s 10 Best Engines program, the North American auto industry’s only awards honoring powertrain excellence and considered by many to be the “Oscars” for automotive engines.

The winners for 2008 (engine and tested vehicle):

Audi AG: 2.0L TFSI turbocharged DOHC I-4 (A4 Avant)

BMW AG: 3.0L turbocharged DOHC I-6 (135i Coupe)

BMW AG: 3.0L DOHC I-6 Turbodiesel (335d)

Chrysler LLC: 5.7L Hemi OHV V-8 (Dodge Ram/Challenger R/T)

Ford Motor Co.: 2.5L DOHC I-4 HEV (Escape Hybrid)

General Motors Corp.: 3.6L DOHC V-6 (Cadillac CTS)

Honda Motor Co. Ltd.: 3.5L SOHC V-6 (Accord Coupe) <- and sedan

Hyundai Motor Co. Ltd.: 4.6L DOHC V-8 (Genesis)

Toyota Motor Corp.: 3.5L DOHC V-6 (Lexus IS 350)

Volkswagen AG: 2.0L SOHC I-4 Turbodiesel (Jetta TDI)

Honda underscores its longstanding reputation for great engines with the encore performance of its 3.5L SOHC V-6 in the Accord lineup. Merging exceptional performance with reasonable fuel economy, the engine employs advanced cylinder deactivation in the sedan and engaging power delivery in the coupe.

Link;
http://wardsauto.com/home/best_engines_2009_081205/

Rumours on the NSX and RL V10 Getting VCM....

Found a nice piece on Autoblog with an article from 7tune, I am at work now and have 'Fortiguard' which is blocking the site (7tune) stating that it contains explicit material, so I will provide the link to the site. www.7tune.com/2010-acura-nsx/ is the link to some more renderings.

"is news that the 5.5L V10 engine expected under the hood of the supercar will include relatively aggressive cylinder deactivation technology. The V10 will reportedly be able to cut its cylinder count in half by running as a 2.75L inline five-cylinder when its full capacity isn't needed. We would imagine that would be quite often, as the car's expected power output of six-hundred horses attests."

For more....
http://www.autoblog.com/2008/07/15/rumormill-honda-nsx-and-acura-rl-to-get-v10-with-cylinder-deact/

Plus, here's a link to the VCM explanation;
http://thehondaportal.blogspot.com/2008/07/how-vcm-works-in-2008-honda-accord-v6.html

How the VCM works in a 2008 Honda Accord V6 Engine

VCM = Variable Cylinder Management.

Here's how it works;

i-VTEC with 3-stage Advanced Variable Cylinder Management™ (VCM™)
The Accord’s available SOHC V-6 with automatic transmission includes i-VTEC with Advanced VCM. With the boost in fuel efficiency attributable to VCM, the larger and more powerful Accord V-6 with automatic transmission actually gets better fuel economy than its smaller, less powerful predecessor when tested with the same methodology.

VCM Operation
To help improve the fuel efficiency of the V-6 engine available with the 5-speed automatic transmission, the latest generation of Honda’s VCM is used. This is the first application of VCM on a non-hybrid Accord model. Unlike previous VCM systems that switched between three- and six-cylinder operation, the Accord’s system can operate on three, four or all six cylinders.

During start-up, acceleration or when climbing hills – any time high power output is required – the engine operates on all six cylinders. During moderate speed cruising and at low engine loads, the system operates just one bank of three cylinders. For moderate acceleration, higher-speed cruising and mild hills, the engine operates on four cylinders.

With three operating modes, the VCM system can finely tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eliminated and fuel economy gets a further boost. The VCM system combines maximum performance and maximum fuel economy – two characteristics that don’t typically coexist in conventional engines.

VCM deactivates specific cylinders by using the VTEC (Variable Valve-Timing and Lift Electronic Control) system to close the intake and exhaust valves while the Powertrain Control Module simultaneously cuts fuel to those cylinders. When operating on three cylinders, the rear cylinder bank is shut down. When running on four cylinders, the left and center cylinders of the front bank operate, and the right and center cylinders of the rear bank operate.

The spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion during cylinder re-activation.

The system is electronically controlled, and uses special integrated spool valves that do double duty as rocker-shaft holders in the cylinder heads. Based on commands from the system’s electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for specific cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.

The VCM system monitors throttle position, vehicle speed, engine speed, automatic-transmission gear selection and other factors to determine the correct cylinder activation scheme for the operating conditions. In addition, the system determines whether engine oil pressure is suitable for VCM switching and whether catalytic-converter temperature will remain in the proper range. To smooth the transition between activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle position and turns the torque converter lock-up on and off. As a result, the transition between three-, four-, and six-cylinder operation is unnoticeable to the driver.