2009 Honda Pilot 4WD Touring

Second-generation crossover vehicle is safer and more fuel efficient
By Nina Russin

Honda isn’t the biggest car company in the business: compared to giants

2009 Honda Pilot Touring

like Toyota and General Motors, Honda is almost a niche player. But its owners are among the industry’s most loyal. Getting behind the wheel of the new Pilot crossover vehicle, it’s easy to see why.

As soon as I got behind the wheel, I noticed five features that elevate the Pilot above many of its competitors. To start, it holds eight passengers, but it doesn’t make a relatively small driver like myself feel like a Lilliputian aboard the big ship Gulliver.

The steering wheel is small enough in diameter to work ergonomically for a woman. The shift lever on the instrument panel is easy to reach. Above the glovebox, there’s a divided shelf for holding small electronic devices. Inside the center console bin, a 12-volt and 115-volt powerpoint charge everything from PDAs to computers on the go. And the mouse control for the standard navigation system is completely intuitive.

Power comes from a 3.5-liter V6 engine with variable cylinder management: Honda’s first application of the system on a four-wheel drive vehicle. When power demands are low, the on-board computer cuts power to two or three cylinders to save gas.

The car runs on all six cylinders at start-up, or during hard acceleration. When the Pilot is cruising at low speeds, it runs on three cylinders: at higher speeds or during moderate acceleration, it runs on four.

An “eco” indicator in the gauge cluster tells the driver when the system is activated. It works so well, that I was able to keep the car in eco-mode while driving eighty miles-per-hour on the highway.

A five-speed automatic transmission shifts seamlessly. Except for its size, the Pilot’s ride and handling are quite similar to the Accord sedan.

On-demand four-wheel drive

Technically, Honda’s four-wheel drive system is all-wheel drive, since the Pilot lacks a two-speed transfer case. The system automatically transfers power to the rear axle during hard acceleration for better handling. It delivers power to the wheels with the best traction in wet or snowy weather, as well as off-road.

The Pilot has eight inches of ground clearance: plenty to clear most obstacles on a dirt road or trail. Generous approach and departure angles allow the Pilot to climb and descend steep hills without hitting the bumpers. Standard hill start assist prevents the truck from slipping backwards when the driver accelerates from a stop on a steep hill.

A lock button on the instrument panel maximizes traction when the vehicle gets stuck in mud or snow. It works by engaging a compact transfer case bolted to the front transaxle: the transfer case sends engine power directly to a rear-axle drive unit.

Front and rear wipers keep the windshield and tailgate glass clean in the rain and snow.

Rearview backup camera protects small children

A standard rear backup camera displays a wide angle image to the rear of the vehicle whenever the driver shifts into reverse.

The system makes it easy to back the Pilot into a standard parking spot. It also displays objects below the driver’s sightline: a safety feature for parents whose small children may not be visible in the driveway.

I’m not a huge fan of car-based navigation systems, since there are much less expensive aftermarket products that serve the same purpose. But of all the car-based systems, Honda’s is one of the best. It calculates routes very quickly: ditto for rerouting drivers who get lost or need alternate paths around traffic.

Every passenger counts

All three rows of passengers have the basic amenities that make travel by car pleasurable: head, shoulder and legroom, ambient light,, and available overhead light. A standard DVD rear entertainment system comes with three headphone jacks, so parents can enjoy XM radio up front while the kids in back watch videos.

Tri-zone climate control has separate temperature knobs for the driver and front passenger, and another set of controls in back of the center console for second-row passengers. Ventilation is excellent in the first two rows. There are no vents in the ceiling or back row, which could be a problem for third-row passengers on a warm day.

A lever on the outboard side of the second-row seatbacks folds them forward and moves the seats about a foot, to create a larger access and egress path to the third row. I had adequate leg and headroom in the outboard third-row seats.

Second-row seats have ample head, leg and hip room for three passengers. All four doors have multiple map pockets: the rear doors also have bottle and cupholders.

Standard heated front seats keep the driver and front passenger warm in the winter. A power adjustable lumbar in the driver’s seat provides exceptional lower back support. Two memory positions allow multiple drivers to share the car.

Cruise and redundant audio controls on the steering wheel reduce driver distraction. The mouse at the base of the center stack controls audio system settings, vehicle information and the navigation system. Separate buttons and knobs for temperature, fan and radio settings make for quicker access.

A digital display in the middle of the gauge cluster shows odometer and trip meter readings. Black lettering on a white background is easier on the eyes than the typical orange-on-black graphics.

The standard audio system is Dolby surround-sound, with ten speakers, a six-disc in-dash CD player and XM satellite radio. The Pilot is Bluetooth compatible: controls on the steering wheel allow Californians to comply with new safety legislation prohibiting drivers from using hand-held phones.

An overhead sunglass holder also has a conversation mirror, so parents can keep an eye on the kids in back.

Versatile cargo area

Both second and third-row seats fold flat to extend the cargo floor. It’s a simple operation utilizing levers on the seatbacks. With both rows of seats folded flat, the Pilot can hold several bicycles or other large cargo in back.

A power liftgate makes it easier to load in the weekly groceries. Despite its high ground clearance, liftover height is fairly low. A rubber step pad on the back bumper helps passengers get up top. Roof rails are standard on the Touring grade.

Standard safety

The Pilot comes standard with electronic stability and traction control. A button on the instrument panel disables the stability control, allowing the wheels to spin if the driver needs to climb out of a snow bank.

Other standard safety features include active front headrests, four-channel antilock braking, front, side and side curtain airbags.

Honda builds the Pilot at its assembly plant in Lincoln, Alabama

Likes: An eight-passenger crossover vehicle with better-than-average fuel economy, along with excellent handling and performance. Available four-wheel drive enhances traction in snow and mud. Second and third-row seats fold completely flat and flush, to create a long, flat cargo floor.

Dislikes: None

Quick facts:

Make: Honda
Model: Pilot
Year: 2009
Base price: $39,995
As tested: $40,665
Horsepower: 250 Hp @ 5700 rpm
Torque: 253 lbs.-ft @ 4800 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 16/22 mpg city/highway
Comments: Base sticker price does not include a $670 destination charge.

2009 Pontiac G8 GT

Sport sedan with a European attitude
By Nina Russin

2009 Pontiac G8

The G8 is Pontiac’s answer to the 3-Series: a mid-sized sport sedan in the European tradition. Engineers validated the G8 at Germany’s famed Nurburgring race track, proving that the G8 is more than a pretty face.

As euro values escalate, the G8 offers buyers a more affordable alternative to its German competitors. Base price is just over $30,000.

Pontiac raises its internal bar

For years, the Pontiac moniker has been synonymous with performance, but of a different sort. I remember the GTOs of the 1960s: some of the greatest muscle cars ever produced. Pontiac Firebirds weren’t half bad either.

Both models had an overabundance of power under the hood but lacked the refinement to rival what was coming out of Europe. Though exterior styling was iconic, inside the cars lacked character. There was a lack of finesse in ride and handling as well: too much gear lash, poorly tuned suspensions, etc.

All of that changed with the G8. It’s stylish in a way that will stand the test of time, solid, and powerful. The GTO was the king of the dragstrip: the G8 is a true GT: a grand tourer tuned for high-speed driving.
Three high-performance powertrains

The test car is the GT grade: the volume-leader perched between the base V-6 model and upscale GXP. Power comes from a 361-horsepower V-8 engine and six-speed automatic transmission.

An active fuel management system cuts power to half the engine cylinders when engine loads are low to improve fuel economy. Despite that, gas mileage is rather poor: about 18 miles-per-gallon on average.

Standard performance features on the rear-wheel drive sedan include a sport-tuned fully independent suspension, limited slip rear differential, variable rack-and-pinion steering, and stabilitrak stability control.

A sport package adds aluminum pedals, and upgrades the standard eighteen-inch wheels to nineteen-inch rims with summer performance tires ($600). All grades come with standard front and rear disc brakes with four-channel antilock braking.

All-business exterior

Pontiac exteriors have always turned heads: the G8 has fit and finish to match its wow factor. Up front, a Pontiac logo sits in the center of a dual port grille. Dual air scoops help the naturally-aspirated engine breathe, as do dual stainless exhaust tips.

Designers pushed the wheels as far to the corners as possible to enhance stability in the corners. The optional wheels and low-profile tires create large contact patches with the road.

Driver-focused interior

The G8 may have the nicest interior I’ve ever seen Pontiac produce. Gone are the myriads of oversized buttons cluttering up the instrument panel. Ditto for tall gearshift levers with ungainly-large shift knobs.

A premium package on the test car upgrades the standard cloth to perforated leather seats with six-way adjustments and seat heaters up front ($1,250). Seat bolsters are big enough to hold the driver and front passenger in place, without interfering with access and egress.

Power window controls and mirror adjustments are on the floor console where they are easy to reach from either front seating position. A large center console bin has a 12-volt power point for recharging electrical devices: there is a second power point at the base of the center stack.

A gate-style shift lever on the floor has manual gear select options. Redundant audio controls on the steering wheel minimize driver distraction. The standard audio system includes an AM/FM radio, CD changer and MP3 plug-in. XM satellite radio is standard with three months of complimentary service.

Standard Bluetooth connectivity allows gives the driver hands-free phone access. The Bluetooth system is integrated into the OnStar system, that automatically alerts police and medical personnel if the airbags deploy.

Audio and dual-zone climate controls on the center stack are simple and easy to reach. The G8 has an exceptionally large glovebox with a shelf for storing car documents. All four doors have map pockets with molded bottle holders.

An optional power sunroof ($900) brings extra ambient light into the back of the car. The outboard second-row seating positions have ample head, shoulder and legroom. A tall transmission tunnel impinges on legroom for the center seating position.

Second-row passengers get separate air vents, located in the back of the center console. The middle seat folds flat to produce a work surface with two cupholders. The pass-through extends the cargo floor for holding skis or golf clubs.

Solid, confident performance

Pontiac engineers used a high percentage of high-strength steel throughout the unitized body structure, giving the G8 a high level of torsional rigidity. The stiff body structure translates to exceptional steering feedback, and a very positive on-center feel.

The engine is located low and rearward in the chassis cradle to give the car a low center of gravity for better cornering, and a weight balance close to 50/50. I took the car into a couple of decreasing radius turns to see if I could break the back end loose. The G8′s rear axle stayed glued to the road.

Rubber suspension mounts minimize noise and vibration inside the passenger cabin. There is no noticeable wind noise around the windshield or outside mirrors. The suspension provides a crisp ride without beating up the driver and passengers.

Visibility to the front and sides is good. The side mirrors are small enough to not obstruct the driver’s view merging onto the highway. There are rather large blind spots to the rear. I can’t tell if this is due to the shape of the mirrors, or the width of the car’s rear pillars.

Deep long trunk

The G8 trunk is too shallow to be bicycle friendly, but it’s deep enough to hold quite a bit of luggage. A standard cargo net keeps grocery bags in place. A standard trunk latch release on the remote fob makes it easier to load cargo in back.

Standard safety

All grades come with front, side and side curtain airbags, electronic stability program, traction control and antilock braking. The G8 has yet to undergo federal crash tests.

Pontiac builds the G8 at its Elizabeth, Australia assembly plant.

Likes: A sport sedan with exceptional power and performance; the G8 can hold its own against similar products from Germany.

Dislikes: Large blind spots to the rear. Poor fuel economy.

Quick facts:

Make: Pontiac
Model: G8 GT
Year: 2009
Base price: $30,675
As tested: $34,110
Horsepower: 361 Hp @ 5300 rpm
Torque: 385 lbs.-ft. @ 4400 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 15/24 mpg city/highway