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.

2011 Honda Ridgeline Hybrid Model?

Looks like the economic feasability of a Diesel engine coming to North America are starting to waver. It was expected that by the time the next gen (2011, as a 2012 model) Ridgeline came about that so would a V6/V8 diesel engine. Now, rumours are that Honda is leaning towards a Hybrid model which of course would work with cylinder deactivation (VCM). There are still rumours of a 4.2 litre V8 engine, and it would make sense that Honda would have 2X options for this vehicle, 1X gas and 1X Hybrid or Diesel.

As always, I'll keep you posted as I hear anything else.

Ridgeline Expected to Recieve a Substantial Facelift for 2009

No, it's not going to look quite like the above vehicle, I just happen to love the kit that is on this 2006 Honda Ridgline.

This is an apparent spyshot of the revised Ridgeline, I won't bother posting the rear shot, it's identical to the current version and will probably change as of release time sometime in the next month or so.

Vtec.net reports from an anonymous source that;

"the MMC is in fact taking place during model year 2009, and it will be appearing in showrooms sometime in July. Honda has reportedly informed its dealers that the Ridgeline has gone through a "large scale, minor-model change (MMC)". A "bolder look" is promised, along with "integrated towing features" and several new accessories. Styling improvements are said to have been executed to both the front and the rear of the vehicle. New features coming to the RTL model include 18" wheels and a rear-view camera. Also coming are two additional bed tie downs, daytime running lights (DRL), and a hitch integrated into the rear bumper. Interior enhancements are also coming, and a new soft tonneau cover will be offered."

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

Car & Driver Magazine Small SUV Comparison

9X SUV's. The Ford Escape VS Honda CR-V VS Hyundai Tucson VS Jeep Liberty VS Nissan Rogue VS Mitsubishi Outlander VS Saturn Vue VS Suzuki Grand Vitara VS Toyota RAV4. This is a pretty cool comparison, comparing the different vehicles 'off-road' worthiness! A few surprises here.

1st PLACE: 2008 Toyota Rav4 4X4 4cylinder

Highs: Spacious back seat, Toyota ergonomics, Toyota resale value.

Lows: Noisy at WOT, needs a fifth gear, ought to come with alloy wheels.

The Verdict: Chassis, drivetrain, and body all speaking the same language.

Link: http://www.caranddriver.com/comparisons/14481/2008-toyota-rav4-4x4.html

2nd PLACE: 2008 Honda CRV EX 4WD 4cylinder

Highs: Amazing fit and finish, a cockpit as cheerful as an Easter hat.

Lows: Odd-looking nose, could use a manual lock for the rear axle.

The Verdict: Dynamically a TKO. A tsunami of quality, verve, and value.

Link: http://www.caranddriver.com/comparisons/14480/2008-honda-cr-v-ex-4wd.html

3rd PLACE: 2008 Nissan Roque SL AWD 4cylinder

Highs: Go-get-’em handling, steering, and acceleration.

Lows: Grim rear visibility, nervous off-road, somber interior.

The Verdict: A stunning example of extracting the most from the least.

Link: http://www.caranddriver.com/comparisons/14479/2008-nissan-rogue-sl-awd.html

4th PLACE: 2008 Mitsubishi Outlander SE 4WD 4cylinder

Highs: Clever liftgate, carlike on pavement, hauls a lot o’ stuff.

Lows: Cheap-looking interior, gritty engine noise, vague steering.

The Verdict: Crisp exterior styling but dynamically bland.

Link: http://www.caranddriver.com/comparisons/14478/2008-mitsubishi-outlander-se-4wd.html

5th PLACE: 2008 Suzuki Grand Vitara 4WD XSport 6cylinder

Highs: Strong in the muck, macho styling, as solid as a tank.

Lows: Cramped interior, noisy at idle, somber and soulless cockpit.

The Verdict: A mini SUV with the heart of a Hummer.

Link: http://www.caranddriver.com/comparisons/14477/2008-suzuki-grand-vitara-4wd-xsport.html

6th PLACE: 2008 Saturn Vue XE AWD 6cylinder

Highs: Luxo interior, soothing interstate cruiser, Euro suspension tuning.

Lows: Daggerlike lumbar supports, smaller inside than it looks.

The Verdict: A handsome lad who is 400 pounds overweight.

Link: http://www.caranddriver.com/comparisons/14476/2008-saturn-vue-xe-awd.html

7th PLACE: 2008 Ford Escape XLT AWD ?cylinder

Highs: Open and airy cockpit, an accomplished long-distance cruiser.

Lows: Needs more isolation from road noise, could use a fifth gear.

The Verdict: Honest and attractive, but the freshening didn’t go far enough.

Link: http://www.caranddriver.com/comparisons/14482/2008-ford-escape-xlt-awd.html

8th PLACE: 2007 Hyundai Tucson Limited 4WD 6cylinder

Highs: Vaultlike platform, a bull in the mud, a brand name with cachet.

Lows: Cramped seats and footwells,too heavy, dismal fuel economy.

The Verdict: Happy in the mountains of Montana, unhappy on errands in Minneapolis.

Link: http://www.caranddriver.com/comparisons/14475/2007-hyundai-tucson-limited-4wd.html

9th PLACE: 2008 Jeep Liberty Limited 4x4 6cylinder

Highs: Vaultlike platform, a bull in the mud, a brand name with cachet.

Lows: Cramped seats and footwells,too heavy, dismal fuel economy.

The Verdict: Happy in the mountains of Montana, unhappy on errands in Minneapolis.

Link: http://www.caranddriver.com/comparisons/14474/2008-jeep-liberty-limited-4x4.html

Interesting read.

BTW: Here is a link to the overall scores;

http://www.caranddriver.com/assets/download/TinyUtes_final.pdf

Variable Torque Mangement 4-Wheel Drive System (VTM-4™) Explained

After studying various all-wheel- and four-wheel-drive systems offered by the wide variety of pickups on the market today, Ridgeline engineers concluded that virtually every one had functional shortcomings and was undesirably bulky and heavy. The direct result of that research was to use Honda's innovative fully automatic VTM-4 system. This fully automatic 4WD system is the best match for the Ridgeline owner and proactively distributes torque to all four wheels as needed. This system provides front-wheel drive for dry-pavement cruising conditions and engages all-wheel drive when needed to improve stability or maneuverability. Unlike many competitive systems that use an engagement strategy triggered by wheel slippage, the Ridgeline's VTM-4 system anticipates the need for all-wheel drive and engages the rear wheels before slippage begins. Additional torque is redistributed to the rear for improved performance during acceleration, especially on low friction surfaces and during towing. In addition, the VSA system provides a limited-slip differential effect by applying braking force to a slipping front wheel thereby directing driving force to the wheel with more grip.

Another special feature is a "VTM-4" lock button, located on the instrument panel, which temporarily holds engagement of both rear wheels to aid traction.

There are three distinct modes of VTM-4 engagement. The first – called the acceleration torque control (ATC) mode – is unique to this system. It works even on dry pavement to proactively distribute driving torque to all four wheels as the Ridgeline accelerates from a stop to cruising speed. One notable benefit of this mode is that traction is immediately available to move the vehicle from rest through a slippery intersection before slippage occurs. (Once a wheel slips, the traction available for forward propulsion and lateral restraint is significantly diminished.)

A second advantage is that apportioning drive torque among all four wheels greatly diminishes the likelihood of torque steer. Handling dynamics are also improved. Reducing the propulsive force carried by the front tires leaves more adhesion for steering the vehicle into a tight bend or for holding cornering arc in the middle of a turn. In other words, the Ridgeline's dynamic balance is greatly enhanced by ATC logic.

Rear wheel torque rises smoothly from zero to the optimum setting in proportion to vehicle acceleration (both forward and reverse). At higher speeds, the front wheels are capable of providing the desired thrust with excellent handling so torque delivered to the rear wheels automatically diminishes with speed. While cruising, all driving torque is delivered by the front wheels in the interests of smoothness, quietness, and fuel efficiency.

The second engagement mode uses wheel slippage control logic. If the difference in rotational speed between front and rear wheels rises because of a slippery surface or poor traction at the front of the vehicle, that condition is detected by wheel-speed sensors which are monitored by VTM-4's ECU. In response, the ECU commands an increasing amount of torque for the rear wheels. Torque is proportional to both slip rate and the rate at which the slip rate is increasing. This operation is similar to conventional slip-based all-wheel-drive systems already on the market.

The third mode of all-wheel-drive engagement activates when the driver presses the lock button mounted on the instrument panel. The maximum amount of rear-drive torque is locked in until the vehicle gets moving and exceeds six mph, at which time rear drive torque is gradually diminished. By 29 km/h, the lock mode is fully disengaged. When vehicle speed drops below 29 km/h, the lock mode automatically reengages. The shift lever must be in the first, second, or reverse-gear position to use the lock mode.

The maximum torque delivered to the rear wheels allows the Ridgeline to claw up a 28-degree (53-percent slope) dirt grade. On a split-mu (split-friction) grade (different amounts of traction at each wheel), VTM-4 automatically provides sufficient rear-wheel torque to help the vehicle climb steep and slippery terrain such as a steep driveway with patches of snow and ice.