2016 Honda Pilot

2016 Honda Pilot

Episode 3442
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

It’s probably safe to say that there aren’t too many American neighborhoods where you won’t find a Honda Pilot shuttling kids from one place to another. In just 2 generations the Pilot has become a big seller among three-row crossovers. Now it’s time for a new, 3rd generation Pilot with both more style, and more substance, ready to take on suburbia.   

The all-new, mid-size, seven or eight passenger 2016 Honda Pilot is the brand’s most ambitious crossover utility to date, ready to take its family multi-tasking to new levels.

When the outgoing Pilot arrived for 2009, we, as did many others, gave Honda grief over its old-school, boxy shape. And perhaps, looking back, it was a little unfair…as now that the Pilot has a more modern and rounded shape, it looks like every other crossover, losing most of its distinctiveness.

All the necessary elements are here for a contemporary design; 20-inch wheels, a first for Honda, L.E.D. head and tail lights, and of course L.E.D runners; though they mostly blend in and don’t stand out like most rivals.

Wheelbase is longer by almost 2-inches, length grows by 3, and visibility has been improved all around.

A glass panoramic roof is available, another first for the brand, but instead of a single panel like many others, it’s still 2 separate glass panels. This design, Honda says, allows the DVD screen in an optimal ceiling mount viewing position, while also retaining roof cross bracing for better rollover protection. 

And, being a family hauler, above average occupant protection is a huge selling point, so there’s an all-new crash structure, along with LaneWatch camera, automatic braking, and lane keep assist. All are available on mid trim EX, though oddly, blind spot monitoring, coupled with rear cross traffic alert, comes only with new, top drawer Elite. 

The new Pilot cruises down the road very nicely, with a smooth and controlled ride, despite the 20s; thanks to a stiffer chassis that enables a much better compromise between ride comfort and handling. Steering is very responsive and even has a good amount of feel.  

Handling is nimble and almost CR-V like, as you find yourself charging into corners a little faster than you probably should. At which time you feel a large percentage of its 2-tons begin transferring and you back off a little. That weight is about 300-lbs. less than previous and there’s noticeably less roll in corners. 

Acoustic side glass helps keep noise down, though not quite to luxury-car levels.

Just about every modern accoutrement you expect can be found in the new interior, though it’s also the source of our biggest complaint. And that is the lack of a traditional speedometer, as there’s only a digital readout for speed keeping. 

A multi-view back up camera is standard, heated and ventilated fronts are available, as are heated rears; and the new Garmin-based navigation is a huge improvement. The new climate panel works well, but most controls for everything else flows through the touchscreen.

Access to the 3rd row is another improvement, with one touch 2nd row sliding and a wider opening, and most trims have 5 USB ports. 

Even base Pilots are 8-passenger with a 2nd row bench seat. But most significant is the 7-passenger walk-through version with 2nd row captain’s chairs for the first time, again with top level Elite trim. 

Despite being larger overall, cargo room is about the same due to the sloping roof, but there’s a nice reversible cargo floor to take abuse. 

The same variable cylinder management 3.5-liter V6 provides power; though like Honda’s 4-cylinders, it’s now direct injected and therefore gets an Earth Dreams logo as well as a slight boost in muscle. Totals are now 280–horsepower and 262 lb-ft.

A 6-speed automatic transmission is standard, but Touring and Elite trims add a new 9-speed transmission. It is the smoothest 9-speed we’ve tried yet. Unfortunately, it comes with the same non-intuitive push-button shifter that we dislike so much in recent Acuras. 

Auto stop/start comes with the 9-speed, but can be easily switched off. 

Traditionally very capable off-road, the Pilot gets a new all-wheel-drive system, and while you can no longer manually lock anything, electronically controlled driving modes do the work for you. It worked well in simulated mud and bad weather demonstrations; as well as provided improved handling on dry pavement with Acura’s torque vectoring approach, using clutch packs to divert power, rather than power robbing selective braking. 

Government Fuel Economy Ratings are not finalized, but Honda claims with the 9-speed they’re best in class at 20–City, 27-Highway, and 23–Combined; 6-speed numbers are 19-City, 27-Highway, and 22-Combined. 

With base pricing of $30,875 and Elite trim coming in at $47,300, there are certainly better bargains in the segment, but those prices aren’t high enough to keep the new Pilot from becoming a huge success.

As regardless of the price, or the oddly structured safety options, or the less distinctive looks, the much improved 2016 Honda Pilot will surely be one of the top selling 3-row crossovers in no time at all. As usual, Honda knows exactly what their customers want, and finds a way to deliver it to them, time and time again.

Specifications

  • Engine: 3.5 liter V6
  • Horsepower: 280
  • Torque: 262 lb-ft.
  • EPA: 20 mpg city/ 27 mpg highway for 9-speed

Long Term Updates

Mileage: 2,600

Our 2016 Honda Pilot’s first month in our long-term fleet was a busy one. It included our annual trip south for winter testing, as well as getting us through our first major Mid-Atlantic snow event, racking up a quick 2,600 miles. 

On our highway trek south; other than finding the seats a little hard for our liking, the Pilot proved to be a good cruiser with more than adequate passing power and smooth transmission operation. 

Though we could do without the 9-speed’s electronic shifter layout nonsense; and since cargo was priority, we would have preferred a traditional bench over the 2nd row captain’s chairs for a more expansive load floor. 

So far we’ve averaged a fine 24.4 miles-per-gallon with its 3.5-liter V6. 

As for behavior in the blizzard, with snow mode engaged, it did an excellent job of providing traction and stability on snow covered roads.

But it may not be a true cold weather fan, as on a recent single-digit morning, our commute was accompanied by constant warnings of systems that were experiencing problems; though it seemed to drive just fine. 

Mileage: 6,000

Spring is fully in bloom here in the Mid-Atlantic, and our 2016 Honda Pilot 3-row crossover has been a welcome companion for spring cleaning and checking things off the honey-do list. 

Cargo space inside maxes out at 109 cubic-ft.  That’s more than most full-size utes; short of just about everything except for a minivan. 

We’ve put 6,000-miles on the Pilot, averaging a reasonable 22.3 miles-per-gallon.  And the only conundrum so far, is why there’s an overly-complicated, slow to respond electronic shifter; while at the same time there’s an old school, floor space-robbing, foot-operated parking brake, when even the new Civic comes standard with an electric parking brake. 

That quibble aside, the Pilot is a great long distance cruiser.  And as the weather continues to warm, we’re guessing this crossover will be a popular choice for staff vacations. 

Mileage: 8,000

We’re 4–months into the yearlong odyssey with our Honda Pilot 3-row crossover. And we took the old adage, “if you’re going to do something, do it right” to heart, choosing top Elite trim.

Even after 8,000–miles, we’re still discovering new features, like brilliant full LED headlights, booming sound system, and remote start. 

We certainly haven’t felt a need for more power from the 3.5-liter V6 and true 9-speed automatic transmission; though fuel economy has slipped a tad this go-around to 22.1 miles-per-gallon.

Mileage: 10,300

Piloting our 2016 Honda Pilot 3-row crossover over the last 5-months has been the typical Honda experience; roomy and worry-free, although not typically exciting. 

No problems to report, and over the last 2,300-miles since we last checked in, we’ve packed in a few road trips; and found near full-size SUV cargo space for hauling, yet agile mid-size sedan-like handling.

And impressive Fuel economy with the 3.5-liter V6 with its 9-speed automatic transmission, now averaging 22.8 miles-per-gallon. We’ve seen 28 during highway cruising.

Our only wish so far is for a little more padding in the front seats.

Summer’s here, and the livin’ sure is easy with our 2016 Honda Pilot. You couldn’t ask for a better family vacation vessel; and this 3-row crossover has been busy doing just that, hitting the R&R spots up and down the East Coast. 

Its bigger size and increased interior space over the previous Pilot are much loved; though it still feels and handles like a midsize car. 

Mileage so far, from the 3.5-liter V6 9-speed automatic combo platter is good at 22.7 miles-per-gallon of regular. 

The new navigation system looks great and works well, despite some staff members not being fans of the touchscreen only controls. And we’re mostly getting used to the gear selector, a few even like the push button setup. 

All-in-all, we’re certainly glad to have the Pilot in our fleet…

Mileage: 20,000

The calendar may now say December, but since our last report, our 2016 Honda Pilot has driven through just about every season of the year; including summer-like temperatures, autumn colors on our way to the North East, and snow once we arrived, handling them all equally well. 

Our Pilot’s road trip acuity has been well documented; but usually we’re referencing things from the driver’s perspective, noting the car-like handling and ultra-quiet interior.

This time however, it’s the passengers that have been weighing in; loving all of the cup holders and USB ports, as well as praising the comfortable, reclining 2nd row seats.  

With our odometer now showing well over 20,000-miles, fuel economy has slipped ever so slightly this go-around to 22.7 miles-per-gallon; still great for a three-row, big family-size crossover. 

Arguably, it’s not the most dynamic looking CUV on the market; but we’ll take big family friendly features over “look at me styling” any day.   

Everything seems to be holding up well, as we’ve had no major problems over 10-months, though we’ve recently noted some steering wheel vibration under hard braking. 

We still have nothing but praise for the 3.5-liter V6 engine; and believe it or not, fewer complaints recently about the sometimes clunky 9-speed automatic transmission. 

But the touchscreen interface is still drawing its share of critics; and the “safety at all costs” Honda Sensing system has sensed an awful lot of pending collisions that aren’t there. 

Unfortunately, our year with the Pilot is drawing to a close, so we’ll keep racking up the miles while we can, and enjoying every one of them. 

Mileage: 17,000

There’s certainly no shortage of new 2016 Honda Pilots on the road, and no shortage of miles being racked up on our long-term example either; having put over 17,000 on the dial over these last 8-months.  

Every weekend it seems our three-row, 6-passenger Pilot is off on another getaway. 

And, there haven’t been any major complaints about seat comfort or usefulness. In fact, most recently the log book was full of praise for the multitude of storage bins and shelves up front, for stashing electronic devices and no doubt snacks as well. 

The 280-horsepower 3.5-liter V6 continues to deliver good power; with fuel economy back on the uptick to 23.1 miles-per-gallon.

Surely the 9-speed automatic transmission helps, yet some of our crew find its operation is not always the smoothest. Ditto for the auto stop/start system, which is a necessary MPG evil we’re all going to have to live with. 

Mileage: 19,000

An almost equally prodigious summer vacation vessel is our 2016 Honda Pilot. There’s no kitchen facilities or any sleeping quarters here, but it’s certainly smoother and a whole lot quieter. 

We’ve seen over 27 miles-per-gallon in highway cruising from the 3.5-liter V6; but our overall average after 19,000 miles and 9-months; has slipped a little to 22.9 this term. 

We still have mixed feelings about the 9-speed automatic transmission. It works well in most situations, like downshifting on steep downhill grades. But while steady cruising; between it shifting in and out of overdrive and the engine activating and deactivating cylinders, is all a bit too busy for our tastes. 

Mileage: 25,000

Winter weather has finally arrived in our mid-Atlantic region; and the 2016 Honda Pilot Elite that has been in our fleet for almost a full four seasons has already proven to be an able crossover for all of them.  Snow, mud, and simply crowded interstates; thanks to all-wheel-drive and Intelligent Traction Management, the Pilot handles them all proficiently. While still averaging 22.8 miles-per-gallon of regular. No turbo-4 here, as the Pilot sticks with a tried and true 280-horsepower 3.5-liter V6, albeit ours with cylinder cut-off and automatic stop-start. Unfortunately, unlike the previous gen. a tow hitch is not standard, so we’ve been unable to test out the Pilot’s 5,000-lbs. towing capacity. 

As we approach 25,000-miles, we’re getting close to using up the original rubber; and through all of it, we continue to be a bit frustrated by the Elite’s 9-speed automatic transmission’s operation, particularly with its harsh and sometimes indecisive low speed engagement. But you won’t have to worry about that, unless you upgrade to Touring or Elite trim; as LX, EX, and EX-L trims get along just fine with a 6-speed. But that’s a tough call as far as we’re concerned; as we’d surely miss our Pilot’s larger sunroof, ventilated front seats, 2nd row heated Captain’s Chairs, and Rear Cross Traffic Monitor! 

Mileage: 31,563

As for our large crossover peoplemover, the 2016 Honda Pilot; well, the news is bad. It’s not that it has done anything wrong, but our year with it is now up.

So we say good-bye to what has been one of our favorite long-terms ever, evidenced by the 31,563-miles we laid on it in one year’s time. 

Our biggest gripes revolved around the sometimes jerky 9-speed transmission and its push button gear selector, but we almost got used to it.

No complaints at all about the engine it’s attached to. The Pilot’s smooth 280-horsepower 3.5-liter V6 was more than adequate in all conditions, and averaged 23.0 miles-per-gallon. Making the Pilot truly hard to replace.

2025 Porsche Taycan Turbo GT 1

2025 Porsche Taycan Turbo GT

It’s A Turbo GT With No Turbos Or Even An Engine

Episode 4432
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.

When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.

For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.

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Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.

Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.

You get the full capable and confident Porsche experience.

All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.

The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.

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Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.

Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.

The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 105 kWh
  • EPA Range: up to 276 miles
  • Horsepower: 1,019
  • Torque: 914 lb-ft
  • 0-60 mph (est.): 2.2 seconds
2025 Hyundai Santa Cruz 2

2025 Hyundai Santa Cruz

Hyundai’s Trucklet Gets A Lot Techier And A Little Truckier

Epsidoe 4432
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Small trucks are once again a big deal here in the U.S., with more options to choose from than we’ve had since the 1980s heydays, including newcomers like this Hyundai Santa Cruz. And just like the Hyundai Tucson crossover that it’s based on, the Santa Cruz gets some major updates for 2025. So, it looks like it’s time for us to do some more tiny truckin’!

The Hyundai Santa Cruz pickup truck, and the Hyundai Tucson compact utility that it’s based on, get some significant updates for 2025, mostly revolving around style and tech. So, while our focus here is on the Santa Cruz, just know that most of what you see also applies to the Tucson.

The biggest changes happen inside where the Santa Cruz adopts Hyundai’s curved panoramic display that puts the 12.3-inch driver display and 12.3-inch infotainment screen into a single housing that stretches from behind the steering wheel to over the center stack. And while the center stack itself remains relatively minimal, they’ve redone the climate controls and actually added a few more physical buttons and dials back in. There’s also a better-looking steering wheel with a Driver Attention Sensor behind it; and while the Tucson moved its gear selector to the column, the Santa Cruz keeps its beefy old school shifter right there on the console. That, combined with an overall feel that’s not quite as open as the Tucson, goes a long way towards helping this trucklet feel more truck-like.

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XRTs have a Surround View Monitor, Blind Spot Monitoring, and some branded logos. Rear seat room is more plentiful than you’d think seeing it from the outside, but you do sit very upright, and the seats themselves are not very comfy.

Exterior changes center around the usual new grille and wheel choices, but the off-road-inspired XRT gets a tiny bit more serious, featuring a unique front fascia with added tow hooks and a tidied-up undercarriage for better approach angles; plus, exclusive 18-inch wheels with all-terrain tires. No changes to the integrated 4-foot bed with all trims getting storage cubbies on the side of the bed as well as underneath the floor. The integrated bed cover comes with XRT and above or is available in SELs as part of an added Activity package which also adds a sliding rear window.

[It] is certainly one of the best riding vehicles around with a bed.

The Santa Cruz is certainly one of the best riding vehicles around with a bed, nothing rough or tumble here. In XRTs, you will hear a little more road noise from the more aggressive tires, but it’s far from being annoying. And the Santa Cruz’s size makes it very easy to whip in and out of parking spaces.

Nothing changes mechanically; that means a standard 191-horsepower, 2.5-liter naturally aspirated I4 engine in SE and SEL. While XRT and Limited get the turbocharged version of that engine with 281 horsepower, 311 lb-ft of torque, plus standard all-wheel drive. AWD is available on SE and SEL for $1,500. The turbo engine gets a unique dual-clutch transmission which gets an added tow mode for ’25, while the non-turbo works with a traditional automatic; both are eight-speeds. Max tow rating is 3,500 lbs. with the standard powertrain and 5,000 lbs. with all-wheel drive.

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After towing our crew to Mason Dixon Dragway, the turbocharged Santa Cruz XRT delivered us to 60 in 6.6 seconds, about half a second slower than what we achieved back in ’22 with a Limited. Full power was a little late to arrive, but once it showed up, it was ready to get to work, providing steady power the whole way down the track. Our best quarter-mile time was a 15-flat at 96 mph. At wide open throttle, DCT shifts were smooth with no power loss moving through the gears, but it does still stumble a little at slower speeds around town.

The handling experience with the XRT was also different from Limited, as the off-road tires struggled to get a good grip on the pavement when we pushed hard; leading to oversteer and more roll than we remember. There was great feel and feedback coming from the brakes in our panic braking runs however; also, consistent fade-free stops from 60 in just 105 feet.

Government Fuel Economy Ratings are 19 City, 27 Highway, and 22 Combined; we averaged a good 23.1 mpg of Regular. That’s an average Energy Impact Score; consuming 13.5 barrels of oil annually, with CO2 emissions of 6.7 tons. Starting price is a low $30,100, but things get much more serious for the XRT which starts at $41,600, though that’s still well below the average transaction price for a pickup truck these days.

So, until Subaru brings back the Brat or Baja or something similar, the 2025 Hyundai Santa Cruz will remain as the most car-like “truck” you can buy. For purists, that’s an absolute turn-off, but for a lot of others, it’s exactly what they desire.

Specifications

As Tested

  • Engine: 2.5-liter turbo-4
  • Transmission: 8-speed DCT
  • Horsepower: 281
  • Torque: 311 lb-ft
  • EPA: 19 City | 27 Highway | 22 Combined
  • 0-60 mph: 6.6 seconds
  • 1/4 Mile: 15.0 seconds at 96 mph
  • Braking, 60-0 (avg.): 105 feet
  • MW Fuel Economy: 23.1 mpg