The Pilot shares virtually all its key mechanical systems (engine, transmission, all-wheel-drive system, and brakes) with the more expensive Acura MDX, and it shows. The Pilot's road manners seem just a little better than necessary to compete in this class. Pilot was developed primarily for highways and city streets, though its ground clearance, suspension travel and standard tires are fine for light off-highway duty.

The 240-horsepower 3.5-liter V6 is more than adequate to propel the Pilot, which weighs in at 4400 pounds. Acceleration is excellent, particularly in the 30-60 mph range that matters most in daily use. The Pilot outguns the V6-powered Toyota Highlander by 20 horsepower. More important, the engine produces 245 pounds-feet of torque from 3000 to 5000 rpm. That compares to 222 pounds-feet at 4400 rpm for the V6 Highlander. GM's midsize SUVs, the Chevrolet TrailBlazer, GMC Envoy and Oldsmobile Bravada, offer a 4.2-liter straight-six producing 270 horsepower and 275 pounds-feet of torque, but those truck-based sport-utilities are about 200 pounds heavier than the Pilot. And they don't have five-speed automatic transmissions.

The Pilot's transmission shifts smoothly and precisely, even under hard acceleration. The electronically controlled automatic benefits from Honda's Grade Logic Control system, which monitors throttle position, speed and acceleration to avoid hunting between gears. The transmission's computer controller holds lower gears longer than normal for better performance going up hills, or to provide engine braking on downhill grades.

The all-wheel-drive system is Honda's full-time VTM-4 (Variable Torque Management 4WD) with an electronically locking rear differential. Most power is delivered to the front wheels, but Honda's AWD is a bit more proactive than most similar systems. Others send more power to the back only when the wheels slip. Honda's system doesn't wait for the front wheels to slip to spread the power around, it does so anytime the driver accelerates. The push-button differential lock improves traction in extremely slippery or stuck conditions by making sure both rear tires get power. So equipped, Honda rates the Pilot for what it calls medium off-road duty, including 30-degree dirt grades.

The Pilot's speed-variable rack-and-pinion steering provides good feedback and adjusts power assist smoothly as the SUV accelerates. The steering wheel returns to center comfortably and intuitively for maneuvers in parking lots and tight driveways.

Overall ride and handling compares better to midsize cars than to truck-based SUVs. The Pilot is stable at highway speeds, nimble in parking lots and sufficiently well-damped to run over winter-buckled and pothole-laden urban streets without discomfiting its passengers. The steering wheel transmits road conditions enough to keep the driver informed without jerking the wheel at every pavement disruption. Passengers in the second-row seats found the ride equally comfortable, but the third row suffered somewhat from being right over the rear wheels.

Unlike some SUVs, the Pilot has enough sound insulation to prevent bumps in the road from being transmitted to the interior as noise. Given their cavernous interiors, it's not uncommon for SUVs to become booming echo chambers on rough roads. Even on Michigan's notoriously ragged freeways, the Pilot's interior remained quiet enough to carry on a normal conversation.

The Pilot felt stable and secure during simulated emergency maneuvers. The suspension behaves exceptional