Hyundai leased 70 Tucson fuel-cell vehicles in first year

Hyundai leased 70 Tucson fuel-cell vehicles in first year2016 Model Gets Two New Colors, Homelink MirrorImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsImage Credit: Drew PhillipsMore Photos2015 Hyundai Tucson Fuel CellHottest Cars and Trucks in AmericaMost Popular Cars By StateOur Picks For The Best $5,000 Used CarsCars That Depreciate FastestHistory's 10 Best Selling Cars Of All TimeSebastian Blanco

Since going on sale in the early summer of 2014, Hyundai has leased around 70 of its hydrogen fuel-cell-powered Tucson CUVs. That's the number that Mike O'Brien, Hyundai's vice president of corporate and product planning, revealed at a green vehicle event in Huntington Beach, CA, this week. There's a reason for the low number, O'Brien said.

"Of course, everybody asks 'Why 70?' and it's basically tied to the number of fuel stations that are available," he said. "We were the first to actually pass over ownership of the vehicle, it's not a test program. It helps people put their money on the table, and they lease the car from us and it's their car. The customers that we've leased the vehicle to are ones that live close to a fuel station.

"Right now there is less than 10 in the state of California. By the end of this calendar year, there should be in the mid-20s. And then, of course, under Gov. Jerry Brown's $200 million towards construction, I believe about 100 stations [will come online] through the end of the next couple of years. As those stations get built out, we're taking more and more applications for vehicle sales." In January 2014, O'Brien told AutoblogGreen that 88,000 people had expressed an interest in owning a fuel-cell Tucson.

O'Brien said that Hyundai needs the customers to be close to a hydrogen station so that driving the car feels similar to what they're used to doing. "We just want to make sure there is a satisfying experience of ownership, and that's the most important thing, to make that their ownership experience matches what they've experienced with a gasoline car," he said.
The Hyundai Tucson Fuel Cell can be leased for $499 a month, which includes free refueling. For the 2016 model year, the Tucson FCV gets HomeLink connectivity in the rear-view mirror and two new exterior colors, Hydro Blue and Chromium Silver, in addition to the already available Winter White.Show full PR text2016 Hyundai Tucson Fuel Cell Continues To Attract Zero-Emissions-Focused Customers With New Colors And Features
World's First Mass-Produced Fuel Cell Vehicle Available For $499 per month

Lease Includes Unlimited Free Hydrogen Refueling and At Your Service Valet Maintenance

FOUNTAIN VALLEY, Calif., May 22, 2015 /PRNewswire/ -- Hyundai's zero-emissions, hydrogen-powered Tucson Fuel Cell vehicle continues to satisfy and attract new customers focused on high-versatility and clean transportation. For 2016, the Tucson Fuel Cell adds convenient HomeLink® connectivity to the mirror, allowing owners to open and close garage doors, security gates and even control home lighting systems via a button on the rearview mirror, which now includes a digital compass. In addition, Tucson adds two new exterior color options to Winter White: Hydro Blue and Chromium Silver.

"At Hyundai, we strongly believe that hydrogen-powered fuel cell vehicles represent the next generation of zero-emission vehicle technology, and we're proud to be a leader in offering the mass-produced Tucson Fuel Cell to our customers," said Dave Zuchowski, president and chief executive officer, Hyundai Motor America. "Every day, these customers are enjoying the benefits of refueling speed and superior range that compare favorably with gasoline vehicles, providing a seamless transition from traditional vehicles with minimal loss of utility. We're confident that advancing fuel cell technology will increase the adoption of zero-emission vehicles, and that everyone will benefit."

The Hyundai Tucson Fuel Cell has also received strong support from government agencies, such as the California Air Resources Board. "These ultra-clean vehicles play a critical role in our efforts to clean the air and meet our climate goals," said Air Resources Board chairman Mary D. Nichols. "Fuel cell cars are not vehicles of the future – they're here now, and we applaud Hyundai for bringing them first to market in California where they are most needed."

FUEL CELL PRICING AND BENEFITS

The Tucson Fuel Cell lease program remains unchanged for 2016. Customers in the Los Angeles/Orange County region can drive Hyundai's next-generation Tucson Fuel Cell for just $499 per month for a 36-month term, with a $2,999 down payment. This includes the addition of a remarkable benefit – unlimited complimentary hydrogen refueling and At Your Service Valet Maintenance at no extra cost.

"When we spoke with customers about fuel cell vehicles, many wondered about the cost of hydrogen," explained Mike O'Brien, vice president, corporate and product planning. "To ease those concerns as the hydrogen refueling network builds out, we decided that covering this cost for these early adopters was appropriate, and consistent with how we like to treat our customers."

In addition, Tucson Fuel Cell owners will enjoy similar services enjoyed by Hyundai Equus owners, such as At Your Service Valet Maintenance, at no extra cost. Similar to what Equus owners have enjoyed since its introduction in 2010, should a Tucson Fuel Cell require any service, a Hyundai dealer will pick up the vehicle and provide a loan vehicle, then return the car after service to the customer's home or business, at no charge.

Customers interested in the Tucson Fuel Cell can indicate their interest (the first step in the ordering process) by visiting Hyundai.com. Retail consumers can find availability at three select southern California Hyundai dealers: Win Hyundai in Carson, Tustin Hyundai, and Hardin Hyundai in Anaheim. Availability of the Tucson Fuel Cell will expand to other regions of the U.S. consistent with the accelerating deployment of hydrogen refueling stations.

TUCSON FUEL CELL ADVANTAGES

Hyundai has developed its Tucson Fuel Cell to alleviate some of the range and utility limitations of traditional battery electric vehicles. The Tucson Fuel Cell maintains the day-to-day flexibility of the gasoline-powered Tucson, so that its driver is able to fulfill their transportation needs without range or recharging-time concerns to their lifestyle.

The Tucson Fuel Cell is an advanced electric vehicle – one that creates its own electricity, on-board, from hydrogen. According to the University of California, Irvine Advanced Power and Energy Program's 2013 study, the hydrogen fuel cell provides comparable total well-to-wheel emissions to a battery electric vehicle. For the Tucson Fuel Cell driver, this social benefit is achieved with greater utility, versatility and without compromises. Consider:

Driving range of 265 miles
Refueling time similar to gasoline vehicle of same size
Minimal reduction in daily utility compared with its gasoline counterpart
Instantaneous electric motor torque
Minimal cold-weather effects compared with battery-electric vehicles
Superb daily reliability and long-term durability
No moving parts within the power-generating fuel cell stack
More than two million durability test miles on Hyundai's fuel cell fleet since 2000
Extensive crash, fire and leak testing successfully completed
Quieter EV operation
Zero greenhouse-gas emissions, emits only water vapor

The Tucson Fuel Cell began mass production in February 2013 at the Ulsan, Korea assembly plant that also manufactures the Tucson gasoline-powered CUV. Manufacturing the Tucson Fuel Cell at the same plant allows Hyundai to leverage both the high quality and cost-efficiency of its popular gasoline-powered Tucson platform.

HYDROGEN RENEWABLE ENERGY SOLUTIONS

The benefits of hydrogen are well known - required supplies for the U.S. market can be produced domestically and its supply is virtually unlimited. It can be produced by varied means - including renewable sources such as biogas. Hydrogen can even be sourced directly from water, using electrolysis to split hydrogen molecules with electricity from renewable energy sources such as wind and solar.

Further supporting hydrogen infrastructure development, California approved a plan in 2013 to develop up to 100 hydrogen refueling stations in the state over the next several years. This recent California initiative dovetails with increased government support of hydrogen infrastructure development at the federal level, such as H2USA. In addition, the California Energy Commission recently announced proposed awarding of $44.5 million for the development of 28 new hydrogen stations (plus one mobile refueler), bringing the total number of hydrogen fueling stations (open, in-development, and proposed) to over 50 stations.

FUEL CELL TECHNOLOGY: HOW IT WORKS

Hyundai's fuel cell effectively replaces the battery pack used in an electric vehicle by generating electricity from hydrogen through an electrochemical process that does not involve hydrogen combustion, with no moving parts within the fuel cell stack.

The fuel cell electrochemical process is as follows:

Hydrogen enters the anode, air (oxygen) enters the cathode
Catalyst splits the hydrogen electrons and protons
Electrolyte conducts the positively-charged ions while blocking the electrons
Electrons are used to create an external circuit, generating electricity
Catalyst combines the hydrogen ions and electrons with oxygen to create water and heat energy
A single fuel cell produces approximately one volt; fuel cells are "stacked" to meet voltage requirements

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 830 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by the Hyundai Assurance program, which includes the 5-year/60,000-mile fully transferable new vehicle limited warranty, Hyundai's 10-year/100,000-mile powertrain limited warranty and five years of complimentary Roadside Assistance. Hyundai Blue Link Connected Care provides owners of Hyundai models equipped with the Blue Link telematics system with proactive safety and car care services complimentary for one year with enrollment. These services include Automatic Collision Notification, Enhanced Roadside Assistance, Vehicle Diagnostic Alert, Monthly Vehicle Health Report and in-vehicle service scheduling.

For more details on Hyundai Assurance, please visit www.HyundaiAssurance.com

Please visit our media website at www.hyundainews.com and our blog at www.hyundailikesunday.comFeatured Gallery2015 Hyundai Tucson Fuel Cell: LA 2013

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2017 Audi Q7 First Drive

2017 Audi Q7 First DriveA Huge Leap Forward, Yet Pleasantly FamiliarImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew AskariImage Credit: Matthew Askari2015 Q7MSRP$48,300ShopReviewsMore PhotosAudi SQ7 Spy Shots2016 Audi Q7: Detroit 20152016 Audi Q7Audi Q7 Plug-In Hybrid: Spy Shots2015 Audi Q7: Spy Shots2015 Audi Q7: Spy ShotsMatthew Askari

Vital StatsEngine:SC 3.0L V6Power:333 HP / 325 LB-FTTransmission:8-Speed Automatic0-60 Time:6.1 Seconds (est)Drivetrain:All-Wheel DriveEngine Placement:FrontCurb Weight:4,700 LBS (est)Seating:2+3+2Cargo:73.3 CU-FT (max)MPG:18 City / 25 HWY (est)Automotive evolution rarely makes a great leap, instead creeping along from new model to new model at a predictable pace. Audi's new Q7, though, is like handing a Bic lighter to a Cro-Mangon man smashing rocks. In Europe the new version drops 700 pounds, almost enough to reclassify its species. Audi's fire-machine will arrive in America in early 2016, as a 2017 lighter model. We spent some time in the Swiss Alps flicking the 2017 Audi Q7.

As far as revolutions go, the 2017 Q7 certainly looks new. It resembles a tall station wagon more than ever, at least in European trim. A little tweaking of the design wand has left the rear end boxy and angular. Our test models use an adaptive air suspension, and the the "all-road" setting lifts the Q7 about an inch, to the normal ride height for US models. Thus raised, the big Q looks more like an SUV.



This Q7 represents the first of the Volkswagen Group's MLB-platform cars. Lighter and said to be more dynamic, MLB will underpin everything from the next-gen A4 to performance and luxury SUVs like the Porsche Cayenne, and Bentley Bentayga. With the structural improvements comes a diet heavy in aluminum, the prime reason for the previously-mentioned weight savings. When outfitted for our content and crash-safety specification, US-bound models will still be about 500 pounds lighter than before.

But dramatic weight-savings isn't the Q7's only trick. The adaptive air suspension significantly changes the character of the Q7, especially in the sportiest Dynamic model. There's an optional all-wheel steering feature that improves turning radius, and helps with high-speed stability. This is not to be confused with Audi's Quattro all-wheel drive, which along with a panoramic sunroof and seven seats, comes standard on all stateside models.



Under the hood, things aren't so different. Both available engines are reworked but largely the same. The supercharged 3.0-liter gas engine still makes 333 horsepower and 325 pound-feet of torque, but it's not as thirsty as it used to be. Expect a two or three mile-per-gallon bump once official EPA ratings arrive. That engine, as well as Audi's reworked 3.0-liter V6 TDI – good for 260 hp and 443 lb-ft once outfitted for the US – are mated to the ubiquitous ZF eight-speed transmission.

The Q7's driving character greatly depends on where it is pulling power from. While the diesel model is capable, turbo lack cuts back on the satisfaction we normally derive from oil burners. Audi did a great job of making the 3.0-liter TDI quiet, but it lacks the elegant, sporty note of the TFSI gas engine on aggressive acceleration. The TFSI currently accounts for 80 percent of all Q7s sold. With power at the ready, this is the engine we'd opt for if fuel economy or towing are not foremost concerns.

Regardless of which engine you choose, the Q7 will capably take a corner (we had our share while ascending and descending the Alpine switchbacks), and feels far more nimble than its large frame would suggest. The TDI is expected to hit 60 mph in about 7.5 seconds, while the TFSI should take a hair over six seconds.



There are significant advances in the Q7's interior tech (or the cranium, if you will). Audi's Virtual Cockpit makes it first SUV appearance here, complementing the high-resolution screen on the center stack. The instrument panel and guages have all been replaced with a digital skin (think Cadillac XTS) which can double as a second screen with Google Earth navigation. Critically, that puts driving directions in the driver's sightline. Steering wheel buttons allow you to access all the menus you would otherwise navigate from the control knob, though it takes some fiddling to get acquainted. Audi also offers Apple CarPlay and Android Auto integration. And rear passengers, especially kids, will delight in the Audi tablet, an optional iPad-like device with 10.1-inch screens, powered by a Tegra 4 processor. The tablets works both with the in-car systems as well as give media and entertainment options. And unlike an iPad, you shouldn't have to worry about leaving the Audi tablet in the car on a freezing night.

There are a host of new assist systems on the Q7 that Audi says are the next step towards an autonomous car. These include a Traffic Jam Assist, which acts like an advanced active cruise control to do most of the driving at speeds of up to 37 mph. There are also the latest iterations of the lane-keeping assist system, pre-collision assist, and more.



Perhaps the smallest surprise is how nice the interior is, if only because we expect as much from recent Audis. There's an especially attractive and sporty leather-wrapped, three-spoke steering wheel flanked by shift paddles on either side. Our tester had oak and aluminum inlaid trim, an Alcantara headliner, and leather everywhere. (We half-expected upon opening the glove compartment a sea-scroll of never-ending pillowy-soft leather would billow out.)

The one drawback to the Q7 interior is the third row. While there's an electronic button to help fold the second-row seat and improve access, ingress and egress is a bit of chore. And the rear is not a desirable place for adults, especially if there are taller passengers in the second-row seats. On the flip side, a standard feature will be electronically folding third row seats, meaning you can effortlessly have a large, flat cargo area in a matter of seconds.

When the new Q7 arrives early next year, it will offer a more dynamic, fuel-efficient, premium, and technological experience. The Q7 excels as a city tourer, but capably transforms instantly into a sporty machine. The Q7 sheds more than 10 percent of its body weight compared to the current generation, and feels more dynamic and nimble as a result. And with new advanced assistance tech, a next-gen MMI and connectivity, revised and modern styling, and an interior we've come to expect as the standard bearer, the Q7 makes a strong case as the most alluring SUV in its segment.Featured Gallery2017 Audi Q7: First Drive

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2015 Range Rover Sport SVR first drive: A true track-ready off-road machine

The Mercedes G63 AMG gets a competitor in the super-ute category

What is it?

How ‘bout the SUV with the “broadest range of capability” on Earth? That’s how Land Rover describes its new Range Rover Sport SVR, and it’s not getting a lot of argument from us. The SVR is pretty swanky, to boot.

The 2015 Range Rover Sport SVR is an evolution of the Range Rover Sport introduced for 2014, and a noteworthy evolution at that. It’s the first Range Rover badged “R,” and the first vehicle from Jaguar Land Rover’s new Special Operations group. It’s also the fastest, most powerful Range Rover ever.

Special Operations was created in June, 2014 with its own tech center in the UK Midlands, under the direction of Paul Newsome—recruited from Williams Advanced Engineering (as in Formula One). It’s a captive tuner for JLR in the mold of Mercedes AMG or BMW M, yes, but Special Operations is more. It will also build custom-order bespoke vehicles, manage heritage and restoration through a new vintage workshop in Browns Lane, Coventry, and develop ultra-swanky, ultra-luxurious vehicles for serial production, including the Range Rover SVAutobiography introduced at the New York auto show. The Range Rover Sport SVR is Special Operations’ first vehicle to market.

The SVR has distinctive leather sports seats with bolstering more common in high-performance cars. Photo by Land Rover

The SVR tweaks start under its aluminum hood, where power and torque increase 40 hp and 41 lb-ft thanks to an uprated 5.0-liter supercharged V8 (to 550 horsepower, 502 pound-feet peak). The gain is a function of more supercharger boost and a new Switchable Active Sports Exhaust, which makes the SVR sound more like a Jaguar F-Type than a Range Rover under full-throttle, with the same cackle under deceleration.

With the power increase, the SVR’s eight-speed torque-converter automatic is reprogrammed. Shifts are 50 percent quicker, according to Range Rover. The control program takes greater account of throttle gradients, brake inputs and lateral acceleration loads in its shift strategy, and it blips the throttle during downshifts.

Suspension upgrades include re-profiled air springs, more aggressive Active Roll Control (Range Rover’s replacement for conventional anti-roll bars) and re-tuned adaptive shocks, which deliver a broader range of damping rates and a higher peak. Bushings are stiffer, and Range Rover says the SVR raises peak lateral acceleration 20 percent compared to the standard Sport--on the SVR’s standard all-season Continental tires. The Brembo brake package adds 15-inch rotors in front and six-piston calipers. The standard SVR wheels measure 21 inches in diameter, with optional 22s.

The Range Rover Sport SVR produces 550 hp at 6,500 rpm and 502 lb-ft of torque at 3,500 rpm. Photo by Land Rover

The performance tweaks are the sort one expects from a manufacturer’s captive tuner, and to good effect. The SVR sprints from zero to 60 mph in 4.5 seconds, according to Range Rover, with a top speed of 162 mph. The company claims that during more than 1000 development laps around the Nürburgring’s 13-mile Nordschleife, the SVR turned a best lap of 8 minutes, 14 seconds. For reference, that’s quicker than published times for an impressive range of cars, including the BMW 1 Series M, the Lexus IS-F and the current Chevy Camaro SS.  

But remember: the SVR is a Range Rover, and its air suspension still provides a couple inches of ride-height adjustment. It comes with a dual-range transfer case and locking differentials. With 21.5 inches of wheel articulation and a 33.5-inch wading depth, the SVR delivers off-road advantages SUVs like a BMW X5 M or Porsche Cayenne Turbo S can’t match.

On the outside, this Rover gets what will be SVR’s signature look: A gloss-black finish for the front and rear valances and various other aero and trim pieces. In front, the intakes are larger to feed more air to the intercoolers and help cool the brakes. The SVR’s deeper, more aggressive lower front bumper can be removed for off-roading.

The SVR's range-topping 5.0-liter supercharged V8 gets more boost in this application. Photo by Land Rover

Inside, the SVR gets unique sport seats and standard Dark Engine Turned Aluminum trim, or the full carbon-fiber treatment for an extra $2,300. The rear seat is more sculpted than that in the standard Sport—more like individual buckets that replicate the front seats, with a flat spot in the center and individually reclining backs. The rear seats still fold more or less flat, opening 62.2 cubic feet of cargo volume.

The Range Rover Sport SVR debuts this summer at $110,475, plus a $995 destination charge. Add about $15,000 for all the standard options, and it’s still $30,000 less than the least expensive 2016 Porsche Cayenne Turbo S.

The SVR weighs in at 5,158 pounds, but moves like a much lighter vehicle. Photo by Land Rover

How's it drive?

Like a very powerful SUV with an almost amazing breadth of capability. Range Rover’s introduction at the Monticello Motor Club in New York demonstrated as much.

It started in hills and fields adjacent to the race track—flooded in spots to create ponds and mud bogs for good measure. With ride height maxed upward and the transfer case in low range, the SVR inched-up up loose, 40-degree hills, and then back down. It crawled laterally across and around those inclines without sweat, or over big rocks, and it forded water two feet deep and flung yuck up its flanks as it rolled through six inches of mud. And thanks to hill-descent control and other electronic wizardry, it went down the hills without brake or throttle intervention and up or around or through with only modest awareness of momentum on the driver’s part, no special off-road technique necessary. It was only a hint of what the SVR might do with more purpose-specific tires.

Then, after a pause to hose-off the mud and up-inflate the all-season tires, the same SVR pulled onto the paved road circuit at Monticello and flew.

The bucket-like rear seats offer additional lateral support during driving. Photo by Land Rover

A lot faster than anyone really needs to go in an SUV. The re-tuned transmission is plenty aggressive in full automatic operation on track. It kicks down readily and holds gears through corners, and it’s never in a hurry to shift up. It picks and keeps the right gear. And if you actually shift manually, it’s never going to override your wishes, unless you think you can downshift to second at about 130 mph.

You’ll definitely feel the SVR’s mass and height, though the impression might have been exaggerated running laps the same trip in a 2016 F-Type. The SVR still tracks unflappably at what feels like a full lateral g through sweepers. The height actually makes it easier to hit the turn-in points and apexes, and it contributes to a feeling of confidence in the driver’s seat.

The default torque split is 50 percent front, 50 rear, but Range Rover says it has tuned a little more rear-wheel bias into the SVR. It’s nonetheless the front wheels that tend to lose traction first, though the understeer is never excessive. The steering feels nice, making it easy to read the push, and it’s accurate. The SVR is always controllable and consistent, and really quite amazing for a big box on wheels. Whether or not a Porsche Cayenne Turbo delivers more pleasing transient response or racier reactions on a track, we’re not able to say. The smaller, lighter Porsche Macan GTS does, and we’re pretty sure that counts as an SUV. 

During testing and development, the SVR recorded a Nordschleife lap time of just 8 minutes 14 seconds, a staggeringly fast time for a production SUV. Photo by Land Rover

We’re less sure what formula weighs a slight gain or loss in race-track performance against more or less capability on rocky hills or muddy trails, but like we said—we’re not arguing. The Range Rover SVR makes a solid case for the broadest range of performance among current SUVs.

Then there’s the job most buyers are likely to use the SVR to complete, which is getting from place to place on freeways, boulevards and streets through crowded city centers. In this context, the SVR’s air suspension never feels close to stiff. With the exhaust in its tame mode, it’s nice and quiet. The expansive greenhouse and commanding view out keep the driver on top of just about everything, with the dynamic response to react to anything—or to deal with pestering, bad-mannered wankers in their annoying 435is. There’s a lot of space and true British luxury, pragmatically presented in high style. The SVR makes great road transport, especially for a group, and it’s very useful in the practical sense. 

Whether or not you’ve climbed aboard the SUV wagon, it’s easy to understand the value in breadth of capability, and the appeal of a Range Rover Sport SVR.

The Range Rover Sport SVT manages to be as good off-road as it is on the track -- a remarkable achievement. Photo by Land Rover

Do I want it?

If you want the broadest range of capability in an SUV, why not?

Even if you don’t want an SUV, you have to like what’s going on at Jag LR--including the establishment of a Special Operations office to build vehicles like the Range Rover Sport SVR. Credit goes to the Indian conglomerate Tata. JLR has finally found a home, with a parent company that seems to understand each brand’s strengths and is willing to spend appropriately to exploit them.

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2016 Honda Pilot: First drive of Honda's latest SUV

Third-generation three-row SUV is perfect for the minivan-averse

What is it?

Even as Honda prepares to unleash the 2016 HR-V -- a vehicle it calls a “gateway drug” to Honda ownership -- into a roaring compact crossover market, it hasn’t turned its back on larger offerings. The stalwart CR-V received a facelift for the 2015 model year and the automaker has redesigned its three-row SUV from the ground up for good measure.

The resulting 2016 Honda Pilot is an eminently practical, tech-laden SUV aimed directly at, to paraphrase a Honda rep, the 1.1 million Americans who need a people-hauler but can’t bear being seen in a minivan. Or at least a healthy chunk of them. 

As it enters its third generation, the Honda Pilot has shed its boxy, truck-like looks and picked up a set of 20-inch rims -- a first for Honda -- plus LEDs by the bucketful, a suite of optional safety tech including a collision mitigation system and rear cross-traffic alert, a sleek infotainment system and a whole lot of USB charging points scattered throughout the cabin. It seats seven passengers when equipped with second-row captain’s chairs or eight if you opt for second-row benches.

Additionally the vehicle gets a new-to-Pilot range-topping Elite trim offering those captain's chairs and just about everything else Honda could put into it, save for the HondaVac. Gotta give buyers some reason to look at the comparably priced Odyssey, we suppose. 

We're sad to say we didn't take the Pilot muddin'. But you can, thanks to a driver-selectable 'mud' mode. Photo by Honda

All Pilots come equipped with the same direct-injected 3.5-liter V6; depending on the trim level, you get a six- or nine-speed automatic transmission plus either two- or four-wheel drive.

Good for 280 hp and 262 lb-ft, the V6 makes the ’16 Pilot both more powerful and more efficient than its predecessor (a seamless stop-start system doesn’t hurt fuel economy, either). When equipped with two-wheel drive and the nine-speed automatic the Pilot returns an estimated 23 mpg combined.

The Pilot's i-VTM4 all-wheel drive system, which uses torque vectoring instead of power reduction to direct power to the appropriate wheel or wheels, includes a variety of driver-selectable traction management modes for better performance on snow, mud or sand.

The Pilot can tow, too -- properly equipped 2WD vehicles can haul 3,500 pounds (the same as the Odyssey), and 4WD Pilots have a 5,000-pound capacity. This doesn’t give pickup purveyors much to fear, but it’s enough to haul a camper, boat or flatbed trailer full of a family's worth of dirt bikes.

When the Pilot goes on sale this June, pricing will start at $30,875 for the most basic, two-wheel drive LX model. The fully loaded four-wheel drive Elite sets you back $47,300. (Both prices include $880 destination.) Between those two extremes there’s a dizzying number of trims and price points -- see the document at the bottom of the article for a full breakdown.

An all-new body and a new-to-Pilot chassis help make the third-generation model lighter and more rigid than the previous vehicle. The new Pilot Elite loses 286 lbs compared to the old Pilot Touring, for example. Photo by Honda

What's it like to drive?

We spent two days driving the Pilot through the rolling, black barn-dotted countryside in southern Ohio and northern Kentucky. Honda’s drive routes included expressways plus miles and miles of winding, narrow, and often, shoulder-less two-lanes. We’d love to have experienced those roads in something smaller; should Honda decide to bring a certain new sports car stateside, we’d happily retrace the same paths.

A midengined roadster the Pilot is not, however, and we’d be lying if we said the SUV shrinks around you from the driver’s seat; but it doesn’t wallow, either, remaining solid and planted on uneven surfaces -- even when broken pavement seems to spring up out of nowhere while in a relatively tight corner.

Through it all, the Pilot remained composed and quiet -- really quiet, in fact. Upper-level Touring and Elite-trimmed Pilots get more cabin sound deadening than lower trims, but all are better insulated than the outgoing model. An efficiency increasing aerodynamic exterior design helps cut down on wind noise as well; for that we’d gladly trade the second-gen Pilot’s “rugged” boxiness.

Compared to the outgoing model -- as well as most of its competitors from other automakers -- the 2016 Pilot's interior is clean, uncluttered and modern. Photo by Honda

We spent most of our time in a nine-speed-equipped Elite, but also managed to get some seat time in a six-speed Pilot. Both displayed substantial all-around improvement over the outgoing model -- it was beginning to feel a little dated -- but back-to-back testing confirmed the Elite was noticeably, though subtly, more refined than the lower-trim Pilot.

This wasn’t just the extra sound-deadening at play: According to Honda suspension damping settings were modified to accommodate the 20-inch wheels found on Elite and Touring trims, versus the standard 18-inchers. So Pilots with the bigger rims actually feel a bit cushier despite the lower-profile rubber they wear.

Whether you opt for a nine-speed or a six-speed, the V6’s power is smoothly delivered and more than adequate. The shifter mechanism unique to the nine-speed takes some adjustment, however: It’s no longer a console-mounted stick. Instead you get a strange little cluster of buttons and switches used to put the car in drive, reverse, etc. Honda says this frees up center console space and makes for one less thing for a purse strap to get snagged on. It’s weird, but we suppose humans are adaptable.

This is how you select a gear on a nine-speed-equipped Honda Pilot. It does take some getting used to, but we're sure a few days behind the wheel would do the trick. Photo by Honda

From the passenger seat we had some time to take in the much-improved cabin; improvements over the 2015 Pilot are, again, all-encompassing, and until its competitors refresh their offerings the Pilot is probably leading the non-luxury pack. There’s now far less hard plastic in touchpoint areas, and as with the HR-V the decision to shift more controls to a central touchscreen makes for a clean center stack and dashboard.

You’ll either love or hate this recent emphasis on the touchscreen. We’re more or less used to it at this point, though we do once again wish there was a traditional volume-adjustment knob. The ability to zoom in on the fast-acting Garmin-based navigation screen with a simple two-finger pinch (as on, say, an iPad) is slick, though.

Before the drive, we wondered if the Pilot would be treading on Acura territory, especially the new Elite trim. Honda assured us the Pilot was by design less athletic than the MDX. We’re not sure how many consumers notice -- or care -- about the comparative softness of the Pilot’s ride or the relative lightness of its inputs, but there’s not much for an enthusiast to drool over here.

Unless you’re an enthusiast of comfort, of course. Then you’re going to like the Pilot. Whether it spurs defections from Acura remains to be seen.

That third row can fit an average-sized adult in a pinch. You'd have no trouble sticking kids back there for a long haul. Photo by Honda

Do I want one?

Whether you’ve always aspired to three-row SUV/crossover ownership, or the prospect is something the demands of a growing family have forced upon you, the Pilot is well worth considering.

Almost guaranteed to provide years of reliable, comfortable service to legions of buyers who are (for whatever reason) allergic to minivans, the 2016 Pilot should be a smash hit. The wide range of trims and prices means there’s a Pilot to fit nearly every budget, and for what it’s worth, you can’t get into a conventional minivan for much less.

There’s a reason Honda’s HR-V/CR-V/Pilot lineup is becoming among the most formidable in the business. As with its smaller cousins, the 2016 Pilot is a purposefully designed, competently executed people-hauler powered by a characteristically smooth motor.

From the packaging to the performance, it's Honda at its most utilitarian. In other words, it's exactly what this ever-growing corner of the market demands.

The 2016 Honda Pilot is heading to dealerships June 2015. Photo by Honda

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