Graham Rahal, Honda make positive strides at Indy 500

Rahal finishes fifth, Marco Andretti sixth to lead Honda at the Brickyard

Based on the prevailing opinion during the weeks leading up to this year's race, Honda didn’t have the horsepower or aerodynamic package necessary to win the Indianapolis 500.

And yet, in the closing stages of the race, there were Graham Rahal and Marco Andretti, the second- and third-generation stars who represented the best hope for the manufacturer, battling Team Penske and Chip Ganassi Racing for positions inside the top five.

And while Chevrolet and Juan Pablo Montoya won the race, Honda drivers feel as though they’ve bridged the oval gap to their rivals -- at least compared to where they started three weeks ago. Rahal credited his pit crew for the track position, but said he had to drive as hard as he’s ever driven just to finish fifth and become the highest-finishing Honda driver.

"Our pit stops were really good and we just kept fighting and we were pushing to get by Marco, (J.R.) Hildebrand and Helio (Castroneves)," Rahal said. "It was just hard because the Chevrolets can just drive by you, but we had to time our passes perfectly to get around someone, and luckily we were able to do that."

Marco Andretti finished sixth overall and second among Honda pilots in Sunday's Indy 500. Photo by LAT PHOTOGRAPHIC

Andretti took a less-pleased approach, stating that he "didn’t come to Indianapolis to finish sixth," regardless of his manufacturer.

"It would be nice to be the top Honda, but Graham drove a good race and was in the right place at the right time," Andretti said. "We had that thing pretty much wrung out, so I think the car was a little bit better than we finished, and we lost some ground in the pits, and I lose some more on the track due to some bad circumstances."

Takuma Sato is the poster boy for Honda Japan and believes the entire month provided the manufacturer a good notebook for both the remainder of the season and the 2016 Indianapolis 500. The veteran for A.J. Foyt Racing was involved in the lap one incident with Sage Karam and lost three laps on pit road as a result.

But his car was so fast that he made each of the laps up and finished 13th and on the lead lap.

"Honda and HPD did an incredible job this month," Sato said. "It's been difficult, but they kept working and trying things. And while there was some shame in getting beat by them, I think we are getting stronger with time and are almost ready to win."

Rahal echoed those sentiments but also urged both Honda and IndyCar for an increase in horsepower moving forward.

"There's always room for improvement," Rahal said. "With that said, I think we need some help here pretty soon. We need horsepower badly and I think that was obvious today."

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Soul Rebel: 2016 Honda HR-V AWD Tested

From the June 2015 issue

The HR-V draws deeply on past and present. In many ways, it’s a throwback to the best things 20th-century Honda ever did, such as elegant interiors, sweet suspension tuning, and well-considered details. And then it goes all Kendrick-Lamar-pimpin’-butterflies for its power­train, electronics, even its very concept: This Honda is merely the latest to join the growing ranks of 21st-century micro-utes.

What exactly constitutes a crossover is elusive when shrunk to twerp size. Nissan’s Juke is self-consciously quirky; the Chevrolet Trax is handsomely uncomplicated; Jeep’s new Renegade mixes rugged heritage with adorable details; what exactly Fiat is doing with the 500X is, uh, interesting; and the upcoming Mazda CX-3 looks unpretentiously promising. But even if this is a messy newborn segment whose rules await discipline, the baby crossover is clearly the economy car of right now.

The biggest kid in this space is the exceedingly precious Kia Soul, which sells about 10,000 units a month in the United States, doesn’t offer four-wheel drive, and is marketed with anthropomorphic hamsters. In contrast, the HR-V proffers elegance: restrained interior and exterior design that doesn’t court attention yet manages to be good-looking and substantial anyhow.

Honda hadn’t announced pricing for the HR-V as this was written, only promising that it would start under $20,000 and peak somewhere in the mid-to-high 20s for a loaded EX-L like our test vehicle. The HR-V should be on sale at dealerships as you read this.

Based on the Fit platform and built alongside it at Honda’s plant in Celaya, Mexico, the HR-V is conventional in most of its mechani­cal details. There are struts up front and a torsion beam in the back, and the engine sits transversely under the hood. Like the Fit, the HR-V cleverly tucks its fuel tank under the driver’s seat, where it’s surrounded by protective steel plating.

The HR-V is, however, significantly larger than the Fit. At 102.8 inches, the wheelbase is 3.2 inches longer than its donor’s. And at 169.1 inches, it’s 9.1 inches lengthier overall. It’s also a bit more than six inches longer than a Soul or Juke. But the HR-V is still more than 10 inches shorter than its big brother, the ludicrously popular CR-V.

Larger dimensions lead to some additional heft. This four-wheel-drive EX-L with leather and navigation weighed 3098 pounds —465 pounds more than a Fit with a CVT—which creates the need for some additional power. So the Fit’s pokey engine, a 130-hp 1.5-liter DOHC four, was set aside in favor of pokey-plus. That is, a 141-hp 1.8-liter SOHC four. While both engines feature 16 valves and Honda’s signature i-VTEC variable-valve-timing-and-lift system, only the Fit’s uses direct injection. And the HR-V’s engine looks particularly wan in comparison with the turbocharged 1.6 in the Juke, which is rated at 188 horsepower.

Honda’s build quality is apparent even before opening the driver’s door. The panels all fit tightly on this preproduction test car, the 17-inch wheels look expensive, and there’s no orange peel in the paint. Honda surrounds the entire bottom edge of the HR-V in black plastic—across the bumper covers, along the rockers, and around the wheel arches—making the vehicle look as if it’s riding higher than it is. But the claimed 6.7 inches of unloaded ground clearance (4.7 inches fully loaded) is modest. It’s smart to just stay off the trails.

The cabin is beautiful and well trimmed, and the vent is long indeed. But let's have some real HVAC and radio knobs to twirl, please.

What’s best about the HR-V is inside, including elements such as the straightforward instrumentation grouped under a single binnacle. Simple shapes form the door panels; and the sweet, bright trim around the vents seems downright sophisticated. The seat cushions are short, but the leather covering them is soft and well stitched. After Honda’s goofball adventures into awkward cabin designs (the Civic’s two-tiered dashboard, for example), the HR-V’s restrained style counts as something of a return to form.

Particularly appreciated is the large vent that runs across the dash in front of the right-seat passenger. It’s a true compliment to say it really blows. Problematically, though, most of the usual control buttons are missing in action. In their place is a touch-sensitive five-inch LCD screen and touch-sensitive black panel for the ventilation system. Stylistically, it’s sleekly Bauhaus. Practically, it makes trying to change a radio station while wearing gloves tough.

Redundant audio and navigation controls—real switches—on the nicely padded steering wheel are the driver’s default controls. Why risk frustration by dealing with the touch screen?

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2016 Honda Pilot Production Begins Ahead of Showroom Debut in June | Edmunds.com

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LINCOLN, Alabama — Production of the redesigned 2016 Honda Pilot, a three-row midsize SUV, began on Thursday at Honda Manufacturing of Alabama, ahead of a showroom debut at Honda dealerships in June.

The Pilot is designed, developed and manufactured in America.

Key competitors to the Pilot include the Chevrolet Traverse, Ford Explorer and Nissan Pathfinder.

Pricing on the Pilot was announced on Wednesday. The base 2016 Pilot starts at $30,875, including an $880 destination charge.

The fully loaded new 2016 Pilot Elite with a navigation and rear-entertainment system and all-wheel drive is priced at $47,300, including shipping. It is now the most expensive Honda sold in America.

The all-new, third-generation Pilot does away with the upright, blocky profile of its predecessors and bears more of a family resemblance with the best-selling Honda CR-V.

Edmunds says: The 2016 Pilot gets another step closer to your driveway. It's time to make your shopping plans now.

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 Automotive Website” †- J.D. Power Most Visited Makes Toyota Ford Honda Chevrolet Nissan BMW Mazda Hyundai Mercedes-Benz Volkswagen Audi Lexus Dodge Jeep Subaru Acura Kia Infiniti GMC Cadillac Chrysler Volvo Mitsubishi Buick Porsche Land Rover Lincoln Jaguar Scion Mini Tesla Suzuki Ram Fiat SMART Help | About Us | Contact Us | Careers | Affiliate Program | Dealer Center | Privacy Statement | Visitor Agreement | Membership Agreement

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Have a question? We're here to help! Chat* Chat online with us Email Email us at help@edmunds.com *Available daily 8AM-5PM Pacific Phone* Call us at 855-782-4711 SMS* Text us at ED411 Other help options: Get car repair help in our Forums Post your suggestions and feedback Browse our FAQs Are you a dealer?

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Honda Debuts 1.5-liter Turbo-Four in JDM Jade RS

Honda announced that the Jade RS will go on sale in Japan next week, a new variant of the three-row people-mover that will feature the first application of Honda’s 1.5-liter, direct-injected turbocharged inline-four engine. While the Jade isn’t offered the U.S., this new engine is reportedly making its way into the next-generation Honda Civic.

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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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2016 Honda Pilot LX, EX, Touring and Elite pricing guide(65.55 KB)Click here to download PDF

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2016 Honda Pilot Driven: All in the Family

The advent of a second child in a couple’s life can mean many things: the demise of romance, the start of sibling rivalry, and the purchase of a three-row SUV. As the latter has all but usurped the minivan as the most popular kid-schlepper, the Honda Pilot has risen to become a go-to choice for frazzled parents. The Pilot is rarely seen without at least one magnet displaying allegiance to a school or sport—as well as those annoying stick-family decals—and its ubiquity is a testament to its competence, not its pleasantness.

Honda reliability, a roomy interior, and a practical shape are what sell the Pilot. Absent is any sense of style or indulgent luxury. The new 2016 Pilot seeks to amend that and, in so doing, take some of the drudgery out of parenthood—even as it delves further into its role as a minivan proxy.

Getting Off the Block

Always competent, the Pilot didn’t need a rethink, just refinement. For the third-generation model, that refinement starts with the styling. Honda tells us that the number-one reason SUV shoppers bypassed the old Pilot was its styling, and indeed, the previous model looks like it might have been designed using Duplo blocks. Whereas the old version tried to look tough, the new model prefers to be sleek, employing a unified side-glass area, swept-back corners on the familial Honda front end, and a friendly upkick at the tail end of the beltline. The front and rear are brightened with LED lighting, and 20-inch wheels are now available.

The new Pilot is slightly larger—by 1.8 inches in wheelbase, 3.5 inches in length—and yet its additional inches did not bring with them additional pounds. In fact, Honda claims the Pilot has slimmed down by as much as 286 pounds. Its weight of roughly 4100 to 4400 pounds (depending on equipment) are commendably svelte for this portly class. As busy parents know, family duty often is a recipe for packing on extra flab, so give the new Pilot a supportive round of applause for its weight-loss success. (As on The Biggest Loser, however, we’ll need to verify the lightening on a set of scales.)

A 3.5-liter V-6 again powers the Pilot, but this is a new, direct-injected engine. A variant of the unit in the Acura MDX, it makes 10 fewer horsepower here but runs on regular fuel. Its output figures of 280 horsepower and 262 lb-ft of torque handily beat the old engine’s 250 and 253. The previous five-speed automatic has been scrapped in favor of a six-speed in LX, EX, and EX-L models, while the fancier Touring and new Elite trim levels are fitted with the ZF nine-speed also borrowed from Acura. The nine-speed gets shift paddles along with the same, rather gimmicky, push-button gear selector Acura uses; the six-speed gearbox is actuated via a conventional shift lever.

With more power, additional gears, and less weight, the Pilot is said to hustle to 60 mph some two seconds faster than before. More important, it slurps less fuel. EPA figures increase from 17/24 mpg (AWD) to 18/26 mpg, as well as to 19/26 for Touring and Elite models, which in addition to the nine-speed automatic also come with auto stop-start (the latter deserving the lion’s share of the credit for the slightly better city-mpg rating). Front-wheel drive adds 1 mpg to the above figures. All-wheel-drive models get a choice of four powertrain modes: Normal, Snow, Sand, and Mud, which replace the previous VTM-4 Lock button. The AWD system also has a torque-vectoring function, which can apportion torque across the rear axle to aid cornering. AWD versions are rated to tow 5000 pounds, up from 4500, while FWD models can tug only 3500 pounds.

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2016 Honda Pilot Priced at $30,875, Arrives at Dealerships This Summer | Edmunds.com

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TORRANCE, California — The redesigned 2016 Honda Pilot, a three-row midsize SUV, starts at $30,875, including an $880 destination charge, reflecting a $125 price increase over the 2015 model.

Honda announced Pilot pricing on Wednesday.

The 2016 Pilot arrives at Honda dealerships this summer.

The pricing strategy on the Pilot includes a variety of price increases, depending on the trim level and options.

For example, the midlevel 2016 Pilot EX with all-wheel drive and a six-speed automatic transmission starts at $35,110, including shipping, for a price increase of $510 compared to the 2015 model.

The price on the uplevel 2016 Pilot Touring with a navigation and rear-entertainment system and all-wheel drive increases by $1,200 for the new model year. The Pilot Touring AWD starts at $43,700, including shipping.

The fully loaded new 2016 Pilot Elite with a navigation and rear-entertainment system and all-wheel drive is priced at $47,300, including shipping. The top-of-the-line Elite model adds such standard items as a panoramic glass roof, LED headlights and a heated steering wheel.

Consumers will pay $1,800 extra for 2016 Pilots with all-wheel drive.

The 2016 Pilot LX and EX are equipped with a six-speed automatic transmission, while the Pilot Touring and Elite get a nine-speed automatic transmission. All versions are equipped with a 280-horsepower direct-injected 3.5-liter V6 engine.

Key Pilot competitors include the Chevrolet Traverse, Ford Explorer and Nissan Pathfinder.

Edmunds says: Car shoppers should be aware of the stair-step price increases on the various 2016 Pilot models before they head out to the showroom.

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 Automotive Website” † - J.D. Power Most Visited Makes Toyota Ford Honda Chevrolet Nissan BMW Mazda Hyundai Mercedes-Benz Volkswagen Audi Lexus Dodge Jeep Subaru Acura Kia Infiniti GMC Cadillac Chrysler Volvo Mitsubishi Buick Porsche Land Rover Lincoln Jaguar Scion Mini Tesla Suzuki Ram Fiat SMART Help | About Us | Contact Us | Careers | Affiliate Program | Dealer Center | Privacy Statement | Visitor Agreement | Membership Agreement

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† Edmunds.com received the highest numerical score in the proprietary J.D. Power 2014 Third-Party Automotive Website Evaluation Study℠. Results based on responses from 3,381 responses, measuring 14 companies and measures third-party automotive website usefulness among new and used vehicle shoppers. Proprietary study results are based on experiences and perceptions of owners surveyed from January 2014. Your experiences may vary. Visit jdpower.com.

Have a question? We're here to help! Chat* Chat online with us Email Email us at help@edmunds.com *Available daily 8AM-5PM Pacific Phone* Call us at 855-782-4711 SMS* Text us at ED411 Other help options: Get car repair help in our Forums Post your suggestions and feedback Browse our FAQs Are you a dealer?

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