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. Everything about the way the SUV behaves on the road feels just a little better than was necessary to beat the competition.

The 240-horsepower 3.5-liter V6 is more than adequate to propel the Pilot. (Curb weight is 4416 pounds for LX, 4439 pounds for EX.) Acceleration performance is excellent, particularly in the 40-60 mph passing range that matters most in a quick run to the grocery store or when running late on the way to soccer practice. The Pilot outguns the V6-powered Toyota Highlander by 20 horsepower. More important, the engine produces 245 pounds-feet of torque from 3000 rpm 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 SUVs are about 200 pounds heavier than the Pilot.

The automatic transmission shifts smoothly and precisely, even under hard acceleration. The five-speed electronically controlled automatic benefits from Honda's electronic 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 and to provide engine braking on downhill grades.

The all-wheel-drive system is Honda's VTM-4 (Variable Torque Management 4WD) full-time four-wheel drive with an electronically locking rear differential.

The speed-variable rack-and-pinion steering provides excellent feedback and adjusts assistance smoothly as the SUV accelerates. The steering wheel returns to center comfortably and intuitively for maneuvers in parking lots and tight driveways.

Ride and handling compares well to the best midsize cars. It 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 many 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 in simulated emergency maneuvers carried out in an empty parking lot. The suspension behaved with aplomb under both hard braking and acceleration. The nose does not dive overmuch on sudden deceleration, nor does the Pilot squat back on its haunches in a fast start.

The anti-lock brakes (ABS) performed equally well in simulated panic stops. The brake response is linear, and smooth, providing a reassuring feeling of control even under maximum braking. Pedal feedback from the ABS was minimal, removing one possible distraction that a driver really doesn't need in an emergency. The electronic brake distribution system (EBD), designed to reduce braking distances, performed transparently, as it should. Honda has not provided braking distance figures for the Pilot, but our test vehicle felt on a par with its competition.