The Pilot shares mechanical features (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 new 255-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 25 horsepower. More important, the engine produces 250 pound-feet of torque from 3000 to 5000 rpm, slightly more than the Toyota V6. The big 4.2-liter six-cylinder in the Chevrolet TrailBlazer and GMC Envoy produce 275 horsepower and 275 pound-feet of torque, but are based on truck chassis and are about 200 pounds heavier than the Pilot. They don't have five-speed automatic transmissions and their fuel economy is slightly lower.

The new Honda engine features a broad and flat torque curve, very low emissions and high fuel economy. The new drive-by-wire throttle replaces a conventional throttle cable with an all-electronic system that relays throttle pedal position to the engine computer. The new system reduces overall weight by incorporating the cruise control system and reduces shift shock by communicating with the transmission during up- and down-shifts.

The Pilot's five-speed automatic transmission shifts smoothly and precisely, even under hard acceleration. It 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. Fourth and fifth gear ratios have been revised for 2005 to improve fuel efficiency.

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. Based on a front-drive layout, Honda's system doesn't wait for the front wheels to slip to spread the power around; it sends some of the power to the rear wheels any time 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.

Need true off-road ability to climb steep, unpaved hills or traverse bolder fields? The Pilot won't fit the bill. Need to make it down a rough dirt road to a cottage on the lake, or along a forest trail to an undeveloped campsite? Pilot is up to the job.

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 third-row passengers 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 exceptionally well under hard braking and hard acceleration. The nose does not dive too much during sudden deceleration, and the Pilot won't squat back on its haunches in a fast start. This is a plus because, if the need to turn suddenly presents itself during hard braking or acceleration, the even keel maximizes response and reduces the chance of a skid.

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. There's minimal pedal feedback when the ABS operates, removing one possible distraction that a driver doesn't need in an emergency. The electronic brake distribution system (EBD), designed to reduce braking distances by matching maximum stopping force to the wheels with the best traction, performed transparently, as it should.