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perksofwifi · 5 years ago

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Three-Way 3-Row SUV Comparison Test: Honda Pilot vs. Ford Explorer vs. Toyota Highlander

Those of us of a certain age have exhaust-tinged memories of riding—without seat belts—in the rearmost seat of an Oldsmobile Vista Cruiser. Seven- to 10-passenger station wagons were what large families or carpool champions drove back in the day. Thankfully, today’s 3-row SUVs not only have better window seals and forward-facing seats, but they’re more efficient, loaded with advanced safety, advanced tech, and clever conveniences. Two of the three top-selling 3-row SUVs—the Ford Explorer and Toyota Highlander—are all-new for 2020. Honda’s third-gen Pilot has been around since 2016 but remains very competitive. Combined, these three family “trucksters” accounted for more than a half-million sales last year. We asked each manufacturer to send us an example that didn’t exceed a $50,000 as-tested price. We’ve already determined which 3-row SUV is the best of all in our 3-row SUV Big Test, but let’s see how things shake out amongst these three best-sellers.

Which 3-Row SUV Has the Most Advanced Safety Features?

2020 Ford Explorer Safety Systems

The non-fleet base-grade Ford Explorer XLT is the only rear-wheel-drive SUV in this test, so snowbelt buyers would be advised to add $2,000 for all-wheel drive, upping the base price to $39,770 and its as-tested to $49,715. Compared to the seven- and eight-passenger competition, it seats just six as is. A second-row bench seat costs an additional $495. Standard safety features include eight airbags, a rearview camera with washer, trailer-sway/crosswind/lane-centering steering compensation, hill-start assist, automatic high-beams, blind-spot monitoring with rear cross-traffic alert, pre-collision automatic emergency braking (including pedestrians), and post-impact braking. Ours was equipped with an additional $795 upcharge for adaptive cruise control with stop-and-go, road sign recognition, additional steering assist, voice-activated navigation system with pinch-to-zoom capability, and SiriusXM traffic and Travel Link including five-year prepaid subscription. Editor-in-chief Mark Rechtin noted, “Cruise control changes speeds if the posted speed limit changes, which can result in a sudden slamming of the brake—startling to the car behind you.” Later, we’ll explore our challenges with all that steering “assistance.”

The 2020 Explorer received IIHS’s Good or Advanced scores in every category but small overlap front collision (driver-side), headlights, and ease-of-use for the child-seat LATCH system, where it received scores of Average.

2020 Honda Pilot Safety Systems

The Honda Pilot Black Edition mimics the loaded, top-tier Elite trim ($49,240) that already includes every available option, and merely adds a triple-black appearance package for an additional $1,500. It too has a comprehensive standard safety suite including six airbags, a rearview camera, blind-spot monitoring, pre-collision braking, adaptive cruise control with stop-and-go, lane keep assist, and road departure mitigation. Perhaps because the company has been working on its Honda Sensing safety suite for at least six years, it just plain works—except for an overly protective automatic braking feature that sent a backpack into the passenger footwell. This occurred because the Pilot’s brake pedal was exceedingly soft and traveled a great distance before truly slowing the SUV. We’ve driven/tested plenty of Pilots, and this appears to be anomalous.

The 2020 Honda Pilot received IIHS’ Good or Superior scores (the highest) in every category but small overlap front collision (passenger-side), headlights (on lower trim levels), and ease-of-use for the child-seat LATCH system, where it received scores of Average.

2020 Toyota Highlander Safety Systems

The mid-grade Toyota Highlander XLE AWD ($42,320) arrived without a single option, but it was well equipped, nonetheless. Standard safety features (on all Highlanders regardless of trim) include: eight airbags, a rearview camera, blind-spot monitor, rear cross-traffic alert, pre-collision automatic braking with pedestrian detection, adaptive cruise control with stop-and-go, lane departure alert with steering assist, automatic high-beams, and road sign recognition. But the Highlander wasn’t perfect. “Smart cruise when pulling away from a line of stopped traffic is ponderous,” Rechtin noted. “And it has problems recognizing a line of stopped traffic in nighttime conditions. I had to slam on the brakes multiple times, as it maintained full boulevard speed (45 mph) while approaching stopped traffic at red lights and stop signs—likely giving a heart attack to the poor bloke in front of me.” He added, “Rearview camera is blurry, and the tracing lines do not move with the turn of the steering wheel—very previous-gen.”

The 2020 Toyota Highlander has yet to be tested by either the government (NHTSA) or IIHS. In the previous year, it earned IIHS’ Good or Superior scores (the highest) in every category but small overlap front collision (passenger-side) and headlights, where it received scores of Average. We can’t imagine Toyota would allow it to go retrograde.

1st Place: Honda Pilot—Not the most comprehensive, not the newest, but the best coordinated. It has the best functioning advanced safety system among these three.

2nd Place: Toyota Highlander—The most comprehensive safety systems, but with some misses in functionality, and has not yet been evaluated by those who do so. Still, likely the best safety rating.

3rd Place: Ford Explorer—The least equipped (as standard), and we felt we were continually fighting for control of the steering. See below.

Which 3-Row SUV Has the Best Ride, Handling, and Steering?

Our 25-mile comparison loop, at the end of which we take copious notes before rotating into the next SUV, starts on a smooth and gently bending coastal road. Due to constant land movement beneath, however, that road suddenly becomes an undulating and bumpy roller-coaster ride. (It’s the same area where an infamous golf course’s 18th hole fell into the ocean.) How did each manufacturer choose to tune its SUV’s steering and suspension systems?

2020 Ford Explorer Ride, Handling, and Steering

The Ford’s ride, even before the bumpy section, was busy and unsettled. Features editor Christian Seabaugh summed it up by saying, “You’d think given the investment spent on a new RWD platform, it would offer a better ride and handling balance, but the Explorer is crashy on bumps and vague through bends. Super disappointing.” And instead of steering feel, you get syrupy, unnecessary weight through the wheel. The way associate online editor Nick Yekikian put it, “The steering is weird, and thanks to the self-centering it is downright unpredictable at times. When it tried to re-center itself it always got it wrong, I had to correct it, and that makes it feel unstable.”

2020 Honda Pilot Ride, Handling, and Steering

The Honda, on the other hand, handled the curves and bumps as if its steering and suspension were tuned there. The road isolation and ride qualities are quite good—the best in this group. Besides sharp impacts making their way into the cabin, it simply goes down the road without secondary suspension events, and it never feels big or floaty. We also like the steering very much. It feels the most developed, and naturally so, which is not an easy thing to tune into an electrified system. There’s a fluidity to it, and it feels hydraulic-based. It also has the best-in-test lane centering system.

2020 Toyota Highlander Ride, Handling, and Steering

We would have expected better road isolation on the smooth asphalt from the Toyota, but the grain of the road came through. Also, this Highlander’s smooth boulevard ride turned into wild bounding on the bumpy portions of our drive loop. The suspension feels as if it’s all springs and no dampers—a common Toyota/Lexus malady. There are not just secondary motions, but tertiary ones before it settles completely. Despite this, the Highlander offers well-weighted and precise steering and a pleasant leather-wrapped steering wheel. Its lane centering system was innocuous and effective.

1st Place: Honda Pilot—It goes down the road and around corners like a much smaller SUV, giving its driver confidence.

2nd Place: Toyota Highlander—As a people shuttle, there’s nothing to complain about, but throw in some bumps or corners, and things change for the worse.

3rd Place: Ford Explorer—Perhaps we were expecting too much from the new RWD platform, but it doesn’t feel fully developed.

Which 3-Row SUV Has the Best Powertrains and Performance?

We had two very different V-6s in this comparison, and the Ford was powered by its standard, new-to-Explorer DOHC turbo inline-four engine. Each has a distinct personality, and all earn between 22 and 24 mpg in the EPA’s combined driving estimate. Our instrumented Real MPG testing confirmed the EPA’s own.

2020 Ford Explorer Powertrain

Although we loved it in the Ranger pickup, the Explorer’s 2.3-liter turbo-four (300 hp/310 lb-ft in this application) left us wanting. On paper this engine should be the winner among these three: highest tow rating, highest horsepower and torque (at the lowest engine speeds), and the best EPA fuel economy estimates. At the dragstrip, it finished solidly in second place, but in everyday practice, the power delivery feels nonlinear and lacking for the job of hauling a 4,367-pound SUV.

Combined with its sensitive, short-travel brake pedal, driving the Explorer smoothly was a difficult task. Seabaugh said, “The engine is prone to lag off the line (though I really appreciate its torque), so to compensate the throttle response is too quick.” That makes it difficult to ease away from a stoplight.

Yekikian added, “Under full throttle, the engine roars to life. Then boost seems to fall off halfway through the rev range and then comes back on at full song a little bit later.” Part of this overall listlessness also might be traced to our trio’s only 10-speed automatic—another Ford component we have also previously praised in other applications. In this Explorer, however, it felt slower to shift between gears and less decisive to hold one than did the eight- and nine-speeds of the Toyota and Honda, respectively. We found all these tendencies were more pronounced right after a cold start.

2020 Toyota Highlander Powertrain

Toyota’s on-demand Atkinson-cycle DOHC 3.5-liter V-6 comes from its long line of GR-series engines that power everything from pickup trucks to Lexus sedans, and even the Lotus Evora sports car. We’re accustomed to its silky-smooth power delivery, and when you’re not asking much of it, this is what you get. Asked to get up to highway speeds or up a steep hill, it grew uncharacteristically coarse and “thrashy,” as Rechtin described it. But it was Seabaugh who perfectly summarized the Highlander’s driveline maladies. “The Highlander’s V-6 makes the majority of its power way higher in its powerband than most customers would feel like operating, while the transmission is geared so long and tall that it takes forever to get there. The resulting driving experience is a frustrating dance of full-throttle jabs punctuated by hopeful maintenance throttle coasts, followed by more jabs as the transmission inevitably changes gears 3,000 times, trying to get you the power you need to get the Highlander out of its own way. To that end, I think the Highlander is a miss.”

2020 Honda Pilot Powertrain

Honda’s SOHC 3.5-liter V-6 is equally ubiquitous within its lineup, and it’s the least powerful engine here. Despite its output specifications, the Pilot impressed us with its broad-band power delivery and we especially loved it when the VTEC kicked in (yo). We and other outlets had previously—and rightfully—criticized the Pilot’s nine-speed automatic, and Honda was apparently listening. It’s been retuned. There’s still some head toss at wide-open throttle, and when left in the default drive mode, it only occasionally was caught napping. We’d call it fixed. Also, Sport drive mode banishes the shift delays. We were a bit shocked that the Pilot was the quickest of the three and not by a little. It was a second or more ahead of the Highlander at any time-to-speed measurement above 60 mph, and about a half-second ahead of the Explorer. It’s called American Honda Motor Company for a reason.

1st Place: 2020 Honda Pilot—In everyday driving or when ramping up to highway speeds, the Pilot’s V-6 and revised automatic transmission are winners.

2nd Place: 2020 Toyota Highlander—Toyota’s typically smooth-as-silk V-6 lost composure when pushed, and tall gearing doesn’t help.

3rd Place: 2020 Ford Explorer. We can’t quite put our finger on why the I-4 turbo/10-speed automatic combo doesn’t quite work in the Explorer, but it doesn’t.

Which 3-Row SUV Has the Best Interior Space?

More than ride, handling, or performance, the interior of a 3-row SUV is likely most important to shoppers. Each of these three has a different approach to accommodating people, and each prioritizes something different. Which is the most successful?

2020 Ford Explorer Interior

The all-new Explorer starts with a distinct advantage: Its wheelbase measures about 7 or 8 inches longer, and its wheels are spaced 1.6 to 3.6 inches wider than on the other two. Naturally, you’d expect it to be roomier inside, and that’s mostly correct. Cargo capacity with the seats in any configuration is generally greater by an observable margin, especially behind the third row. There’s also a sizable underfloor bin back there.

Opting for the base XLT trim plus the 202A option ($5,140) nets six vinyl-covered (rubbery) seats and an unconvincingly leather-wrapped steering wheel. Seabaugh added: “Given its sky-high (for the segment) price point, the creaky plastics, exposed wires, exposed metal reflect disappointing design and quality control.”

The front seats are ’Murican-sized and reasonably comfortable. Interestingly, some evaluators found the second-row seats more comfortable than the front, and it is spacious in the middle, though the Highlander offers more legroom. Still, the Explorer’s low door opening bonked a head or three getting in back there. The panoramic sunroof ($1,695) is a plus for second- and third-row passengers. Although the standard second-row captain’s chairs allow for a narrow aisle between them to access the third row, a floor-mounted plastic tray discourages it. Instead, an easy one-lever release tumbles the seats, affording plenty of access to the third-row seats, which we found low and rather flat but sizeable enough for adults. There are ceiling-mounted HVAC vents and a couple of inconveniently placed cupholders, but for such a new family hauler not to have USB ports in the third row seems like a grave error. Exiting the third row was hampered—again by that low roof rail. It’s more akin to falling out than getting out.

2020 Honda Pilot Interior

Few automakers are as accomplished at packaging as Honda is. This Pilot was introduced four years ago (witness the foot-actuated parking brake relic) and has received few updates/upgrades, yet it is still at the forefront for cleverness and attention to detail. It’s the small things like articulating multi-position armrests, a DVD/Blu-ray player, a convex mirror to keep an eye on back-seat shenanigans, and a handhold in precisely the right place to exit the third row. Seabaugh summarized our top-trim example: “Up front you have a commanding view of the road, with comfortable [heated/ventilated leather] bucket seats, [a wireless charging pad], a massive storage cubby, and plenty of cupholders, shelves, and pockets for all of your items strewn throughout the cabin.”

The second row is thoughtfully done, too, with six cupholders, two USB outlets, an A/C output, HVAC controls, an HDMI port, a central entertainment screen, and a center console. It’s quite roomy, with the second most legroom of our trio and the greatest headroom. Like the Explorer, you can enter the third row from between the second-row captain’s chairs or by folding the captain’s chairs with a press of a single button.

The Explorer has but 0.3 inch more legroom in the rear-most seats than the Pilot, but the Honda ties for most headroom and has 3 inches more shoulder room—enough to accommodate a third passenger if needed. Showing its age, however, the Pilot has no USB port in the back, and lowering/raising the third row requires leaning into the cargo bay (possibly soiling your clothes) to reach for a release strap. There’s a good-sized bin under the reversable carpeted/hard plastic cover. Clever.

2020 Toyota Highlander Interior

The overall presentation of the dash and center stack is very cluttered and busy with so many screens, readouts, and tiny buttons with small fonts. Yet, it has a convincing leather-wrapped steering wheel, pleasant colors/material choices, and good small storage options with its mini dash shelf, etc. We found the front seats very comfortable yet too distant from the doors to utilize their armrests. The passenger side is less padded than the driver’s, by the way. Perhaps it was lawyers who helped decide to put the wireless charging pad beneath the roll-top center armrest to ensure it was out of sight and inconveniently placed.

Among these three, the Highlander has the most compact dimensions, and as such, it has the least head/leg/shoulder room up front and especially in the third row.

The second row is where the room is, with more legroom even than the front row (and the greatest amount of cargo space with the third row folded). However, there aren’t any supplemental bottle/cupholders, except for in the armrests. The second-row seats adjust fore and aft, and there are two USB ports, HVAC controls, and ceiling-mounted vents that Yekikian felt would grow tiresome with air blowing on his forehead.

And the third row—the very reason for a 3-row SUV—is very difficult to access, has no USB ports, and is strictly sized for children. As Rechtin said, “The rear door-cut, placement of the grab handle, and the location of where you can put your feet makes getting out of the third row more of a tumble-and-fall exercise than anything graceful.”

First Place: Honda Pilot—Clever is as clever does, and even a four-year-old, top-trim Honda can teach the completely redesigned SUVs something about packaging.

Second Place: Ford Explorer—Spacious and comfortable, the base model of the new Explorer doesn’t impress the senses or the critics.

Third Place: Toyota Highlander—There are some redeeming qualities in this mid-grade Highlander, but if your intent is to utilize its third row often, you’ll be disappointed.

Toyota Highlander, Ford Explorer, or Honda Pilot? Which 3-Row SUV Is Best?

First Place: Honda Pilot

If you haven’t added up the golf scores yourself, where the lowest number wins, here’s how it played out: Honda Pilot (4), Toyota Highlander (9), and Ford Explorer (11). It really wasn’t a close call. After reading the shared evaluation notes, what started as a slow swell of support for the Honda grew into a wave as our evaluation loops progressed. Credit Rechtin for identifying the running theme of this story with this quote, “Just because it’s old doesn’t mean it’s bad.” And he’s right. Do something right the first time, and it tends to be its own reward down the road. In my notes, I wrote, “Honda is so good at packaging, suspension tuning, and driveline integration that even a four-year-old Pilot can still impress and, I believe, has a shot at winning.”

We’re also pleased to see that Honda listens to criticism and included an audio system volume knob and addressed the Pilot’s transmission woes. Seabaugh summed it up bluntly when he wrote, “Honda’s [nine-speed automatic] is far from perfect, but the suck has generally been tuned out of the car. You’ll still catch the transmission half asleep when you call for sudden acceleration—like to pass a big rig on the highway or to zip out ahead of traffic from a stoplight—but generally speaking, it’s fine now. Not good. Not bad. Just fine.”

Second Place: Toyota Highlander

The Toyota Highlander was deemed a bag of hits and misses. We expected its driveline to be more refined and less present, but in the end, it just didn’t feel very Toyota of Toyota. It’s out of character, and that was off-putting. Also, it was off the mark with the lack of room inside—except for prioritizing its second row—a critical factor for this now-booming segment. When the others went big, the Highlander went small. Finally, its interior presentation and storage solutions were solid, but there were a few ergonomic and functional missteps for such a new vehicle. From its most-standard but sometimes-glitchy active safety systems to its dashboard layout, there just seems to be a lack of diligence in the Highlander.

Third Place: Ford Explorer

Once the pioneer and now the follower, the Explorer is riding on its brand name. The base-level Ford is, indeed, very roomy, and most comfortably seats six, but when there are mid- and top-level seven- and eight-passenger 3-row SUVs available for the same cost, it’s just no longer competitive. The Explorer’s driveline and chassis were outclassed by a comparatively ancient Honda. In what should have been a resounding victory, the Explorer fell short of expectations as well as segment norms for a 3-row SUV in terms of advanced safety systems, fuel economy, and performance.

The Honda Pilot wins with its real-world advanced safety systems, almost-always stellar driveline, superior chassis, and industry-leading packaging. There was little doubt, once the loops were concluded, that the 2020 Honda Pilot was the one to beat. We can’t wait to see what comes next.

2020 Ford Explorer XLT (RWD) 2020 Toyota Highlander XLE AWD 2020 Honda Pilot Black Edition AWD DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, AWD Front-engine, AWD ENGINE TYPE Turbocharged I-4, alum block/head Atkinson-cycle 60-deg V-6, alum block/heads 60-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl SOHC, 4 valves/cyl DISPLACEMENT 138.1 cu in/2,264 cc 210.9 cu in/3,456 cc 211.8 cu in/3,471 cc COMPRESSION RATIO 10.0:1 11.8:1 11.5:1 POWER (SAE NET) 300 hp @ 5,500 rpm 295 hp @ 6,600 rpm 280 hp @ 6,000 rpm TORQUE (SAE NET) 310 lb-ft @ 3,500 rpm 263 lb-ft @ 4,700 rpm 262 lb-ft @ 4,700 rpm REDLINE 6,500 rpm 6,750 rpm 6,750 rpm WEIGHT TO POWER 14.6 lb/hp 14.9 lb/hp 15.3 lb/hp TRANSMISSION 10-speed automatic 8-speed automatic 9-speed automatic AXLE/FINAL-DRIVE RATIO 3.58:1/2.58:1 3.00:1/2.02:1 4.33:1/2.08:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 16.5:1 14.2:1 16.0:1 TURNS LOCK-TO-LOCK 3.1 2.8 3.1 BRAKES, F; R 13.6-in vented disc; 12.6-in disc, ABS 13.3-in vented disc; 13.3-in disc, ABS 12.6-in vented disc; 13.0-in disc, ABS WHEELS 8.5 x 20-in cast aluminum 8.0 x 18-in cast aluminum 9.5 x 20-in cast aluminum TIRES 255/55R20 107H (M+S) Pirelli Scorpion Zero 235/65R18 106V (M+S) Bridgestone Alenza Sport A/S 245/50R20 102H (M+S) Continental CrossContact LX25 DIMENSIONS WHEELBASE 119.1 in 112.2 in 111.0 in TRACK, F/R 66.9/66.9 in 65.3/65.4 in 66.3/66.3 in LENGTH x WIDTH x HEIGHT 198.8 x 78.9 x 69.9 in 194.9 x 76.0 x 68.1 in 196.5 x 78.6 x 70.6 in GROUND CLEARANCE 7.9 in 8.0 in 7.3 in APPRCH/DEPART ANGLE 20.1/22.0 deg 17.9/23.0 deg 19.7/20.8 deg TURNING CIRCLE 38.7 ft 37.4 ft 39.4 ft CURB WEIGHT 4,367 lb 4,398 lb 4,285 lb WEIGHT DIST, F/R 50/50% 54/46% 56/44% TOWING CAPACITY 5,300 lb 5,000 lb 5,000 lb SEATING CAPACITY 6 8 7 HEADROOM, F/M/R 40.7/40.5/38.9 in 38.4/39.4/36.1 in 39.5/40.9/38.9 in LEGROOM, F/M/R 43.0/39.0/32.2 in 40.4/41.0/27.7 in 40.9/38.4/31.9 in SHOULDER ROOM, F/M/R 61.8/61.9/54.6 in 59.0/58.7/55.0 in 62.0/62.0/57.6 in CARGO VOLUME BEH F/M/R 87.8/47.9/18.2 cu ft 84.3/48.4/16.0 cu ft 82.1/46.0/16.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.2 sec 2.5 sec 2.1 sec 0-40 3.5 4.0 3.2 0-50 5.0 5.4 4.6 0-60 6.8 7.2 6.2 0-70 9.1 9.6 8.1 0-80 11.8 12.1 10.6 0-90 15.5 14.9 13.4 0-100 — 19.1 17.3 PASSING, 45-65 MPH 3.6 3.7 3.3 QUARTER MILE 15.3 sec @ 89.6 mph 15.6 sec @ 91.5 mph 14.7 sec @ 93.9 mph BRAKING, 60-0 MPH 121 ft 116 ft 116 ft LATERAL ACCELERATION 0.81 g (avg) 0.82 g (avg) 0.79 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.64 g (avg) 27.4 sec @ 0.63 g (avg) 27.6 sec @ 0.62 g (avg) TOP-GEAR REVS @ 60 MPH 1,600 rpm 1,400 rpm 1,500 rpm CONSUMER INFO BASE PRICE $37,770 $42,320 $50,740 PRICE AS TESTED $47,715 $42,320 $50,740 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes AIRBAGS 8: Dual front, front side, front knee, f/m/r curtain 8: Dual front, front side, driver knee, front-pass thigh, f/m/r curtain 6: Dual front, front side, f/m/r curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/35,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 2 yrs/Unlimited miles 3 yrs/35,000 miles FUEL CAPACITY 17.9 gal 17.9 gal 19.5 gal 5 x 25-MI LOOP, VEH. REPORTED* 18.9 mpg 18.1 mpg 21.2 mpg REAL MPG, CITY/HWY/COMB 20.1/29.4/23.5 mpg 20.3/30.6/23.9 mpg 19.1/28.2/22.3 mpg EPA CITY/HWY/COMB ECON 21/28/24 mpg 20/27/23 mpg 19/26/22 mpg ENERGY CONS, CITY/HWY 160/120 kW-hrs/100 miles 169/125 kW-hrs/100 miles 177/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.82 lb/mile 0.86 lb/mile 0.90 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular *Onboard trip computer averages

The post Three-Way 3-Row SUV Comparison Test: Honda Pilot vs. Ford Explorer vs. Toyota Highlander appeared first on MotorTrend.

https://www.motortrend.com/cars/honda/pilot/2020/honda-pilot-ford-explorer-toyota-highlander-3-row-suv-comparison-test/ visto antes em https://www.motortrend.com

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mobileautorepairpros · 4 years ago

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Road Tests: 2020 Honda CR-V Hybrid

Vital Statistics

Engine: 2.0 liter

Horsepower: 212

0-60 mph: 7.9 seconds

1/4 mile: 16.3 seconds @ 85 mph

EPA: 40 mpg city / 35 mpg highway

Energy Impact: 8.7 barrels of oil/yr

CO2 Emissions: 3.9 tons/yr

While competition is stout in every crossover segment; but it’s still the compacts that are seeing the most action, with the Honda CR-V and Toyota RAV-4 duking it out for the top 2 spots. Now Honda has been looking up at Toyota for a while now and you know they’d love to change that. So enter an updated CR-V with more style, more features, and more MPGs. But, will it be more popular?

One tried and true way to be more popular is to offer more choices. Still, you have to file this one under the “why didn’t this happen already?” banner. You see, the 2020 Honda CR-V is now available here as a hybrid. While it’s Honda’s first hybrid SUV, it’s been sold in Europe and Asia for a couple of years already.

The powertrain is lifted from the Accord Hybrid, starting with a 2.0-liter I4, rated at 143-horsepower on its own; now add in a pair of electric motors, for a total of 212-horsepower.

As in the Accord Hybrid, there’s no conventional transmission, just a clutch system between the electric motor on the back of the engine, and the motor on the differential. That differential motor is actually driving the wheels on most occasions, with the engine providing generator-like power to it. Though the clutch can engage the engine at any time.

Government Fuel Economy Ratings are 40-City, 35-Highway, and 38-Combined. We averaged 35.3 miles-per-gallon, which is a bit short of the 38.6 we averaged in our long-term Toyota RAV4 Hybrid that we just finished a year with.

But the CR-V Hybrid still has a much better than average Energy Impact Score, 8.7-barrels of oil consumed, and 3.9-tons of CO2 emitted annually.

The Hybrid also comes with standard all-wheel-drive; and this is the first time Honda’s 2-motor hybrid system has had to deal with anything other than just the front wheels. But, it’s largely the same arrangement as the regular CR-V. So, unlike some competitors that use a rear electric motor, the CR-V uses a traditional mechanical drive shaft to the rears, with an electronically controlled differential that engages whenever slip is detected.

Some things inside are unique, as a button shifter array similar to the Honda Pilot Elite’s replaces the traditional shifter.

There are also unique digital readouts with all the usual hybrid power-flow info.

Things are as roomy and family-friendly as ever; with the possible exception of the infotainment system which has never been one of our favorites. All CR-Vs will share this revised center console with more flexible storage.

It does have an EV mode, but with the small 1.4-kWh battery, it’s only enough to get you about a mile; and it takes very light application of the throttle to keep the gas engine from kicking in.

It does feel very torquey off the line, and throttle response is definitely heightened over the standard CR-V. But, it runs out of steam pretty quickly. It took 7.9–seconds to hit 60 miles-per-hour, which is actually 4-tenths slower than the 1.5 turbo.

The ¼-mile time was just 3-tenths slower, at 16.3-seconds and 85 miles-per-hour.

We give this gen CR-V high marks for handling. And, despite a Hybrid weight gain of about 200-lbs., everything remains largely the same. The suspension has been stiffened, not for performance sake, but to deal with that additional weight. Through the cones, it felt quite agile and well-planted.

Everything is wrapped in newly updated clothing; and not just specific to the Hybrid, as all 20’s get a mid-cycle freshening of the front and rear fascias, plus new wheels. Hybrids gain unique fog lights integrated into a distinctive front bumper; along with special blue accents.

Available in all trim levels, Hybrid pricing starts at $28,870 for a base LX, and of course that’s with all-wheel-drive; $1,200 over an LX trimmed AWD turbo.

The 2020 Honda CR-V Hybrid enters an already crowded small hybrid SUV segment, many with very similar specs. But, the CR-V Hybrid has well documented quality, plus a family-friendly nature with lots of room to roam in the cabin. No wonder the CR-V is the #1 selling compact crossover of all time. And much like the Toyota RAV4, it’s not just a more efficient CR-V, but a better one, and that means more sales. Honda has made a renewed commitment to broaden the battery options in their lineup, and this CR-V Hybrid is certainly a great way to kick that off.

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robertkstone · 6 years ago

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2020 Kia Telluride First Drive: New City Name and High Hopes

During my early days at MotorTrend, there was a running joke in the office that our long-term Kia Borrego was abandoned. Long-term test vehicles typically stay for a year, but our burnt orange Borrego was a fixture in #MTGarage for almost twice as long before it finally went back to Kia. Coincidentally, just as we were saying bye to the Borrego, so was the rest of the U.S.—Kia discontinued the SUV after just one model year on the market after it fell short of sales targets.

It wasn’t because it was a bad SUV. In fact, the notes in our logbook were generally positive. But ultimately we thought its worst feature was timing. With high gas prices a not-too-distant memory and a recession on buyers’ minds, there had been better times to launch a full-size, body-on-frame SUV.

It was an admirable risk for Kia but apparently not one worth taking again. Almost a decade after the Borrego’s demise, the new 2020 Kia Telluride debuts on a more practical front-drive-based unibody platform aimed directly at big sellers like the Honda Pilot, Nissan Pathfinder, and Toyota Highlander.

The Telluride makes a strong first impression based on styling alone, especially compared to the aforementioned competitors. Sure, it has a simple and boxy silhouette, but Americans can’t seem to get enough of boxes on wheels (see Mercedes G-Class). Exterior brightwork is also restrained, with a few interesting touches like the upward kink at the bottom of the B-pillar. The taillights—which Kia describes as an “inverted L”—are the most polarizing design element, but they fit well on the Telluride and look sharp lit up at night.

The 2020 Telluride’s size also contributes to its eye-catching looks. It stretches 196.9 inches long and stands 78.3 inches wide, making the Telluride almost 8 inches longer and 4 inches wider than the Sorento while sharing similar dimensions as the Volkswagen Atlas, Pathfinder, and Pilot. It’s big inside, too—Kia claims total interior volume is a cavernous 178.1 cubic feet, and that the 21 cubic feet of cargo space behind the third row of seats is the best in its segment.

Kia’s largest crossover is estimated to weigh between 4,100 and 4,500 pounds, and the sole powertrain available to lug around that weight is a 3.8-liter V-6 rated at 291 horsepower and 262 lb-ft of torque. That’s mated to an eight-speed auto that sends power to the front wheels. All-wheel drive is optional. Four drive modes adjust powertrain and steering behavior (Smart, Eco, Comfort, and Sport); AWD models get additional Snow and AWD Lock modes, the latter of which evenly distributes power to all four wheels. Smart and Eco drive the front wheels; Comfort and Snow mode send up to 20 percent of power to the rear wheels. That number jumps to 35 percent in Sport mode. A rear air suspension setup is available to keep the Telluride’s ride height at optimal levels.

For our first stint at the wheel, Kia handed us keys to a Telluride AWD with its navigation set to take us through the winding roads and majestic canyons starting in Gateway, Colorado, and ending at the crossover’s namesake town of Telluride. Would we have liked more power, especially at highway passing speeds? Absolutely. But the powertrain is adequate for small ski towns with low speed limits and feels on par for the segment. We’ll be eager to see how the Telluride performs with a cabin full of passengers and gear, and against its competitors like the upcoming Ford Explorer with its tempting array of turbo engines, including a base turbo-four pumping out 300 hp and 310 lb-ft.

Suspension tuning hasn’t always been one of Kia’s strengths, which is why we were a tad surprised by how well the Telluride handles. The crossover is satisfyingly planted through fast sweepers at speeds that most owners likely won’t explore, and the ride feels taut yet smooth while cruising. It’s quiet, too. Colorado’s roads are relatively well maintained, so we’ll see how the Telluride handles the more challenging road surfaces back home in Los Angeles. But overall the Telluride feels solid and well put together—we noted little to no squeaks or rattles during a light off-road excursion.

That feeling of solidity carries on inside. Material quality and ergonomics are good, and so is overall visibility. Sitting high on the dashboard is a responsive and intuitive touchscreen infotainment system. Value has always been a strong point for Kia, and it’s no different with the Telluride. Apple CarPlay and Android Auto are standard on all trim levels, as are push-button start, five USB ports, and satellite radio. Higher trim levels get a large 10.3-inch infotainment screen (8.0-inch is standard), wireless phone charging, Bluetooth connectivity for two phones, and a total of six USB ports (two for each row). We drove a fully loaded SX model with the Prestige package that adds more goodies including a head-up display, Nappa leather, and a suede-like headliner.

The as-tested price for our top-of-the line Telluride AWD (including the $2,000 Prestige Package) was $46,860, which is about $2,200 less than a loaded Pilot Elite AWD. The base model Telluride LX starts at $32,735 and is competitive with Highlander ($32,425) and Pilot ($32,495), while the midlevel S and EX models start at $35,035 and $38,135, respectively. Kia predicts Telluride S and EX will make up 66 percent of total sales.

Other notable features include Driver Talk and Quiet Mode, which are standard on EX and SX. The former features a microphone that allows the driver to communicate with second- and third-row passengers. Quiet Mode cuts audio for both rear rows, allowing kids to sleep or play Nintendo Switch without enduring their parents’ boring podcasts or talk radio shows. An eight-passenger setup with a middle-row bench is standard, while a pair of second-row captain chairs (heated and ventilated on the SX with the Prestige package) is optional. Access to the third row is easy: Simply press a button on the upper edge of the second-row seat. Back-row seating should be comfortable for two average-sized adults or three kids, but taller folks will likely have to get creative to avoid hitting the headliner.

Kia is confident the Telluride will earn top safety marks from the NHTSA and IIHS, and buyers should feel good about the long list of drive assist systems including Lane Keep Assist, Blind Spot Collision Avoidance, and Lane Follow Assist (which essentially combines LKA and adaptive cruise). Telluride EX and SX get Highway Drive Assist, which Kia considers Level 2 semi-autonomous capability due to its ability to handle most highway steering and adjust to speed limits.

When it comes to efficiency, the EPA rates the FWD Telluride at 20/26 mpg city/highway, 19/24 for AWD. Those numbers are on par with Pilot and Highlander and slightly better than Atlas and the Chevrolet Traverse.

And with that, Toyota, Honda, and Ford have another serious contender in the crowded field of large three-row crossovers. With handsome looks and a well-rounded package, the new Telluride should have no worries about being abandoned.

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joshjailbait · 6 years ago

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2020 Honda Passport Price, Changes, Specs, and Release date. Honda is expanding its SUV lineup and the newest addition is the 2020 Honda Passport This is an all-new crossover, which will hit the market soon, probably already in the next month. If this name sounds familiar to you, that’s because the Japanese manufacturer already used it in the ’90s. At that time, it was a classic body-on-frame SUV, which lots of off-road capabilities. Things are different these days in the automotive industry, so there is not much space for such vehicles.

The new Passport will be a modern unibody crossover, mounted on a unibody platform. As you may presume, it will have a lot in common with the Pilot, though it will be a little bit smaller and probably more athletic. As we already mentioned, the new model should hit the market pretty soon.

credit: motor1.com

2020 Honda Passport Engine

Once again, plenty of similarities with the pilot. The 2020 Honda Passport will feature the same 3.5-liter V6 engine, which delivers around 280 horsepower. In the Pilot, this engine can be paired with either 6-speed automatic, which is standard, or with 9-speed automatic transmission. In both cases, FWD is standard, while AWD is also available. Compared to the Pilot, we expect slightly better fuel economy, which in this crossover goes around 19 mpg in the city and 27 mpg on the highway, which are typical ratings for the class.

2020 Honda Passport Redesign

Unlike the original Passport which was a classic SUV, the new one will be a modern crossover. At this point, we know most of the details about the new model. It is certain that the 2020 Honda Passport will take the place between a compact CR-V and a mid-size Pilot. Still, it will be much closer to the Pilot. It will also be a mid-size crossover. As you probably know, three rows of seating became pretty much a standard for this segment. Many carmakers still offer crossovers with just two rows. These models are usually more athletic and designed to provide a better driving experience. Two rows of seats are just enough for most of us.

Honda will have its represented in this sub-segment. Compared to the Pilot, it will be smaller. It will keep the same wheelbase, which means a lot of benefits. Despite the Pilot is already one of the class-leaders when it comes to interior space, the new 2020 Honda Passport will offer even more legroom, considering that only two rows will be mounted on the same wheelbase. Count on shorter overhangs, as well as on higher ground clearance. In practice, this means more off-road potentials, which would definitely make this crossover more exciting to drive.

2020 Honda Passport Styling

In terms of the styling, there is no doubt that the new 2020 Honda Passport will be fitted to the company’s newest design language. We expect to see a front end that is quite similar to the Pilot. Of course, count on a couple of distinctive details. At this point, we knew that the new crossover will feature a slightly different grille, probably blacked. A couple of unique details are expected on other parts of the crossover. Still, the 2020 Honda Passport won’t get so-called coupe-crossover body style, which has become hugely popular in the past several years. This crossover will stick closely to a wagon-like design, so we can be sure that the new model won’t be just good-looking, but also very practical.

2020 Honda Passport Interior

On the inside, we expect a lot on influence from the Pilot. This particularly refers to the dashboard, which should feature pretty much the same design, with minimal differences. On the other side, the overall layout will be slightly different. As we already mentioned, the new model will feature the same wheelbase as the Pilot. On the other side, it will come with two rows of seating, which indicates even more legroom. We could on a generous cargo area.

Lots of practicality, the new models will be well-equipped too. We count on the same trim level organization as in the Pilot, which is available in four familiar versions– Sport, EX-L, Touring, and Elite.

2020 Honda Passport Release Date and Price

The 2020 Honda Passport will hit the market pretty soon. Latest reports suggest this will happen in about a month. When it comes to the price, we still don’t have exact figures. Still, if we consider that base Pilot versions go around 31.500 dollars, we can presume that this one will probably feature a starting price of around 30.000 dollars. Despite there aren’t many two-row mid-size crossovers anymore, there is still a fine number of potential rivals. Some of the models with similar characteristics are crossovers like Ford Edge, Nissan Murano, Hyundai Santa Fe Sport etc.

Gallery of 2020 Honda Passport

credit: motor1.com

2020 Honda Passport Price, Changes, Specs, and Release date 2020 Honda Passport Price, Changes, Specs, and Release date. Honda is expanding its SUV lineup and the newest addition is the 2020 Honda Passport This is an all-new crossover, which will hit the market soon, probably already in the next month.

#2020 Honda Passport Changes #2020 Honda Passport Engine #2020 Honda Passport Interior #2020 Honda Passport Price #2020 Honda Passport Redesign #2020 Honda Passport Release Date #2020 Honda Passport Specs

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perksofwifi · 5 years ago

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2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites

If you’re in the market for a large, three-row SUV for your family, you’re spoiled for choice. Ignoring luxury options from the likes of Tesla or Volvo, mainstream automakers alone offer up more than a dozen different options to choose from, ranging from the Buick Enclave to the Volkswagen Atlas. To alleviate your analysis paralysis, we gathered up two of our favorite three-row SUVs, the 2020 Honda Pilot Black Edition AWD and the 2020 Subaru Ascent Touring, to help you decide which is the better buy for you and your family’s needs.

Subaru Ascent vs. Honda Pilot: How Do They Compare on Paper?

Both the Honda Pilot and Subaru Ascent fill similar needs, offering three rows, seven seats, and all-wheel drive, even if the approach to design and engineering are wildly different. The Honda, the older of the two vehicles (it debuted back in 2016), is the more traditional option. Built on a bespoke SUV chassis in Alabama (the Pilot also shares its architecture with the two-row version of the Pilot, the Passport, and the pickup version, the Ridgeline), the Pilot is powered by a standard 3.5-liter V-6, which produces 280 hp and 262 lb-ft of torque.

Front-wheel drive and a six-speed automatic are standard, but our fully loaded $50,740 Pilot Black Edition gets torque-vectoring all-wheel drive and a nine-speed automatic transmission.

Whereas the Pilot is built from the ground up on its own platform, the Indiana-built Ascent instead rides on Subaru’s modular Global Platform, which underpins everything from the Subaru Crosstrek to the Ascent. New for 2019, the Ascent gets a standard 2.4-liter turbocharged flat-four, which produces 260 hp and 277 lb-ft of torque and is paired with a CVT and all-wheel drive. Both the CVT and all-wheel drive are standard across the line on the Subaru, from the base model all the way up to our fully loaded $47,017 Ascent Touring tester.

The Ascent is the more efficient of the two crossovers; it’s EPA-rated at 20/26/22 mpg city/highway/combined. The Pilot is rated at 19/26/22 mpg.

Which Is More Fun to Drive?

Although many three-row SUVs drive about as well as a pool noodle, both the Pilot and Ascent are segment standouts in that regard. The Pilot, despite nearing the end of its current model-cycle, is among the quickest vehicles in the segment. It accelerates from 0 to 60 mph in 6.2 seconds, from 45 to 65 mph in 3.3 seconds, and through the quarter-mile in 14.7 seconds at 93.9 mph.

Despite being a bit long in the tooth, the Pilot can still be quite enjoyable to drive. “Road isolation and ride quality are quite good. I also like the fluid steering very much,” said road test editor Chris Walton. The Pilot’s standard V-6 has a broad powerband, and if you stay deep in the throttle long enough, you’re rewarded by a boost of power near redline as Honda’s VTEC system kicks in (yo). But—and there’s always a but—it isn’t all roses for the Honda. The Pilot’s nine-speed automatic, which is standard on the range-topping Pilot Touring, Elite, and Black Edition models, is still far from the smoothest transmission on the market. It’s prone to slurred upshifts and rough downshifts, subtracting from the otherwise enjoyable experience.

The Subaru Ascent, like the Pilot, is among the rare three-row crossover SUVs to not drive like a box of sadness. The Ascent’s turbocharged four-cylinder deserves much of the credit. This torquey engine has, as my mom would say, “great get up and go.” Although throttle response can, on occasion, be overly aggressive, the Ascent’s engine has great low-end torque and very little turbo lag. It also exhibits good steering manners and body control, making it comfortable for passengers to ride in and confidence-inspiring for the driver. “It was the SUV I didn’t want to stop driving,” said associate online editor Nick Yekikian.

Which Has the Better Interior?

Where the Honda and Subaru really differentiate themselves is inside. You might think there are only so many ways to outfit what’s essentially a box on wheels, but both automakers have wildly different takes on how they outfit their respective cabins. Honda has a reputation for exceptional packaging—meaning it’s Ikea-good at making the most out of a given space—and the Pilot is no different. Up front, both occupants share a massive center storage bin and plenty of cupholders and cubbies for all your belongings. The Pilot’s second row is thoughtfully done, too, with six cupholders for the second row alone, not to mention the two USB outlets and its own center console. This one, though, is mounted between the captain’s chairs, making access to the third row via the aisle more difficult than it needs to be (the seats otherwise easily tip and slide forward with the press of a button).

Although the Pilot’s packaging is top notch, its weak point (relative to the Ascent) is mostly in its design. The Pilot’s cabin is unimaginative and somewhat crude, with black on black accents, rubberized plastics, and piano black trim. The Pilot’s infotainment system, which was updated for 2019, is functional but could still use some refinement. The addition of a volume knob is a welcome change, but radio tuning still requires using the touchscreen. It also takes one too many touches to switch audio sources, and the graphics look dated compared to other systems on the market. Additionally, some staffers found the Pilot’s seats to be a bit hard and uncomfortable.

Whereas stepping into the Pilot can be a bit like falling into a black hole, getting into the Ascent feels like slipping into a wood paneled library. Its cabin has a pleasing, earthy appeal to it, with three different colors of leather and wood trim. “Subaru did a nice job mixing in different tones of beige, brown, and black to give the interior a more premium look,” said MotorTrend en Español managing editor Miguel Cortina.

More than just a design study, the Ascent’s cabin is also supremely functional. Up front, the Ascent has clear, easy-to-read displays, and a good amount of storage cubbies built into the dash. Meanwhile, in the second row you’ll find four cupholders and heated seats. Third-row occupants will enjoy easy access to their seats via aisle-mounted handles and a wide door opening, plus USB outlets, and HVAC vents of their own.

Final Thoughts: Should You Get an Ascent or Pilot?

The choice between the Honda Pilot and Subaru Ascent wasn’t an easy one. Both are roomy, comfortable, and surprisingly great to drive. With the Ascent and Pilot scoring so evenly in subjective metrics, it’s the objective stuff that help serve as our tiebreaker. Ultimately, the Ascent is more affordable, more modern, and ever-so-slightly more enjoyable to drive. The Pilot put up a helluva fight, but the Subaru Ascent is the better three-row family SUV.

Want More Knowledge for Your 3-Row SUV Search? Check These Stories Out:

2020 Kia Telluride vs. 2020 Toyota Highlander: 3-Row SUV Comparison Honda Pilot vs. Ford Explorer: All-New 3-Row SUV Takes on a Segment Stalwart 20 of the Best 3-Row SUVs for 2020 2019 Subaru Ascent: 7 Cool Things About Our Three-Row Crossover March Mayhem Quarterfinal: 2019 Chevrolet Traverse vs. 2019 Subaru Ascent

2020 Honda Pilot Black Edition AWD 2020 Subaru Ascent Touring DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD ENGINE TYPE 60-deg V-6, alum block/heads Turbocharged flat-4, alum block/heads VALVETRAIN SOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 211.8 cu in/3,471 cc 145.7 cu in/2,387 cc COMPRESSION RATIO 11.5:1 10.6:1 POWER (SAE NET) 280 hp @ 6,000 rpm 260 hp @ 5,600 rpm TORQUE (SAE NET) 262 lb-ft @ 4,700 rpm 277 lb-ft @ 2,000 rpm REDLINE 6,750 rpm 6,000 rpm WEIGHT TO POWER 15.3 lb/hp 17.7 lb/hp TRANSMISSION 9-speed automatic Cont variable auto AXLE/FINAL-DRIVE RATIO 4.33:1/2.08:1 4.44:1/2.08:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; control arms, coil springs, anti-roll bar STEERING RATIO 16.0:1 13.5:1 TURNS LOCK-TO-LOCK 3.1 2.6 BRAKES, F; R 12.6-in vented disc; 13.0-in disc, ABS 13.1-in vented disc; 13.0-in vented disc, ABS WHEELS 9.5 x 20-in cast aluminum 7.5 x 20-in cast aluminum TIRES 245/50R20 102H (M+S) Continental CrossContact LX25 245/50R20 102H (M+S) Falken Ziex ZE001 A/S DIMENSIONS WHEELBASE 111.0 in 113.8 in TRACK, F/R 66.3/66.3 in 64.4/64.2 in LENGTH x WIDTH x HEIGHT 196.5 x 78.6 x 70.6 in 196.8 x 76.0 x 71.6 in GROUND CLEARANCE 7.3 in 8.7 in APPRCH/DEPART ANGLE 19.7/20.8 deg 17.6/21.8 deg TURNING CIRCLE 39.4 ft 38.0 ft CURB WEIGHT 4,285 lb 4,594 lb WEIGHT DIST, F/R 56/44% 54/46% TOWING CAPACITY 5,000 lb 5,000 lb SEATING CAPACITY 7 7 HEADROOM, F/M/R 39.5/40.9/38.9 in 40.1/38.7/36.3 in LEGROOM, F/M/R 40.9/38.4/31.9 in 42.2/38.6/31.7 in SHOULDER ROOM, F/M/R 62.0/62.0/57.6 in 61.1/60.3/57.2 in CARGO VOLUME BEH F/M/R 82.1/46.0/16.0 cu ft 86.0/47.0/17.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.1 sec 2.9 sec 0-40 3.2 4.0 0-50 4.6 5.5 0-60 6.2 7.3 0-70 8.1 9.6 0-80 10.6 12.4 0-90 13.4 16.1 0-100 17.3 20.4 PASSING, 45-65 MPH 3.3 3.7 QUARTER MILE 14.7 sec @ 93.9 mph 15.8 sec @ 89.2 mph BRAKING, 60-0 MPH 116 ft 118 ft LATERAL ACCELERATION 0.79 g (avg) 0.80 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.62 g (avg) 27.4 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $50,740 $46,055 PRICE AS TESTED $50,740 $47,017 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side, f/m/r curtain 7: Dual front, front side, driver knee, f/m/r curtain BASIC WARRANTY 3 yrs/35,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/35,000 miles 3 yrs/36,000 miles FUEL CAPACITY 19.5 gal 19.3 gal 5 x 25-MI LOOP, VEH. REPORTED* 21.2 mpg 17.7 mpg REAL MPG, CITY/HWY/COMB 19.1/28.2/22.3 mpg Not tested EPA CITY/HWY/COMB ECON 19/26/22 mpg 20/26/22 mpg ENERGY CONS, CITY/HWY 177/130 kW-hrs/100 miles 169/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.90 lb/mile 0.87 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular *Onboard trip computer averages

The post 2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites appeared first on MotorTrend.

https://www.motortrend.com/cars/subaru/ascent/2020/2020-subaru-ascent-vs-2020-honda-pilot-3-row-suv-comparison/ visto antes em https://www.motortrend.com

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perksofwifi · 5 years ago

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2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites

Subaru Ascent vs. Honda Pilot: How Do They Compare on Paper?

Front-wheel drive and a six-speed automatic are standard, but our fully loaded $50,740 Pilot Black Edition gets torque-vectoring all-wheel drive and a nine-speed automatic transmission.

The Ascent is the more efficient of the two crossovers; it’s EPA-rated at 20/26/22 mpg city/highway/combined. The Pilot is rated at 19/26/22 mpg.

Which Is More Fun to Drive?

Which Has the Better Interior?

Final Thoughts: Should You Get an Ascent or Pilot?

Want More Knowledge for Your 3-Row SUV Search? Check These Stories Out:

The post 2020 Subaru Ascent vs. 2020 Honda Pilot: Comparing Two Family SUV Favorites appeared first on MotorTrend.

https://www.motortrend.com/cars/subaru/ascent/2020/2020-subaru-ascent-vs-2020-honda-pilot-3-row-suv-comparison/ visto antes em https://www.motortrend.com

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