The all-new 2010 Honda Accord Crosstour has arrived, and it’s not like anything else on the market.  Well, not exactly.  Like other recent “category-busters,” the Crosstour defies easy identification.  Is it a tall sedan, or a crossover utility vehicle?  An SUV, or a station wagon?  The thing is, it’s hard to figure out exactly why the Crosstour exists, exactly.  Yes, it’s a big, useful SUV-alternative that drives like a car, but apart from giving the Toyota Venza (another nice vehicle that answers a question I’m not sure anybody asked) a run for its money, why is it here?  I’m used to Hondas lacking personality, but on some fundamental level, the Crosstour seems to lack a sense of purpose.

And then, a funny thing happened.  I took the Crosstour into downtown Detroit to run some errands, and this big multi-tasker suddenly made a lot of sense.  Combining Honda’s comfortable driving dynamics with a raised suspension and curb-ready tires made the Crosstour the perfect vehicle for tackling Detroit’s decidedly post-industrial streets.

Cragged with potholes and broken asphalt, many of the Motor City’s thoroughfares are only paved in the general sense of the word; axle-breaking potholes are order of the day.  The Crosstour shrugged off the worst of Detroit’s streets and alleys with aplomb, even a measure of eagerness.  The carlike independent suspension even kept things comfortable and reasonably quiet inside as the “pavement” heaved and bucked beneath the car.  The Crosstour has six inches of ground clearance and fat 225-series tires that are large enough to keep most bad-road obstacles from doing any harm.  On pavement, the center of gravity is low enough to keep it from feeling tippy, and the double-wishbone front suspension provides great steering response.  Standard Vehicle Stability Assist adds to the general feeling of confidence.

The mechanical parts go about their business with typical Honda precision and a lack of drama.  The standard 3.5 liter V6 offers single overhead-cam construction and Honda’s familiar i-VTEC variable valve timing.  With 271 horsepower at its disposal, the Crosstour provides strong, quiet acceleration and smooth shifts from the five-speed automatic transmission.  When driven hard, the transmission matches revs on downshifts, taking some of the violence out of the operation.  Variable Cylinder Management (VCM) is also used.  VCM shuts down some of the V6′ cylinders on the freeway, allowing the Crosstour to operate in a more efficient highway mode.  All-wheel drive is available, of course.  The Crosstour’s automotive origins are evident in its 1500-pound towing capacity, making it a lightweight among trucks.

The Crosstour has the same light-touch steering and pedals as the rest of the Accord lineup, but it feels more solid, probably due mostly to its bulk.  This is a large vehicle, though the sleek lines help to conceal this fact.  In fact, it seats five and the 25.7 cubic foot cargo area is decently-sized (it expands to over fifty cubic feet with the seats folded, falling short of vehicles like the Nissan Murano and Toyota Venza), but at the same time the Crosstour seems like it’s a lot larger than it really needs to be.  By comparison, the Ford Edge is shorter and has a higher seating position.  This makes it look awkward–the Crosstour certainly has a more graceful design–but it also makes the Edge easier to drive.  The Crosstour feels oversized around town.  Of course, in the less savory neighborhoods of Detroit, this bulk lent itself to a feeling of security.  There’s a reason that Chevrolet Tahoes and Ford Expeditions are popular here; the feeling of driving a big, heavy bank vault of a vehicle is comforting when surrounded by urban blight.

Don’t take this as a criticism of Detroit, though.  I love my home town, and though it may not look like it, this city has a sense of style.  This big Honda has flair as well.  A number of interesting styling elements ensure that the Crosstour won’t be anonymous on the road.  A wide, grinning grille wraps partly around the headlamps, creating an aggressive face, and patterning on the rocker panels hints at the heat shields of a side-exhaust.  The silhouette is a beefed-up and muscular version of Honda’s car lineup, and the Crosstour’s controversial rear end is rounded and features a nearly horizontal tailgate with two glass panes for easier visibility to the rear.

The comfortable Crosstour started to grow on me after a few days, and I was able to enjoy the dual-zone climate control, optional heated seats and navigation system.  A subtle active sound-deadening system uses the sound system’s speakers to cancel out certain types of road noise.  A 360-watt, subwoofer-equipped sound system is also available.  The backup camera provides remarkably crisp images, while the navigation system seems to be a generation behind cutting-edge in graphics and speed.  Utility is enhanced by the extended cargo area, which splits the difference between a full-fledged wagon and a sedan, and by removable under-floor storage trays in the rear.

Ultimately, the Crosstour is more or less what it looks like:  a very large car with a bit of SUV beef and bulk added.  It’s well-adapted to the rigors of suburban life, and certainly won’t be afraid to tackle rough roads when called upon.  Perhaps it’s not as efficient a solution as a smaller SUV or crossover might be, but for buyers who just gotta have a big vehicle, the Crosstour offers an answer.  Pricing starts at $29,670 for a front-wheel drive model, and four-wheel drive stickers start at $34,020.

Specifications:
All specs are for the 2010 Honda Accord Crosstour
Length:  196.8 in.
Width:  74.7 in.
Height: 65.7 in.
Wheelbase:  110.1 in.
Curb weight:   4070 lb.
Cargo space:  25.7 cu.ft. (seats up); 51.3 cu.ft. (seats folded)
Base price:  $29,670
Engine:   3.5 liter SOHC 24-valve V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 271 @ 6200
Torque:  254 @ 5000
Fuel capacity:  18.5 gal.
Est. mileage:   17/25

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