And that’s just from the outside.  An environment-friendly 3.5 liter V6 engine, generous safety and comfort features and improved fuel economy for 2012 are on hand to put the Pilot near the top of any family’s list.

Honda’s corporate “green” message would seem to make large SUVs an illogical arena, but the Pilot confounds that logic by resisting even the trend toward crossover-type styling.  Big and wide, the Pilot is a brick in a world of river-smoothed stones; this thing is a truck, and it wants you to know that at first glance.  The details are chunky, from the large headlights and three-bar grille to the aero-smoothed bumpers and beveled rear end.  Pavement-friendly tires wrapped around seventeen- or eighteen-inch wheels are framed by smoothed-off wheel wells.

Interior proportions are generous, with three full rows and a wide enough body for three-across seating.  The instrument panel and center stack have been simplified for easier comprehension, addressing past complaints about Honda’s button-festooned dashboards.  The Pilot’s three rows of seats aren’t as knee-friendly as those of the much larger Chevrolet Suburban, but it’s capable of carrying eight passengers, even if up to three of them are space-hogging baby seats.  With the seats folded, my test Pilot swallowed an antique trunk and an armoire without complaint–it’ll swallow a minivan-like 87.0 cubic feet of cargo, configured thus.  Seats up, the Pilot makes a good family hauler and can be equipped for max luxury besides.  Excellent sound deadening provides a quiet and comfy freeway ride.  An eight-inch Multi-Information Display (MID) provides  full-color updates on fuel economy and other vehicle functions, as well as acting as an interface for personal music players.  Drivers can even upload personal photos to act as “wallpaper” on the display.   In navigation-equipped models, the navigation screen replaces the MID.   Navigation-equipped Pilots also add a backup camera with multiple views.

In traffic, the Pilot feels a bit bigger than it’s comfortable being, as a Honda.  While the dynamics of Honda’s cars are quite good, the Pilot has a tendency to feel ponderous.  MacPherson struts are used up front, with an independent multi-link rear.  There’s a lot of float in the suspension, and the Pilot waddles somewhat on the freeway.  The brakes are adequate but emergency stops are not as confident as you’ll find in the Ford Explorer or Dodge Durango.  It’s safe enough; Honda’s Vehicle Stability Assist stability control and standard anti-lock brakes ensure that the Pilot’s not going to carry you into a tree at the first opportunity, but this vehicle seems all too aware of its two-ton curb weight.  Over the road it’s mellow, a good road-tripper, but emergency maneuvers shred its composure quickly.

Acceleration isn’t the Pilot’s strong suit either. The 3.5 liter 24-valve V6 is smooth and efficient, but with only 250 horsepower to move a vehicle of this size, there’s a noticeable deficit when it comes to acceleration.  Still, it’s adequate, and Honda’s Variable Cylinder Management is also on hand to reduce fuel consumption by shutting down unnecessary cylinders.   The Pilot’s engine has been retuned for additional efficiency with friction-reducing internal components and a variable-output alternator.  Two-wheel drive Pilots will get 25mpg on the freeway, putting this SUV near the top of its class in that respect.  The Pilot is happy to cruise at freeways speeds endlessly, making it a great road-tripper.  Five-speed automatic transmissions are standard, and the available four-wheel drive is a full-time system that can be locked for serious off-roading when needed.  Four-wheel drive Pilots can tow up to 4500 pounds.

It all adds up to a handsome family-hauling package.  That the Pilot is decent in the ‘burbs is not a surprise, but the moderate work ability conferred by the towing capacity and massive interior put it a step above the average crossover when it comes to getting things done.  The Pilot qualifies as a moderately-priced vehicle in its most basic form, with an MSRP of $28,470 for the two-wheel drive LX model.  Of course, things can get out of hand pretty quickly; my tester was a top of the line Pilot Touring 4WD with a navigation system, and stickered for $41,630.

All specs are for the 2012 Honda Pilot
Length:  191.4 in.
Width:  78.5 in.
Height:      72.7 in.
Wheelbase:  109.2 in.
Curb weight:   4608 lb.
Cargo space:   18.0 cu.ft. (seats up); 87.0 cu.ft. (seats folded)
Towing capacity: 4500 lb.
Base price:  $40,820
Price as tested $41,630
Engine:   3.5 liter DOHC 24-valve V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 250 @ 5,700
Torque: 253 @ 4,800
Fuel capacity:
Est. mileage:   17/24

That’s always been the beauty of the minivan.  Sure, most of them are pressed into service as mom-taxis, but in reality it’s a mobile command center, and Honda’s new-for-2011 Odyssey takes that role very seriously.  Whether it’s hauling kids or camping gear, the Odyssey is ready to work with a lower, wider body and a more powerful, more fuel-efficient engine.

Functionality is the name of the game.  The new Odyssey is bigger and wider, providing ample space for up to eight passengers inside. This is a rather big van.  Real-world legroom is enough for six-foot adults in the center and third rows. The second-row seat is multi-adjustable; the seats can be moved slightly for additional elbow room, slid forward to make access to the rear easy even with a child seat in place and the center section folds to create a large console.  Honda calls the third-row seat a “Magic Seat,” similar to that used in the Fit, and it disappears seamlessly and effortlessly into the floor with two lever pulls.  The second row can be folded or removed in a slightly more complicated process.  Fully opened up inside, the Odyssey becomes a cavern, with over 145 cubic feet of space for hauling stuff.  Of course, all that room is useless if it’s not convenient, so the Odyssey also features a handsome dash styled similarly to that of the Accord.  It’s handsome, if a bit fussy thanks to the multitude of buttons.  There’s a removable front console, cool DVD remote storage and 115v/USB plugs in the back.  A front-console “cool box” and flip-up ring for holding trash bags are handy items that make the Odyssey seem a bit more like home.

Like its opposite number the Toyota Sienna, the Odyssey can be outfitted like a mobile living room, right down to the available 16.2-inch screen on the rear-seat entertainment system, which has split-screen capability and HDMI ports for plugging in HD devices or gaming consoles.  Of course, this is also a traveling living room, so the Bluetooth connectivity and available navigation system, with turn-by-turn guidance and restaurant guides included, is a bonus. The system uses a 60-gig hard drive instead of a DVD, and its brightly colored eight-inch screen has the option of allowing you to select a favorite photo as “wallpaper.”

On the road, Honda’s new minivan is acquitted by its comfortable ride.  MacPherson struts are used up front, and the rear’s got a multilink setup.  The Odyssey drives big, because it is big, but it’s not wobbly or unstable when changing directions.  A choice of 17- or 18-inch wheels provides surprising road feel for such a large vehicle, and Honda includes low rolling resistance tires for improved fuel economy.  Vehicle Stability Assist stability control and anti-lock brakes are standard equipment.  To help make this big van easier to drive, there’s an available blind-spot monitoring system that lights up an indicator in the appropriate mirror if there’s an obstacle traveling where it’s hard to see.

The Odyssey’s 3.5 liter V6 feels like it’s working hard; acceleration is a constant reminder that this is an 4500-pound vehicle.  On the plus side, it returns decent fuel economy and provides interstate-eating range thanks to the 21-gallon gas tank.  The 3.5 V6 features Honda’s i-VTEC system, of course, and horsepower is up slightly to 258.  Honda’s Variable Cylinder Management (VCM) system is also included, allowing the engine to shut off up to three cylinders when they’re not needed.  This helps to push fuel economy into the high twenties on the freeway, and you won’t notice any changes in the way the Odyssey is running because Honda’s installed an active noise-cancellation system that masks the additional vibration caused by a V6 operating as a three-cylinder engine.  A new six-speed automatic transmission is available on the Touring, while lesser Odysseys make do with a five-speed autobox.  The slick six-speed is the way to go, providing long legs and a quiet ride.  Should you need to tow a trailer, the Odyssey will pull up to 3500 pounds.

Perhaps the greatest departure from Honda minivans past is the exterior.  For perhaps the first time, the Odyssey’s sporting a sense of style.  The new design is preternaturally flush, with flat panes of glass, a lower roofline and a wind-cutting V-shaped prow.  The rear windows have an asymmetrical zig-zag shape that provides a dramatic side aspect, and a band of taillights that stretches all the way across the rear.  This is a good-looking minivan, and that’s not an oxymoron.

Pricing has often been a sticking point for the Odyssey, because Honda’s people-hauler has always been a premium vehicle, so it’s always been priced accordingly.  Odyssey sticker prices start at $27,800, but the amenities add up fast, and my tester had an MSRP of $44,030.  Of course, it was a top-of-the-line Odyssey Touring Elite, loaded up with a moonroof, satellite radio, navigation, the DVD entertainment system and a rearview camera.  It was a fancy ride indeed, and the new Odyssey goes a long way toward earning the right to that price tag, to be honest.

All specifications are for the 2011 Honda Odyssey.
Length:  202.9 in.
Width:  79.2 in.
Height:     68.4 in.
Wheelbase:  118.1 in.
Curb weight:   4560 lb.
Cargo space:   38.4 cu.ft. (all seats up); 93.1 cu.ft. (third row folded); 148.5 cu.ft. (all seats removed)
Base price:  $27,800
Price as tested: $44,030
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 248 @ 5700
Torque:  250 @ 4800
Fuel capacity:  21.0 gal.
Est. mileage:   19/28

With the market nearing saturation with both crossovers and box-cars, does the Element, which hasn’t changed significantly since its 2003 introduction, still have anything to offer?  As a matter of fact, it does.  This cube has always stood out from the rest of the square cars by being larger and more capable.  Thanks to reverse-opening rear doors and clever interior design, the Element does a good job of thinking outside the box, if you’ll forgive the pun.  For 2010, Honda updated the Element with new “Dog-Friendly” edition designed to appeal directly to the four-wheeled family members of Element buyers.

Onlookers either love or hate the Element’s wheeled-brick styling, which includes SUV cues like heavy bumpers and fender flares.  Thick pillars all around and an upright windshield give the Element a passing resemblance to an armored truck.  For 2009 the look was cleaned up significantly with a new grille and new metal front fenders replacing the previous composite units.  A new hood and boxier wheel arches give the Element a bit more of a family resemblance to the Pilot, making it less of an ugly duckling in the Honda lineup.   Though boxy and available with all-wheel drive, it’s not an off-roader by any stretch; the Element lacks the ground clearance and tires for significant off-road excursions.

What the Element gives up to other SUVs in terrain-conquering ability, it more than makes up for in domestic versatility.  The wide, comfortable seats and ample head and leg room front and rear make it people-friendly, and there’s a customizable overhead storage console system with two large bins to keep portable valuables out of sight.  The rear seats fold flat into beds, flip up out of the way and can be removed entirely for gear-hauling purposes.  Meanwhile, rear-hinged secondary doors on both sides make rear-seat ingress easy.  The available navigation system includes a dash-mounted USB port for digital media and a rear backup camera.

The Dog-Friendly Element transforms the interior into a veritable paradise for animal-hauling.  A removable nylon-webbed kennel fills the cargo area, and will comfortably hold dogs up to about forty pounds.  The zip-in screen ensures that rambunctious pups stay in their place, and an integrated water dish and auxiliary fan make long trips more comfortable.  The kennel is anchored to the floor, to help protect a dog in the event of a crash.  It also includes a ramp for easy pet loading.  My “test dogs,” a eighty-pound yellow Lab named Hunter and a forty-five pound border collie mix named Layla, weren’t so certain about climbing it, but with some familiarity it’s a safe alternative to making small or elderly animals leap up into the cargo area.  For dogs that won’t fit in the kennel, the Dog-Friendly Element’s rear seats are covered by fur-resistant, washable seat covers.  The Element’s carpet-less floors come in handy as well.  There’s only one oversight, from a dog’s standpoint–the Element’s rear windows don’t roll down, which means that wind-loving dogs won’t be able to hang their heads in the breeze!

The 2.4 liter four-cylinder engine under the hood produces 166 horsepower.  Honda’s omnipresent i-VTEC variable valve timing helps to broaden the powerband, so the Element’s big four-cylinder engine provides adequate thrust for the Element’s almost 3600-lb weight.  “Adequate” is the operative word here, as the Element is not particularly fast.  It’ll keep up with traffic, but acceleration is reasonably sedate and getting up to speed on freeway onramps takes some patience.  A choice of five-speed manual or five-speed automatic transmissions is offered and the Element is one of the few vehicles in which I’d recommend the autobox over the stick.  Honda’s Real Time 4WD all-wheel drive system is also available.

The suspension is carlike, with MacPherson struts up front and compact double wishbones at the rear.   Handling is confident, if a little ponderous due to the vehicle’s weight, which also saps fuel economy.  The Element has had a tendency to feel somewhat top-heavy since its introduction, and this feeling has been mitigated but not completely eliminated.  Vehicle Stability Assist stability control is standard.  The Element handles more like a minivan than a car.  It’s shorter than a minivan, and thanks to a high seating position and a tight turning radius it’s easy to maneuver and park.  Anti-lock brakes are also standard.

Versatility is what the Element is all about, and it’s an excellent do-all.   It’s aged reasonably well; the only effect the years have had has been to make the styling seem a little bit less radical.  Element pricing starts at $20,825 for the front-wheel drive LX.  The well-equipped EX model starts at $23,885, and my all-wheel drive tester stickered for $24,665.  The Dog-Friendly package adds $995 to the Element’s price.

All specs are for the 2010 Honda Element (2011 pricing shown).
Length:   169.9 in.
Width:  71.6 in.
Height:      70.4 in.
Wheelbase:  101.4 in.
Curb weight:   3540 lb.
Cargo space:   74.6 cubic feet (all seats removed)
Base price:  $20,825
Price as tested:  $24,665
Engine:    2.4 liter DOHC inline four-cylinder
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower:  166 @ 5800
Torque:  161 @ 4000
Fuel capacity:  15.9 gal.
Est. mileage:   19/24

Quiet and nimble, the CR-V has always been a suburban errand-runner’s dream.  The high seating position and tall body ensure great visibility, and that hasn’t changed with the redesign.  

This trucklet seems to have been designed from the inside out, and the CR-V’s interior is full of convenient touches.  All of the tall seats are adjustable fore and aft, for front and rear passengers.  The CR-V has been designed with a flat floor throughout the cabin, for easy ingress and convenient cargo space.  The dash is festooned with cubbies, including a covered hiding spot under the radio.  The automatic transmission’s shifter is mounted in the dashboard, out of the way.  The parking brake’s handle is also dash-mounted, and doubles as a trashbag holder.  Between the front seats, a small table with cupholders folds out of the way when not in use.  Cargo loading is easy too, thanks to a side-opening rear door.  Our tester was well-equipped, with heated seats and leather upholstery.  The cabin is reasonably quiet on the road.

The new design is a bit boxier, and the CR-V has lost its rear bumper.  It didn’t need it anyway; the spare tire, mounted on the back door, is there to absorb minor impacts.  A bumper would be more efficient.  The tower-like taillights and tapered chin are still present.  The CR-V is slightly portlier, as if it’s picked up a touch of middle-age spread.  The new top-of-the-line SE model is the snazziest on the road, with body-colored bumpers and door handles and exclusive pewter paint.

Under the hood, there’s a 2.4 liter four-cylinder.  The CR-V makes do without a V6, unlike some of its competitors, and hits the streets with a 160-horse power rating (the most powerful Escapes and Libertys are pushing 200) and 22/27 mileage.  It may seem like it’s down on power, but don’t forget that the CR-V is almost 300 pounds lighter than a Jeep Liberty, and just under a hundred shy of the Escape’s weight.  The CR-V still feels a bit underpowered on the freeway; it’ll keep up with freeway speeds, but it needs a lot of right foot to do so.  At least the engine is quiet at speed.  It’s happiest around town, where its small size and nippy acceleration serve it well when dealing with traffic.  The new five-speed automatic transmission shifts smoothly and although our test CR-V downshifted frequently when passing, we weren’t ever annoyed by it.  Front- and all-wheel drive are available, and the new AWD system uses a cam-driven mechanism in place of the previous pump, improving the CR-V’s modest off-road ability.

The CR-V’s tall stance is belied by its stable road manners.  In emergency maneuvers, as with most sport-utes, it feels a bit top-heavy, but that’s all seat-of-the-pants illusion because the CR-V is very well-planted.  But that shouldn’t be a surprise; like we said, this isn’t a truck, it’s a really tall Civic wagon.  On the road it’s a friendly companion, just eager enough to be cute but task-oriented enough to be serious about what you need to do. The suspension is fully independent, with MacPherson struts up front and double wishbones at the rear.  Standard safety equipment includes anti-lock brakes, traction control and Honda’s Vehicle Stability Assist (VSA) system.  The CR-V isn’t a serious off-roader, and towing capacity is limited to 1500 pounds, but as an any-weather suburban errander it’s just about perfect.

We’re big fans of do-anything cars, and the CR-V falls solidly into that category.  It’s a good choice for drivers who need one vehicle to tackle everything from trips to the grocery store to bad-weather commuting to weekend camping expeditions.  Prices start at just under $20,000 for a base model, up to $23,350 for an automatic-equipped EX 4WD like our test truck, and climb all the way to $25,050 for the SE.

Specifications:
All specs are for the 2005 Honda CR-V EX 4WD, which we tested.
Length:     181.0 in.
Width:        70.2 in.
Height:        66.2 in.
Wheelbase:    103.3 in.
Curb weight:    3430 lb. (est.)
Cargo space:    33.5 cu.ft. (seats up); 72.0 cu.ft. (seats folded)
Base price:    $23,350
Engine:     2.4 liter DOHC 16-valve inline four-cylinder
Drivetrain:     five-speed automatic, all-wheel drive
Horsepower:     160 @ 6000
Torque:     162 @ 3600
Fuel capacity:    15.3 gal.
Est. mileage:    22/27

We’re happy to say that we went with economy over brute strength, and it turned out to be the right decision.  Although their fuel-saving qualities are touted with city driving in mind, Honda’s hybrid-electric cars are actually more efficient on the highway.  Unlike Toyota’s Prius and other hybrids, which are “full” hybrids that can shut off the gasoline engine when it’s not needed, Honda’s hybrid strategy keeps the gasoline engine running at all times.  By using an absurdly small gasoline engine paired with an electric motor that provides additional torque, Honda’s hybrids are able to achieve excellent freeway fuel economy without sacrificing power or performance.

Considering the diminutive 1.3 liter four-cylinder engine under the hood, we didn’t think it was possible, either, but the Civic Hybrid didn’t disappoint in the least.  Honda’s Integrated Motor Assist (IMA) system incorporates a 13.4 horsepower permanent-magnet electric motor to boost the gas engine’s power when necessary.  Unlike the Toyota Prius, the Civic is not a “full hybrid,” meaning it can’t shut the gasoline engine off and tootle around on electric power.  This car is designed to maximize freeway efficiency, where the Prius’ forte is stop and go city traffic.  The Civic Hybrid will kill the gas engine at long traffic lights and when the car is at rest for extended periods, but when you step on the accelerator it bumps to life.  The IMA also charges its own batteries during braking.  We cruised all the way to NYC at our usual arrest-me speeds and still got over 45mpg.  Because the IMA steps in seamlessly to assist the gasoline engine when needed, we didn’t notice any weakness when climbing the Appalachian mountains.  When was the last time you were able to climb a long grade in a small, four-cylinder car without downshifting?  The Civic Hybrid manages this trick nicely.  Going almost six hundred miles between fill-ups isn’t bad, either.

Honda offers the Civic Hybrid with a choice of five-speed manual or continuously variable automatic transmissions.  We drove the stick, which was as direct and well-mannered as we’ve come to expect from Honda.

The only difference we noticed on the road compared to the “normal” Civic was a slightly tauter ride, thanks to the skinny tires that are exclusive to the Civic Hybrid.  These tires also aren’t big fans of grooved pavement, where we noticed some squirreliness.  Like the Civic, the Civic Hybrid uses a fully independent suspension with MacPherson struts up front and double wishbones out back.  It’s nimble around town, thanks to a diminutive 2700-pound curb weight.  Anti-lock brakes are standard, as is an efficiency-friendly electric rack-and-pinion power steering unit.  Don’t be intimidated by all of the electronic parts; the Civic Hybrid’s electric steering feels just like a traditional hydraulic unit.

Design quirks are subtle.  The Civic Hybrid looks pretty much like a regular Civic.  The body-colored grille panel has a flatter, more streamlined appearance.  The familiar triangular headlamps and taillamps are shared with the rest of the Civic lineup.  Bright 14″ alloy wheels are unique, and sharp-eyed car spotters will notice the narrow 185/70 series tires, the better for high-efficiency motoring.

The Civic Hybrid’s interior helps to combat the mistaken notion that all hybrids are no-frills economy cars.  Power windows, cruise control, side airbags and a tilt wheel are all standard equipment.  Quiet and comfortable, this car looks just like any other Civic inside, with the exception of the power-assist gauge on the dash.  We never got bored of keeping an eye on this gauge, which indicates the level of battery charge and engine assist, in an effort to maximize our fuel economy.  The seats are better than they’ve been in the past but are still prone to cause leg cramps in long-legged drivers like yours truly.  The cloth interior and dash materials are first-rate.  The rear seats do not fold down, but the 10.1 cubic-foot trunk is decently spacious without being expandable.  Quite a few passengers didn’t even know the Civic was a hybrid until it was pointed out to them.

In the end, we split the growing hybrid-electric market this way:  Toyota makes the best in-city hybrids, whereas Hondas are the long-haul roadtrippers.  As the hybrid market becomes more crowded in the coming years of course, this may change.  The Honda Civic Hybrid is priced comparably to the Toyota Prius, with an MSRP of $19,800.  After shipping charges, our test car stickered at $20,315.  If you’re a habitual road-tripper and a fan of the Civic, the fuel savings is more than worth it.

Specifications:
All specs are for the 2005 Honda Civic Hybrid, which we tested.
Length:     175.4 in.
Width:        67.5 in.
Height:        56.3 in.
Wheelbase:    103.1 in.
Curb weight:    2732 lb.
Cargo space:    10.1 cu.ft.
Base price:        $19,800
Price as tested:        $20,315
Engine:     1.3 liter SOHC inline four-cylinder
Drivetrain:     five-speed manual, front-wheel drive
Horsepower:     85 @ 5700    (est. 93 with IMA)
Torque:     87 @ 3300    (est. 116 with IMA)
Fuel capacity:    13.2 gal.
Est. mileage:    46/51

.

Honda’s gone to a lot of effort to make sure that you’re so happy with the Odyssey you don’t have to spend time worrying about impressing your friends, of course.  This ground-up redesign shows that Honda considered all of minivan-dom, took the best ideas, and combined them into one vehicle.  The Odyssey has a larger interior with more comfort and convenience features, a more powerful engine, and a new level of suspension and body refinement.  The new Touring model combines a variety of exclusive features into a single high-quality, high-class package.

The Odyssey has a more aggressive and expressive face than ever, thanks to clear-lens headlights and an interesting body-colored grille with a thin chrome surround.  Judiciously applied Accord cues such as a high beltline and sheer sides ensure that the generic minivan silhouette is recognizable as a Honda minivan silhouette.  The Touring model is snazzed up by 17″ wheels and body-colored trim.

With a few notable exceptions of course, the minivan has always been about function, not fashion, and the Odyssey is more than capable in this regard.  The handsome center console carries ancillary controls within easy reach, as well as no less than three storage cubbies, four cupholders and two power points, but the controls are less intuitively placed than in other vans.  The tall seats are comfortable, as minvans tend to be.  A fold-down console between the front seats is a good idea borrowed from Honda’s own CR-V.  A cool folding screen in the dash carries navigational information, and a backup camera assists in parking when you get there.  The rear seats fold and tumble easily, with the third row dropping into the floor.  Honda calls it a “Split Third-Row Magic Seat,” but it works well in spite of the dorky name.  Interior length has gone up by two inches, most of it in the rear, so with the seats up, there’s room for up to eight.  With all of these features, our top-of-the-line Odyssey Touring would be at home in a catalog right next to Williams-Sonoma’s best $300 toaster.  Features exclusive to the Touring include adjustable pedals, a 360-watt sound system, and a power tailgate.

Powering all this gear down the road is a 3.5 liter all-aluminum V6 whose output bests last year’s Odyssey by fifteen horsepower, for a total of 255.  We found the Odyssey to be perfectly minivan-typical on the road; acceleration was assertive without being violently powerful, and the five-speed automatic transmission was smooth as silk.  We never got impatient with this van, as we have in other sluggish family haulers.  Honda’s also installed a fuel-saving cylinder-deactivation system that can shut off three of the engine’s six cylinders when they’re not needed.  If it functioned while we had the Odyssey, we didn’t notice.  It must work, though; fuel economy hits an impressive 28 mpg on the freeway.

All minivans feel big on the road, but the best manage their bulk without feeling ponderous or being hard to drive.  The Odyssey is one of the best.  A four-wheel independent suspension (unlike the beam rear axles used by some vans) has been tuned with luxury sedans in mind.  We doubt you’ll ever mistake your Odyssey for a luxury sedan, but it’s a nice ride nonetheless.  Steering response has also been improved.  The Odyssey is well-mannered whether loaded or unloaded.  The Odyssey Touring also includes the exclusive Michelin PAX run-flat tire system.

As people haulers, safety’s a big selling point among minivans.  The Odyssey is equipped with a raft of standard safety features including anti-lock brakes, three-row side-curtain airbags, and stability control.

The only downside to all of this refinement and technology is that it’s wrapped in the body of a minivan.  If you want to impress your friends, keep in mind that to most people, even a $40,000 minivan like the Odyssey Touring is still just a minivan.  But that’s okay; the Odyssey will make you glad you thought of yourself first.  Pricing starts at $25,195 for the entry-level Odyssey LX and $28,195 for the better-equipped EX.  Our test vehicle was an Odyssey Touring, with a full complement of standard equipment including dual power sliding doors, navigation system, run-flat tires and a DVD entertainment system, and it stickered for $38,810.

Specifications:
All specs are for the 2005 Honda Odyssey Touring, which we tested.
Length:     201.0 in.
Width:        77.1 in.
Height:        70.0 in.
Wheelbase:    118.1 in.
Curb weight:    4678 lb (est.)
Cargo space:    38.4 cu.ft (seats up); 147.4 cu.ft. (all seats folded)
Base price:        $38,295
Price as tested:        $38,810
Engine:     3.5 liter SOHC 24-valve V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     255 @ 5750
Torque:     250 @ 4500
Fuel capacity:        21 gal.
Est. mileage:        20/28

With that in mind, we hazed our Ridgeline hard.  You know how it is.  The full-size truck market is tough turf, and any newcomers gotta be jumped in.  Even though the Ridgeline is technically a mid-sized pickup like the Dodge Dakota, it’s messin’ around in Ford F-150, Dodge Ram and Chevy Silverado territory, and it’s gotta prove itself.  So…does this “new kind of pickup” have the steel to stand up to the local big boys, or will it get beaten down like the rest of the pretenders?

There’s no doubt that the Ridgeline looks the part of a tough truck.  With its tall, beveled-square nose and upright stance borrowed from the Pilot, it resembles nothing so much as a rhinoceros with wheels.  Careful side sculpting gives bulk to the flanks.  The Ridgeline is a pickup with an integrated bed, so there’s no clear break between the four-door cab and the cargo box.  Flying buttresses blur the transition further, and give the Ridgeline an armored look.  Even as a pickup, this is clearly a Honda–the floating two-bar grille and angled headlamps make this clear.

This truck shares some basic similarities with the Pilot SUV, but the difference that matters most is under the skin.  The Ridgeline has a carlike unibody construction that’s been mounted on top of a ladder frame for additional structural rigidity.  Backing that up is a smooth suspension with MacPherson struts up front and a multi-link rear.  It’s sturdy enough for over 1500 pounds of cargo.  Anti-lock brakes and stability control are standard on all Ridgelines, so it’s sure-footed on wet pavement or dry.  Heavy loads don’t affect its braking ability, either.

We took the Ridgeline into the dirt, far from its intended suburban stomping grounds, and while its Variable Torque Management all-wheel drive is better suited to dealing with snowy pavement than rocks and ruts, it didn’t get stuck.  The Ridgeline also didn’t get bent, which is more than can be said for some of the trucks that we’ve tested thus.

We hauled boxes, rubbish and even a moped in the Ridgeline’s five-foot bed, too, and can report that it’s got the cargo ability.  In addition to the usual pickup truck tie-downs, the Ridgeline’s bed has an SMC surface that resists dents.  The tailgate swings both ways–it can fold flat, like a standard pickup’s tailgate, or swing out and to the side.  General Motors and Ford sold station wagons that could perform this trick all through the 1970s, and it’s a handy innovation for a pickup truck. With the tailgate swung out barn-door style, it’s easier to take advantage of the Ridgeline’s other out-of-the-box innovation; an 8.5 cubic foot waterproof trunk mounted under the bed floor.  The trunk is big enough for a full load of groceries (or a 72-quart cooler, or three golf bags), and the spare tire is located in this recess as well.  Worried about having the spare tire trapped in the trunk when you’re carrying a heavy load?  Honda offers an accessory mounting point inside the bed.

The interior is oversized–this is a mid-size pickup truck with a full-size interior.  The Ridgeline’s cabin is large and comfortable, with a big center console between the front seats and spill-proof plastic cubbies on the floor.  The rear seats fold up and out of the way, so large items can be carried inside the cab as well.  Family safety is enhanced with side-curtain airbags and a tire pressure monitor.  The Ridgeline is one of the safest pickups out there, in fact, according to NHTSA.  Trucks are expected to bring the luxury these days, too, and the Ridgeline offers a leather interior, pounding sound system, satellite radio and a power moonroof to this end.

The heart of the Ridgeline is Honda’s 3.5 liter V6.  What?  No V8?  Nope.  This pickup makes do with only six cylinders.  Honda’s VTEC variable valve timing and a drive-by-wire throttle makes the best use of its 247 horsepower, though.  It makes its power relatively high on the rev scale, and traditional pickup buyers will have to get used to turning 4000 rpm or more, especially when towing.  Around town, it’s fine; on the freeway, we only wished for more power when we were using the Ridgeline to tow another pickup truck.  The Ridgeline will tow up to 5000 pounds.  All Ridgelines are pre-wired for trailer towing, and feature transmission coolers and heavy-duty brakes toward that end as well.  There’s only one transmission choice, a five-speed automatic.  Honda’s Variable Torque Management four-wheel drive system is a single-range system that splits power to slipping wheels when necessary.

The hazing process for a new pickup is not a pretty thing to behold.  We tried to make it cry “uncle,” but the Ridgeline stuck in there.  Sorry, UAW guys, but we didn’t break it.  Is it going to challenge Ford and Chevrolet for work-truck dominance?  It’s doubtful.  It’s a capable mid-sizer, but the Ridgeline is aiming for “town-truck” owners who use their vehicles to carry people more frequently than they do cargo.  Occasional rough stuff is fine; if you’re looking for something to take you to a jobsite or a remote cabin every week, Dodge’s Dakota might be a better choice.  Around town, however, the Ridgeline just may have staked itself a nice piece of turf in this tough market.  Ridgeline pricing starts at $27,770 for the base RT model.  Our RTL test truck represented the top of the line, and the XM satellite radio, dual-zone climate control and leather interior with heated seats were standard equipment.  The Ridgeline RTL stickers for $34,640 out the door.

Specifications:
All specs are for the 2006 Honda Ridgeline.
Length:     206.8 in.
Width:        76.3 in. (without mirrors)
Height:        70.3 in.
Wheelbase:    122.0 in.
Curb weight:    4503-4498 lb.
Cargo space:    8.5 cu.ft. (in-bed trunk); 41.4 cu.ft. (inside cab, seats folded)
Towing capacity:5000 lb.
Base price:    $34,640
Price as tested:    $35,155
Engine:     3.5 liter SOHC 24-valve V6
Drivetrain:     five-speed automatic, four-wheel drive
Horsepower:     247 @ 5750
Torque:     245 @ 4500
Fuel capacity:    22.0 gal.
Est. mileage:    16/21

Had it not been our job to do so, we might not have even noticed that the last Accord to grace the test fleet was a hybrid-electric car.  Following in the footsteps of the Honda Insight and Civic Hybrid, the new-for-2005 Accord Hybrid brings improved fuel efficiency to the middle class.  Offering improved fuel economy and emissions and giving up almost nothing in return, the Accord Hybrid is about as close to a win-win prospect as you can get these days.

The Accord Hybrid shares the face of the rest of the Accord lineup, last freshened in 2003.  It’s available only as a four-door sedan.  The Accord’s clean, elegant lines seem at a glance to belong to a much more expensive automobile than a mere family sedan, thanks to jewel-like headlamps and a bright chrome grille.  The Accord has a high beltline, giving it a less petite look than in the past, and the car’s shape rises toward the rear, culminating in a bevel-edged trunklid with a unique spoiler.  The special spoiler and a set of wheels are the only features that distinguish the Accord Hybrid from its conventional siblings.  Under the skin, an aluminum hood and bumper beams help to reduce weight.

Inside, the Accord’s dashboard and instrument panel are equally futuristic and well-built.  The fit and finish is as good as can be found in any Acura–in fact, the Accord’s interior bears a passing resemblance to that of the Acura RL.  A trapezoidal center stack contains radio and air conditioning controls.  The layout is slightly different from the norm, and takes some getting used to, but it’s easy to use once learned.  Seating is comfortable, and the battery pack has been located such that it doesn’t take up the whole trunk, either.  Front, side and side-curtain airbags are standard equipment.  XM satellite radio is also offered.  Not on the list but no less impressive is Honda’s Active Noise Control (ANC) system which monitors engine noise and generates a counter-cycling sound through the radio speakers to mute it.  The only option available from the factory is a navigation system.

The Integrated Motor Assist (IMA) hybrid powerplant is similar to what’s found in other Honda hybrids, with a gas engine augmented by a torquey electric motor to reduce emissions and improve fuel economy when accelerating.  The electric motor serves as a starter as well, which allows the gas engine to shut off and restart almost instantaneously at traffic lights.  The telling difference is that unlike most other hybrids, which rely on small four-cylinder engines, the Accord hybrid carries a 3.0 liter V6.  This engine is similar to the 3.0 V6 found in the standard Accord, but a dual-stage intake manifold and lightweight components increase its efficiency and offers a slight bump in horsepower.  The 3.0 in the Accord Hybrid produces 240 horsepower.  Total output is boosted another 16 horses by the electric motor–more importantly, the electric component provides an additional 100 ft-lb. of torque to spin the wheels.  As a result the Accord Hybrid is quicker than its non-augmented counterpart.  The Accord Hybrid is also equipped with Honda’s Variable Cylinder Management (VCM) system, which shuts off three of the V6 engine’s cylinders when the extra power isn’t needed.

On the road, the most noticeable thing about the Accord hybrid is…nothing.  Like the Civic and Toyota’s new Highlander, hybrid, the exotic powertrain’s operation is nearly seamless.  Although IMA shuts off the gas engine whenever the car’s speed drops below ten miles per hour, many passengers won’t even notice the engine bumping off at traffic lights, thanks to the smoothness of the five-speed automatic transmission.  When the VCM shuts off cylinders, there is a slightly rougher feel to the engine, but no loss in power.  The gravelly engine note will only be noticeable to engineers and race drivers.  The ultimate benefit is a 38% improvement in fuel economy, and 29/37 EPA mileage.

The suspension is surprisingly sophisticated, with double wishbones at all four corners.  The ride seems slightly harsher than that of the standard Accord, but the difference is very much like arguing the benefits of green leaf versus romaine lettuce; the salad is pretty much the same.  The Accord Hybrid is equipped with electric power steering; for those who haven’t driven a car without traditional hydraulic power steering, the difference is negligible.  We noticed some abruptness in the brakes, courtesy of the regenerative brakes, which charge the battery as the car slows down.  Anti-lock brakes and traction control are standard equipment on the Accord Hybrid.

The Accord Hybrid is a great bit of high-tech for people who aren’t that interested in knowing or feeling exactly how it works.  This car doesn’t talk to you, just goes about its business–which is exactly what it’s supposed to do.  The Honda Accord Hybrid starts at $32,140.  That’s comparable to the cost of a well-equipped Accord or Toyota Camry.  Is a 37-mpg family sedan worth it to you?

Specifications:
All specs are for the 2005 Honda Accord hybrid which we tested.
Length:     189.5 in.
Width:        71.5 in.
Height:        57.1 in.
Wheelbase:    107.9 in.
Curb weight:    3501 lb.
Cargo space:    11.2 cu.ft.
Base price:        $32,140
Price as tested:        $32,655
Engine:     3.0 liter V6 and integrated 12-kW electric motor
Drivetrain:     five-speed automatic transmission, front-wheel drive
Horsepower:     240 @ 6000 (gas); 16 @ 840 (electric)
Torque:     217 @ 5000 (gas); 100 @ 840 (electric)
Fuel capacity:    17.1 gal.
Est. mileage:    29/37

It’s not, though.  Don’t forget that Honda is “not about chasing market share,” as they put it.  This company has a strong corporate vision of sustainable performance, in marketing-speak.  In plain English that means that Honda has a good idea of the sort of cars it wants to build, and it’s not driven solely by focus groups or public opinion.  
Nowhere is this more evident than in the new CR-Z.  The sports car folks are underwhelmed, which could be the kiss of death to any other vehicle with sporting pretensions.  Not Honda.  The idea behind this car is that it’s a combination of café racer and hybrid.  And, indeed, it’s the smallest and least expensive hybrid currently for sale in the US.

The design is substantial, masking the car’s small size at first glance.  Many have cried blasphemy at the CR-Z’s obvious styling and nomenclature links to the Honda CR-X.  The hood and front end are similar to that of the Civic, but a low, narrow grille opening and strong hood lines are more similar to that of the S2000.  Extravagant “speed” lines mark the body sides and flow back to an abrupt, almost vertical tail.  It’s an extremely aerodynamic design, but it’s intensely sporty as well.

Inside, there’s a three-dimensional instrument panel , a soft-touch dash pad, high-gloss metal-foiled “chrome” trim.   The driver sits extremely low, because the CR-Z’s a very low car.  This is a two-seater, like the original CRX.  There’s no back seat, but a divider can be raised to put smaller objects within easy reach of the driver.  A three-mode rear cargo cover extends to cover the whole cargo area, but also has a “privacy” setting that keeps small items out of sight and holds them in place.   From the driver’s seat, the CR-Z is snug enough to feel sporty, but spacious and above-all, high-tech.  The “ambient meter” dash has a ring that changes color depending on the efficiency of your driving.  Improving economy is getting kind of like a video game, isn’t it?  Standard equipment includes keyless entry and automatic climate control.   Satellite radio, Bluetooth connectivity, a navigation system, and a 310-watt sound system are available on uplevel models.
The CR-Z makes a good errand-runner.   The large hatch with Honda’s signature auxiliary rear windshield is light, and opens onto a cargo hold that will hold over 25 cubic feet of stuff.

The 1.5 liter engine under the hood is one of the things that the CR-X fans don’t like.  Performance is the idea, according to Honda, but 113 horsepower doesn’t sound impressive on paper, especially considering the car’s 2600-pound curb weight.  The Integrated Motor Assist (IMA) hybrid system adds a bit of power, bringing the total output to 122 horses, but performance is definitely on the tepid side of average.   0-60 comes up in about ten seconds, as compared to just under eight for a MINI Cooper and about eight an a half for a Scion tC.  A “one-valve” VTEC variable valve timing system improves combustion efficiency.  This system has actually been around since 1994, when it was used in the Accord.  Though the IMA is essentially borrowed from the Insight, the CR-Z’s engine is larger and has four valves per cylinder rather than three.    Nevertheless, it’s not that impressive on the road, from a sporting standpoint.  As a ’round-towner, it’s pleasant and capable.  The CR-Z’s three-mode hybrid system is switchable, with Normal, Eco and Sport modes that change throttle response, power steering response and the amount of assist from the electric motor.  There’s a noticeable difference between the Sport, Normal and Eco modes, as well.  Eco is really, really slow, perhaps not surprisingly.  The Sport mode does a good job of making the CR-Z more responsive and fun to drive, if not honestly fast.  Additional fuel savings is provided by the idle-stop system which shuts the gasoline engine off at traffic lights.

A choice of six-speed manual or continuously variable automatic transmissions is offered.  Opting for the confident-feeling, short-throw manual makes it easier to take advantage of the low-end torque, but ultimately the CR-Z is not a performance car as most people know it.

On the road, the CR-Z has a stiff ride, reminiscent of the first-generation Insight.  It’s sporty-firm, rather than unrefined.  MacPherson struts are used in the front, with a torsion beam at the rear.  Underbody aerodynamics plus low height plus a stiff body mean that stability and responsiveness are sports-car swift.  The CR-Z has a wide track with cast-aluminum lower arms for weight savings, and a center of gravity that’s practically on the ground.  The electronic power steering is fast, with up to 30% more input than in other Honda vehicles, and stability control and anti-lock brakes are standard.

In the end, this is really a more refined, more mainstream version of the first Insight.  The CR-Z is more interesting than the average hybrid, almost-sporty without being a full-blown sports car.  Whether that’s a good thing or a bad one is up to you to decide.  Is it fun?  Sure, it is.  It’s not Miata-fun, it’s more of a tossable-subcompact kind of fun.  This is not an S2000 replacement by any stretch.  The light weight and wide track contribute to an engaging drive, however.  If you’re looking for the intersection of compact performance car and hybrid, it’s either this or the Ford Fusion.  CR-Z pricing starts at $19,200, making this one of the most affordable hybrids on the market.  Loaded up with a navigation system, the CR-Z tops out at just under $23,000.

All specs are for the 2011 Honda CR-Z.
Length:  160.6 in.
Width:  54.9 in.
Height:     68.5 in.
Wheelbase:  95.9 in.
Curb weight:   2637 lb.
Cargo space:   25.1 cu.ft.
Base price:  $19,200
Engine:   1.5 liter four-cylinder with electric motor/generator
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower:  122 @ 6000 (gas); 13 @ 1500 (electric)
Torque:  128 @ 1000-1750 (gas); 58 @ 1000 (electric)
Fuel capacity:  10.6 gal.
Est. mileage:   31/37

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