Boxy urban utility vehicles have a strong following in many Asian countries, and have been around for many years. The theme is slowly beginning to catch on in the U.S. and Europe - Scion’s xB has made some inroads, the Ford Flex appears to be floundering and Nissan’s upcoming Cube hopes to expand the field further - but to date most of the entries have all been relatively small in size. Honda’s Pilot, while sharing a lot in terms of looks, is an order of magnitude larger, both inside and out. Whether that helps place it in a different and more broadly acceptable category or dooms it to outcast status is a question for some debate. At first glance the 2009 Pilot is nothing new or groundbreaking, but a closer examination reveals some interesting traits. Its basic form is of two rectangular boxes stacked neatly, like a child’s vision of a school bus. Some chamfered edges and a very bulky grille give the Pilot a modern look, but the shape is decidedly uninspired. It is, however, a great shape for maximizing the interior space in a given set of exterior dimensions. The paradoxical largeness of this very car-like SUV makes for an intriguing blend of handling and practicality, but inspires little confidence in off-road or towing capability. Part of the less-than-confident feel of the Pilot can be traced to its rather anaemic 250hp (183kW) 3.5L V6 engine. Certainly the power would be adequate if backed up by a suitably large torque figure, but this engine needs to be spun at 4,000-5,000rpm before it feels like it’s doing any real work, and by then it’s gone past sipping, drinking, and slurping fuel directly to chugging it. Watching the fuel-economy gauge under moderate-to-hard acceleration or while going up a steep hill will routinely cause ratings in the 3-5mpg (78-47L/100km) range - hardly in keeping with Honda’s ‘green carmaker’ image. Peak torque is rated at an uninspiring 253lb-ft (342Nm) at a lofty 4,800rpm, however, a dual-stage intake manifold and variable valve timing and lift keeps over 90% of this twist between 2,000 and 6,000rpm. Anyone familiar with the driving dynamics of a fleet-operated 15-passenger van is familiar with those of the Pilot - it drives bigger than it is, though it parks surprisingly easily. It stops well, and without requiring tremendous force on the brake pedal. During sudden maneuvers it feels safe and composed, though it certainly won’t win any performance awards. Push the Pilot hard, and you’ll expose a number of nagging handling traits like understeer and tremendous body roll - both typical of SUVs and large crossovers. The one remaining detraction of the petrol V6 is its lack of efficiency in this application - our around-town average frequently slumped into the lower teens and rarely climbed above 20mpg (11.8L/100km) even on the open highway. Efficiency concerns aside, the Pilot is adept at its most likely purpose - which is replacing a minivan with a somewhat less obtrusively repugnant form of transport. The low ride height combined with the tall seating position makes for a truck-like driving position with a car-like entry and exit. That combination will likely appeal to many people, since that’s precisely what a crossover is supposed to provide - the best of both SUV and sedan worlds for people that view cars more as tools or necessities than as objects of lust, adoration or extreme performance. But if the Pilot is treated like it’s supposed to be treated - that is, as a very large car with seating for eight (in some configurations) and room for the dogs, some gear or a month’s worth of groceries - then most will find its suspension is well-tuned and that it’s perfectly outfitted with a capable but uninspiring powerplant. Even with all eight on board, the vehicle boasts a class-leading 20.8 cubic feet of rear storage space, including a 2.8-cubic-foot concealed underfloor bin. Those figures rise to 47.7/87.0 cubic feet with one or both back rows folded. Inside, the Pilot features a mostly bland interior with minimal decoration or adornment. On our near-entry-level LX model, the acres of beige plastic meld with the yards of beige fabric to create a sort of featureless cocoon. The sparing black and chrome-like accents are welcome in breaking up the blandness of the interior, but are independently uninteresting. Seating is generous and comfortable, though lacking in side and thigh bolsters for the driver. Second-row seating is as roomy as the front, but third-row seats are best reserved for children. The large center console and armrest area provide ample storage space both within the usual compartment and beneath a large bread-box-like sliding door that covers the cupholders when not in use. The wide space between driver and front-seat passenger can be a bit isolating, especially on long trips. The cabin noise is very low, making for a quiet and comfortable ride, and providing a good backdrop for the otherwise plain stereo system. The cockpit is purely utilitarian, and though the ergonomics are generally good - Honda has once again made a fantastic-feeling steering wheel and there are plenty of properly-sized cupholders - the design is markedly lacking, even when compared to vehicles many would find archaic, such as the Jeep Grand Cherokee. But let’s face it - the Pilot is hard to describe as an aesthetic choice. It lacks the brutish ruggedness of the Toyota FJ Cruiser and the panache of most of the German entries in the SUV field. Likewise it lacks the bold shapes and bright faces - however garish - of the American offerings, like the GMC Yukon or Ford Expedition. The Pilot, in this regard at least, is in a class of its own. And that’s not necessarily a bad thing - once you get past its lack of visual appeal, the Pilot is a well-built, easy-driving and useful vehicle. Taken together with its low price and ample space, there are few vehicles on the market that can offer a family as much utility as this vehicle. Even if you move beyond the entry-level models priced below $30,000 toward the upper end of the range, which brushes right up against $40,000, few vehicles in the class offer the same combination of size and equipment for the price. This is where Honda has chosen to stake out its territory - not as the most imposing or most refined or even the most efficient, but rather as offering the most value, and that they do an admirable job of achieving. It’s just unfortunate that they focused on that one goal so exclusively. So is the Honda Pilot too big to play with the modern urban-box utility vehicle, or is it too small and too underpowered to play in the full-size SUV class? The short answer is a little bit of both. The long answer is that it’s actually a surprisingly useful, easy-to-drive vehicle that offers an experience many people will appreciate for a price most can afford.