‘ACTIVITY TRUCK’ IDEAL TO HAUL LIGHT LOADS
Honda Ridgeline is a smart option if you live with its specifications
The kid was finally making the big move — out of the house and into her own condo. And that meant mom and dad got to help schlep all her accumulated stuff to the new digs. Not that there was a lot of it, but there was enough, with some of the furniture on the bulky side. Lacking vehicles suitable for the mission at hand, I took the opportunity to get the keys to Honda’s new-for-2017, second-generation Ridgeline pickup.
For some reason, I never drove the original, so this satisfied a curiosity. Plus, to me, the Ridgeline always struck me as a vehicle ideally suited for the active suburbanite. Not a “work” truck — at least, not according to a couple of the guys on my block who own full-sized GM pickups and are constantly filling their truck beds with all manner of job-related paraphernalia.
The Honda is an “activity” truck, more likely to haul whatever equipment is required to engage in adventuresome activities. Or, just as likely, runs to Costco or Home Depot. OK, with a bed length of just 5-foot-4 (1,625 millimetres), the four-door Ridgeline might suffer from box envy, but carrying longer items are really the only limitation, as I found out.
Honda makes much of the fact that the second-gen Ridgeline’s new UV-stabilized, ultra highstrength steel-reinforced SMC composite bed — negating the need for a bed liner as with conventional steel beds — is longer by 3.9 inches (100 mm) and wider by 5.5 inches (140 mm) than in the previous model. The company adds that it’s the only bed in the mid-size pickup class that can flat haul four-footwide items, such as drywall or plywood panels on the floor between the wheel wells. That’s great, but a six-foot sofa and a mattress took some grunt work; everything else fit in the bed or the four-door cab’s back seats.
Though this was my first goround with the Ridgeline, it felt instantly at home, owing to the fact it looks, feels and drives very much like the Pilot sport ute, with which I’m more familiar. The pickup and SUV share the same drivetrain: a very smooth-running, 280-horsepower, direct-injected 3.5-litre V-6 hooked up to a six-speed automatic transmission and Intelligent Variable Torque Management (i-VTM-4) torque-vectoring allwheel drive.
Furthermore, there’s the “intelligent traction management” system that offers Normal, Snow, Mud and Sand modes, a push of a button on the centre console allowing the selection of the mode best suiting the driving conditions. The system then adjusts the driveby-wire map, transmission-shift map, vehicle stability assist and i-VTM4 torque distribution.
When not burdened with condo contents, the Ridgeline impressed with its refined, easy-to-get-alongwith demeanour. It accelerates fairly effortlessly for a 2,054-kilogram rig and handles quite well. The chassis is bolted to fully independent front and rear suspension systems that took potholes and railway tracks in stride. There were no creaks or groans over rougher pavement, which can sometimes occur in traditional body-onframe pickups. Maximum payload for the Honda is 713 kg, and it has a 2,268-kg towing capacity.
To help improve the fuel efficiency of the 3.5-L V-6, a new variation of Honda’s variable cylinder management is used. The iVTEC system combines with 28volt active control engine mounts (ACM) to allow the VCM system to operate with just three cylinders under light load to maximize fuel efficiency. When more power is required, the system switches seamlessly to six-cylinder operation.
In addition, the ACM is used to minimize the effects of engine vibration when operating in threecylinder mode. Sensors alert the ECU to direct ACM actuators positioned at the front and rear of the engine to cancel engine vibration using a reverse-phase motion. Very cool! That said, almost all the move and other activities were done within the confines of the city, which meant a much thirstier than normal fuel economy average of 16.1 L/100 kilometres.
Despite the $47,790 (for 2018, at least) Touring being one of the higher trim levels in the Ridgeline lineup — second only to the Black Edition — the cabin is more functionally well contented than outand-out luxurious. There’s plenty
of soft-touch materials throughout the cabin and details such as LED map lighting. Heated front and rear seats, a heated steering wheel, a GPS navigation system with bilingual voice recognition, push-button start, a remote engine starter and a multi-angle rear-view camera are just some of the Touring ’s amenities.
The Ridgeline’s 60/40-split and folding rear seat offers comfortable seating for up to three passengers, as long as they’re not too tall or wide, and with the seat bottoms folded up, it has the capacity to carry bulky items, such as the kid’s flatscreen TV. There’s also the under-seat storage area for longer items, when the rear seats are folded down.
While full-sized pickups rule the roost, the mid-sized segment, though much smaller, is still popular, with the Ridgeline going up against the Toyota Tacoma, Chevy Colorado and GMC Canyon twins, and the evergreen Nissan Frontier. The Ridgeline is a solid product — quiet, comfortable and easy to drive — but the biggest knock against it is the lack of choice. There’s one engine, one transmission, one cab configuration, one box size. Just for comparison, Chevy’s Colorado, which handily outsells the Honda, is available with three engine choices, three transmissions, two box lengths, two cab configurations and rearor four-wheel drivetrains.
If you can live with the Ridgeline’s specifications, it’s a smart option for those whose activities require hauling, towing and moving your kids. There are no changes to the pickup for the 2018 model year.