2008 Honda Ridgeline Review

Specifications

For the most part, I don’t usually see pickup trucks hauling heavy machinery, power tools, wood, workers or anything else that they typically should be used for. I see them hauling hockey bags, groceries, dogs, kids and sometimes nothing other than a driver. It’s was becoming more and more of a trend to drive a fully capable on- and off-road truck in an urban environment in recent years; a truck which offers the ability to haul (equipment, as well as butt), but has the comfort and refinement of an SUV, yet despite so many on the road now high fuel prices have put a dent in full-size truck sales. Of course, this might be why it’s becoming more and more of a trend to see the Honda Ridgeline on the road as one of those pickups, and for more reasons than just its better than average fuel economy.

Since its introduction in 2006, the Honda Ridgeline has created a spark and an interest among truck buyers for numerous reasons. Not only does the Ridgeline offer Honda quality - with a well-fitted and designed interior layout - it offers its driver the ability to ride comfortably on- or off-road. Unlike most pickup trucks, even ones that share their DNA with sport utility vehicles, the Ridgeline has a fully independent rear suspension and rides on a traditional ladder-type frame integrated within a very untraditional unibody structure, which seems to be an ideal combination for truck-like capability and car-like manners. The benefit of this is that the vehicle feels more rigid, and while driving down the road you don’t feel the bumps and jumps like you would in a normal pickup truck. It’s still a fairly firm ride, though, ideal for any road surface, but it’s definitely more comfortable than your average work truck. If you’re primarily driving around the city and suburban areas, like most of the folks I saw driving trucks this week, this truck might be the perfect fit.

Unlike most pickup trucks these days that feature V8 power, the Ridgeline seems more humble with its 3.5L, 24-valve, SOHC V6 engine boasting VTEC variable valve timing. It offers 247 horsepower at 5,750 rpm and 245 lb-ft of torque at 4,500 rpm. And with a powerplant like that, it’s no wonder that the Ridgeline has no difficulty towing up to 5,000 pounds and can hold a maximum payload of 1,549 pounds in its steel-reinforced composite lined bed. It’s also easy to load thanks to a two-way tailgate that either folds down or swings out, very innovative, and it’s also got a big 8.5 cubic feet trunk that’s lockable and waterproof; even smarter. As much as I would have liked to say I hitched up a trailer, threw a couple of ATV’s on (plus two dirt bikes in the bed … they’ll fit, as will an ATV, believe it or not), and went camping, I can’t say I did. I can dream can’t I? The most this bad-boy truck ever felt was the weight of my golf clubs in the rear seat and a whole lot of stuff that I managed to accumulate throughout my test period. Funny how stuff just accumulates!

While I wasn’t hauling trailers, ATVs or anything the Ridgeline is capable of hauling, I did ‘haul butt’ around town since the VTEC engine was extremely responsive to the needs of my right foot. The standard 5-speed automatic transmission with grade logic control allows for a 0 to 60 mph rating of 8.5 seconds, which isn’t much to write home about but offered little to no lag time when I really needed to get up and go. Often I find larger trucks to feel rather sluggish during acceleration, and not only from a standstill but also while cruising.

Even more unusual for a pickup truck is the Ridgeline’s drivetrain. It uses the same VTM-4 all-wheel drive system that the Pilot features, which means that under most conditions the Ridgeline is actually front-wheel drive, translating into fuel savings and a smaller environmental footprint. When traction is needed, it’ll automatically distribute power around without the need to pull on any heavy levers.

In terms of safety, the Ridgeline’s got it made. Its fully boxed high-strength steel (HSS) rail frame with internal stiffeners give it a rigid body, and in terms of stopping power it has four-wheel disc brakes with ABS as standard. My tester was a fairly basic model with cloth seats and 17-inch steel wheels wrapped in 245/65R17 rubber, but it still featured stability control. It’s also got plenty of airbags, namely dual-stage, dual-threshold front airbags plus side and curtain airbags; just a few features that make the Ridgeline one of the safest trucks in its class.

Despite the Ridgeline’s list of appealing character traits and its city-friendly attitude, sadly it was not my one of my favorite trucks. Why? Well, I’m not a tall girl, at 5′5” to be exact, and visibility out the rear was very difficult for me. I had to prop myself up using my left foot and the dead pedal just to attempt to see out the rear and even then I had visibility problems. Furthermore, the slanted truck bed sides made it even harder for me to see where I was going when backing up and parallel parking. My life could have been made easier if there was some type of park assist, but that’s only available as an option. But alas, no such luck on my entry-level tester. Not even the RTL Nav model has a rearview camera (available as an option as well). Sigh. Fuel economy, on the flip side, wasn’t terrible, at an estimated 15 mpg in the city and 20 mpg on the highway due in part to its lighter curb weight, smaller engine and smart all-wheel drive system.

Another thing I personally didn’t like about the vehicle was its styling. While I offer credit to the designers who created the bold, one-piece cab-to-bed appearance, it’s not for me. The black cherry pearl paint was also not my first choice in color. That, however, is the least of my worries. As for my overall experience, I’d give it 7 truck beds out of a possible 10. Our personalities just didn’t jive.

From a company that is focused on reliability, capability and infallibility, Honda’s Ridgeline offers a different, but welcomed twist in a segment typically dominated by tradition.