Honda’s Ridgeline engineered to perfection

Honda claims best-in-class fuel economy of 19/26 mpg city/highway and 22 combined for front-drivers and 18/25 town/freeway and 21 combined intended for versions with all-wheel drive. But that requires interpreting the course  as omitting GM’s gasoline and diesel four-cylinders, both of which better the Honda Sixth is v -6.

Got Baggage? Ridgeline Has Cubbies

As before, the interior of the Ridgeline positively embarrasses the competition. It feels enormous and comfortable front side and  back. The flip-up rear seat remains, providing yet another yawning, weather-protected storage cavity when raised and hiding up to 2. 9 cubic feet enough for at least one golf bag-beneath seated passengers. The primary storage space location, the bed, right now is normally four inches longer than before, at 64 ins, which makes it much longer than those of the crew-cab Tacoma plus the short-bed Colorado but 10 in. shorter than a long box Chevy. And the Ridgeline is the just truck inside the class that can take a four-by-eight-foot sheet of building material (or a four-by-eight-foot medieval triptych) laying flat between the wheel wells. Of program, you’ll have to drop the tailgate to accommodate an eight-foot load, therefore invest in some great plastic wrap.

It’s also the only pickup truck in its course with a bed that doubles as a giant speaker. In top trim levels, six so-called “exciters” are mounted behind the bedsides. If you think of these as loudspeaker magnets that use the panels to which they’re affixed as cones, you’re pretty close. The upside is usually that they’re waterproof and impact evidence . The downside is that the sound quality is definitely a little low-fi, and a bass is nonexistent. Which, if you possess  any friends who tend toward techno, is not really a downside at all. But for doing what one does with a truck bed-standing around leaning upon it-it’s a good means of reproducing country music. Honda expects that you’ll make use of the 400-watt power inverter that upper trims have in the vehicle bed to power a big-screen TV at tailgate parties, during which the bed speakers should wow all of your inebriated neighbors.

Different Blokes

Neither will any competitor have the Ridgeline’s clever tailgate that either drop like a regular truck’s or swings open to the driver’s side wants an old-fashioned station wagon’s. Nor do they possess the Ridgeline’s in-bed trunk beneath the weight  floor. And most important, none of them come anywhere close to the Ridgeline’s ride quality. All it takes is 1 bump in the Honda to realize that GMC guy from 2008 should have been right. According to Honda’s research, less than 10 percent of mid-size truck  buyers ever tow more  than 5000 pounds. Therefore, much less than 10 percent need anything beefier than a Ridgeline.

The 2017 Honda Ridgeline enjoys a ride that no live-axle, body-on-frame vehicle could dream of. It’s all lightness and composure, carlike body control and smoothness. Here, too, the distinction between light-truck-duty Ridgeline and even-lighter-duty Pilot is appreciable. Whereas the Initial can wallow and feel a little sloppy, the Ridgeline’s firmer tuning gives it an even more controlled ride. The soft brake pedal and light steering are perhaps a little as well smooth, but at least their operation is progressive. And in this segment, vague controls are a norm that only  the  Co and Canyon deviate from.

Listening to Honda’s engineering team rattle off their list of best-in-classes, we couldn’t help but detect a hint of exasperation in their voices. They might as well possess  said, “For the love of God, people, buy our pickup truck! ” Tech features are another area in which the Ridgeline’s even more civilized roots place it ahead of the class’s best sellers. Adaptive cruise control, forward collision warning and automated braking, lane-departure warning and assist, and blind-spot monitors are all available. There’s also Apple CarPlay and Android Auto, but no matter how very much tech you pack in, we’re a long way from accepting Honda’s touchscreen infotainment system, which is organized about as logically as the tiles on your Samsung Galaxy’s home screen when you turned it on for the first time in the store.

The 2017 Ridgeline will go on sale this June. The RT, RTS, Sport, RTL, and RTL-T cut levels are offered with either front – or all-wheel travel (an $1800 upcharge), while the RTL-E and Black Edition are strictly all-wheel get . For $30, 375, the entry-level RT includes a rearview camera, keyless start, a tilting and telescoping steering column, and a seven-speaker stereo with Bluetooth, the auxiliary device, and USB connectivity. At $32, 415, the RTS adds keyless entry, remote begin, and tri-zone climate controls. The $33, 915 Sports Nets black outside trim, red footwell lighting, and gray-painted wheels.

Luxury starts creeping in with the $34, 680 RTL, which gets leather seats (heated in the entrance ), with 10- method power adjustability for the driver and four-way for the passenger. An acoustic windshield cuts interior noise to let occupants hear those little motors work.

Technology begins to arrive at $36, 830 in the RTL-T. That one contains an 8. 0-inch touchscreen navigation/infotainment system with Apple CarPlay, Android Auto, satellite radio, a second USB input for the front side and two USB charging ports for rear-seat passengers, and Honda’s LaneWatch blind-spot camera system. But the full complement of security technology does not come into play until the $42, 270 RTL-E. Right here, the Honda Sensing program includes adaptive luxury cruise control, lane-departure prevention, blind-spot monitors, and automated emergency brake. Additionally, you get blue ambient light, a heated steerage steering wheel, a sunroof, a power sliding back window, and truck-bed audio, plus eight traditional loudspeakers and the 400-watt in-bed power inverter. Like the RTL-E, the $43, 770 Dark Edition can be fully loaded. But it’s because sinister as a Ridgeline can look (until accessory lift kits become obtainable ), with dark paint, external cut, and tires as well as a black headliner and reddish normal lighting.

No matter how it’s outfitted, the Ridgeline is a no-brainer of a pickup truck: unmatched in smoothness and comfort, and full of innovation well beyond its unibody construction. It deserved significantly more sales than it netted in its inaugural era.  Here ’s hoping this one realizes its complete potential.

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