2008 Honda Ridgeline Review

When it comes to exterior looks, there are not a lot of sport-utility trucks to compare to Honda Ridgeline. In fact the whole sport-utility truck (SUT) label seems a bit obvious to me; after all, isn't the pickup truck's bread and butter its utility? I get the "sport" thing -- and that is where the fun is.

The question beckons: Is the Ridgeline really a pickup truck?

Honda would say it is much more than a pickup, it is an SUT.

I'd have to agree with that opinion because I think it is more the sport moniker that defines the Ridgeline and separates it from the other pickups in the marketplace. While the Chevy Avalanche and Cadillac Escalade EXT also present similarly unique cabin-to-bed transitions, the Ridgeline does not have a V-8 option and is less agile getting off the pavement.

In a class of its own? Not really. My Ridgeline tester scored big points for driveability and storage. That translates to half the expectation of a pickup owner. The driveability is the real key to what makes the Ridgeline special; this is often where other trucks falter.

While the Honda Ridgeline is designed to be the pickup truck so many people yearn to have, it is also the pickup truck that drives more like a car and for all intents and purposes doesn't really concern itself with hauling capacity. In other words, what most Americans actually need out of their pickup is what Ridgeline is truly designed to deliver; more groceries and golf clubs than machine parts and bails of hay.

The Ridgeline is available in four trims: base RT, RTX for towing, RTS and high-end RTL, with a base price of $26,800; my RTL was more than $35,500 with option add-ons.

I like Ridgeline's angled C-pillar transition to the raised sidewalls of the bed. The short bed (60 inches) is unique enough, positioned just above the leading edge of the rear tires, to get your attention while the conservative wheel well flares speak to more sportiness than utility.

Two features are standouts in Ridgeline's bed. The first, a dual-action tailgate that swings out like a car door and down like a traditional tailgate; the second is the 8.5-cubic-foot in-bed trunk. Honda says it can hold three sets of golf clubs with room to spare - and it sure looks like it can.

Inside the cabin you will find Honda's signature high-end fit and finish. There is room for five adults, though long trips might be pushing it at five. Plenty of storage compartments and bins are scattered throughout the interior space, which I found to be more comfy than utilitarian. It was always quiet.

The center stack is easily accessible while gauges are big and of common font style for ease in viewing. Not like some of Honda's sedans, the Ridgeline exhibits larger buttons and knobs for easy turning.

My RTL trim level included such posh standards as supple leather seating, adjustable seat heaters, moonroof and an 8-way power-adjustable driver seat. My tester was equipped with an amazingly intuitive Navigation System featuring voice recognition. In the same location were the controls for the AM/FM and XM stereo system. Sound quality was very good in front and backs positions.

Under the hood of the Ridgeline you will find one engine: a V-6 delivering 247 horsepower and 245 pound-feet of torque. While this engine is not going to snap your neck back when you jump on it, you will enjoy the subtle growl that emerges from beneath the hood and you will be up to speed in a relatively quick time.

Mated to a dependable and efficient five-speed automatic transmission with a heavy-duty cooler for towing (rated for a tow capacity of 5,000 pounds), I like the responsiveness of the pair. Fuel economy is 15 mpg in the city and 20 on the mpg highway.

Ridgeline's strengths are in what it does not try to do. By not attempting to deliver the hauling capacity of a pickup, it exceeds the expectations for the desired sportiness it claims while delivering comfort and style inside it competes easily with the other SUTs in the market.