|Assembly||2005-2008: Alliston, Ontario, CA
2008-2014: Lincoln, Alabama, US
|Body and chassis|
|Class||Mid-size sport utility truck|
|Body style||4-door truck|
|Layout||Transversely-mounted front engine, four-wheel drive|
|Related||Honda Pilot (31% shared parts)|
|Engine||3.5 liter V6
2005-2008: 247 hp (184 kW), 245 lb·ft (332 N·m)
2009-2014: 250 hp (190 kW), 247 lb·ft (335 N·m)
|Wheelbase||122 in (310 cm)|
|Length||2006-2008: 206.8 in (525 cm)
2009-2011: 207 in (526 cm)
2012-2014: 206.9 in (526 cm)
|Width||77.8 in (198 cm)|
|Height||70.3 in (179 cm)
2012-2014 RTL: 71.2 in (181 cm)
|Curb weight||2006-2008: 4,500–4,552 lb (2,041–2,065 kg)
2009-2011: 4,504–4,564 lb (2,043–2,070 kg)
2012-2014: 4,491–4,575 lb (2,037–2,075 kg)
The Honda Ridgeline is a mid-size sport utility truck (SUT) produced by the Japanese automaker Honda Motor Company, Ltd. The Ridgeline was Honda's first foray into the North American pickup truck market and was known of its unibody construction, dual-action tailgate and the industry's first In-Bed Trunk®. The Ridgeline was released in March 2005 as a 2006 model and was initially built in Alliston, Ontario (Honda of Canada Manufacturing) until 2008 when its assembly was moved to Lincoln, Alabama (Honda Manufacturing of Alabama). Production ended in mid-2014.
The Ridgeline is "Honda's first foray into the true heartland of the American automotive way of life." The vehicle was designed and engineered in Honda R&D Americas facilities in Raymond, Ohio. A team of 37 engineers was led by a former General Motors designer who previously worked on the Chevrolet S-10 pickup, Gary Flint, developed the Honda vehicle in over four years at under $250 million. The design was first revealed as the Honda SUT concept vehicle in 2004.
According to Gary Flint, Honda's large project lead and Ridgeline's chief engineer, the Honda team "were springing off from other model developments --both Pilot and MDX-- where we had some of the structure modeled. We used that as a base to start building what we targeted as additional truck structure back into the vehicle." The team created three complete body model iterations and performed a lot of full validation work with them before settling on a design. In the end, the accepted design included a high-strength steel reinforced closed-box unibody frame with a rear suspension design that provided space for a storage area below the bed, what Honda calls an In-Bed Trunk®, an industry first. The final mass production ready Ridgeline was unveiled at the North American International Auto Show in Detroit on January 10, 2005 as a 2006 model year vehicle.
According to Ridgeline's chief engineer, the sheet metal design of the Ridgeline's engine hood allowed engineers to build windshield wipers that are protected from the wind; they also built in automatic heating elements into the lower windshield to help improve wiper performance in cold weather. This hood design also allowed the engineers to build a patented cold air intake system for the engine that's mounted high in the compartment, above the radiator, to support torque production during high engine temperature conditions and supports deep water fording. According to one of Gary Flint's video interviews, the sheet metal design of the Ridgeline's bed wall, roof garnish, and tailgate were built to maintain good aerodynamics and reduce turbulence between the cab and the tailgate while maintaining driver visibility. This aerodynamic design allowed them to create a rear garnish that shields the rear glass window so when it's opened at speed there is no buffeting or rainwater intrusion. The Ridgeline's sheet metal design was also engineered to support vehicle-to-vehicle and pedestrian collisions. The truck's front bumper is designed to absorb collisions from vehicles of varying heights while maintaining passenger safety. The Ridgeline's hood and fenders are also designed to significantly deform when contact is made with pedestrians.
The Ridgeline's was designed with an integrated 5 ft (1.5 m) cargo bed, similar in design to the Chevrolet Avalanche, which can be extended to 6.6 ft (2 m) with the tailgate down. The bed's width between the wheel-wells is 4.1 ft (1.2 m) --with little wheel-well intrusion in the bed, the overall bed width is about the same-- and is sufficient to accommodate the hauling of full sheets of plywood or a large all-terrain vehicle. The Ridgeline's drivetrain, frame, and suspension design allowed engineers to build the "industry's first" lockable, watertight and drainable 8.5 cu ft (240.7 l) In-Bed Trunk® at the rear of the bed. This In-Bed Trunk® was designed with the length, width, and depth to handle an extra-large suitcase with multiple carry-on bags, three large golf bags, or an 18 US gal (68 l) cooler while still having room for other miscellaneous items. The In-Bed Trunk® also provides access to the temporary or full-size spare tire that is accessed via a service tray which slides aft from its storage position forward of the In-Bed Trunk®, between the rear differential and the bed's steel crossmembers. This design also allowed engineers to build a flat load floor in the cabin with 2.6 cu ft (73.6 l) of under-seat storage in the second row or 41.4 cu ft (1.2 m3) of storage space when the rear 60/40 split bench seat's bottom cushions are folded up. Additionally, this configuration allowed engineers to build a truck with 8.2 in (20.8 cm) of ground clearance with approach, departure and breakover angles of 24.5º, 22º and 21º respectively; all while providing a low cab entry and exit height for the driver and passengers.
The Ridgeline has a total payload capacity ranging from 1,559 lb (707 kg) to 1,475 lb (669 kg), depending on trim level. The truck's bed is a steel-reinforced composite with steel crossmembers and a non-slip, scratch resistant, corrosion resistant surface that is designed to handle loads of up to 1,100 lb (499 kg). The bed has six (2006-2008 models) or eight (2009-2014 models) tie down cleats in a high/low configuration, rated at 350 lb (159 kg) each, and has special guides built into the bed to help accommodate multiple off-road motorcycles. The Ridgeline’s bed is also equipped with four bed lights that are integrated into its walls providing a minimum of ten lux of illuminance throughout the bed. In addition to built in lights, the forward section (close to the cab) of the truck's right bed wall has a hidden spare tire mount that can accommodate either a temporary or full-size spare for times when access to the spare tire service tray, via the In-Bed Trunk®, is impractical. Inside the In-Bed Trunk®, engineers built integrated cargo hooks and organizer slots along its walls and floor to help manage the up to 300 lb (136 kg) of material that can be secured away from the elements. The Ridgeline's tailgate has a unique dual-action hinging system that allows it to be opened like a traditional tailgate but can also be swung open either 30º or 80º to the side, like a car door, to provide easier access to the bed and the In-Bed Trunk®, a similar design to the 2004-2005 GMC Envoy XUV's tailgate. When in the down position, the Ridgeline's tailgate can handle dynamic loads of up to 300 lb (136 kg). When equipped with a roof rack, the Ridgeline's roof structure is designed to handle a total load (rack weight included) of 165 lb (75 kg) to 110 lb (50 kg), depending on model year.
Honda lists a 5,000 lb (2,268 kg) maximum towing capacity for the Ridgeline. When you take into account the Ridgeline's curb weight and gross combined weight rating (GCWR), Honda accounts for passengers and/or additional payload, between 510 lb (231 kg) and 594 lb (269 kg) (depending on trim level), while towing its maximum capacity. To support the Ridgeline's maximum towing capacity, all models came with a heavy-duty radiator, integrated transmission and power steering coolers, dual 160W radiator fans and were pre-wired for a trailer brake controller and for a four and/or seven-pin (model year dependent) trailer wiring harness. Also, depending on trim and model year, a class III tow hitch with a four and/or seven-pin trailer wiring harness was either standard equipment, trim level specific, or dealer installed options.
The Ridgeline has a four-wheel independent suspension with MacPherson struts in the front and a multi-link design, with trailing arms, in the rear. According to Ridgeline's chief engineer, the truck's rear suspension was designed with upright springs and dampers using an "exclusive geometry" to better support "saver loads." The front suspension design, along with the truck's wheelbase and powertrain configuration, allowed Honda to build the Ridgeline with a turning diameter of 42.6 ft (13.0 m) using a variable power-assisted rack-and-pinion steering system with a 18.5:1 steering ratio giving the driver 3.38 turns of the wheel lock-to-lock. The Ridgeline has four-wheel disk brakes with 13.1 in (33.3 cm) ventilated front disks, with floating twin piston calipers, and 12.6 in (32 cm) solid rear disks with integrated emergency/parking brake drums; the rear brakes use floating single piston calipers for the disks and dual uposing brake shoes for the drums. The disk brakes are controlled by a tandem-type vacuum booster with two 9 in (23 cm) diameter booster chambers and is supported by a four-channel Anti-lock Braking System (ABS) with Electronic Brakeforce Distribution and Brake Assist. Although 60 mph (97 km/h) to 0 stopping distances of 117 ft (36 m) to 195 ft (59 m) have been reported, the average appears to be between 140 ft (43 m) and 147 ft (45 m).
According to Gary Flint, the truck's Variable Torque Management® Four-Wheel Drive (VTM-4®) system "provides front-wheel drive for dry-pavement cruising conditions and engages all-wheel drive when needed to improve stability or maneuverability" and supports medium duty off-road use via an electromagnetically driven clutch-operated differential (Honda partnered with BorgWarner for its development). Gary wrote, "After studying various all-wheel and four-wheel drive systems ..., Ridgeline engineers concluded that virtually everyone had functional shortcomings ... The direct result of that research was to use Honda’s ... fully automatic VTM-4® system." The VTM-4® system distributes torque to the axles and wheels that need it most based on driver input (the accelerator), driving conditions, and wheel slippage. The clutches in the rear differential can be manually engaged (VTM-4® Lock) in first, second or reverse gears and will gradually decrease the amount of rear wheel torque as driving speeds increase; at 18 mph (29 km/h) the lock is automatically disengaged but will re-engage when speed drops below 18 mph or until VTM-4® Lock is turned off.
The Ridgeline's four-channel Vehicle Stability Assist® (VSA®) system is designed to enhance control during acceleration, cornering and sudden collision-avoidance maneuvers. VSA® works in conjunction with the VTM-4®, ABS and the vehicle's electronic throttle control by applying brake force to each of the Ridgeline's four disc brakes independently while also managing the throttle system. An additional benefit of VSA® is the limited-slip differential effect it provides for the front and rear wheels by applying braking force to a slipping wheel thereby redirecting driving force to the wheel with more traction. The VSA® system is fully functional in four-wheel drive mode and can be turned off when desired.
The Ridgeline is powered by a transverse mounted J35A9 (2006–2008) or J35Z5 (2009–2014), 3,471 cc (211.8 cu in) (advertized as a 3.5 liter) V6 engine mated to a five-speed automatic transmission and comes standard with a 22 US gal (83 l) fuel tank; no powertrain variations were offered. Both V6 engines have a 60 degree V aluminum block design with cast iron liners, aluminum heads, belt-driven Single-Overhead Camshafts (SOHC), roller-type rocker arms, 24-valve Variable Valve Timing and Lift Electronic Control® (VTEC®) system, 10.0:1 compression, direct injection with Honda's Programmed Fuel Injection (PGM-FI) system and dual-stage intake manifold. The five-speed automatic transmission utilizes a four-shaft design with a flat lock-up torque converter and has wide gear ratios. Torque converter lock-up and shift timing are managed by a PGM-FI Central Processing Unit (CPU) that maintains a communication link with the engine's CPU. Clutched idler gears provide five forward speeds as well as a one-way clutch for first gear. A direct-control real-time pressure management system coordinates engine and transmission operation to minimize driveline shocks during shifts. Also a Grade Logic Control (GLC) system prevents gear hunting when climbing hills or when more engine braking is required.
The Ridgeline's exhaust system incorporates several key elements that work in concert with the engine’s unique cylinder heads to help with performance and emissions with low weight. Major system components include two close-coupled catalytic converters, a secondary underfloor catalytic converter, a centrally positioned high-flow resonator and a muffler. The close coupled catalytic converters provide almost double the surface opening of a single underfloor unit and are mounted directly to the cylinder head. The catalysts, muffling element, and piping are all sized for high-flow and low-restriction. High-chromium content stainless steel is used throughout the exhaust system.
All of the aerodynamic and drivetrain design as well as the overall weight of the Ridgeline produced a truck that, according to Environmental Protection Agency (EPA) testing, can achieve 15 mpg-US (15.7 L/100 km) city, 20 mpg-US (11.8 L/100 km) or 21 mpg-US (11.2 L/100 km) highway (depending on model year), and 17 mpg-US (13.8 L/100 km) combined.
In addition to all of the features described above, the Ridgeline came standard with front and rear tow hooks, 17 in (43.2 cm) steel rims, a tire pressure monitoring system, a digital multilingual (English, French and Spanish) information display, a Pioneer 100W auto system --a six-speaker AM/stereo FM broadcast radio receiver with a pulse-code modulation (PCM), MPEG-1/2 Audio Layer III (MP3), and Windows Media® Audio (WMA) capable compact disc (CD) player stereo entertainment system with anti-theft technology--, two 12V direct current (DC) outlets in the dash's center stack, multiple airbags (two front, two seat-mounted, and four side curtain airbags with dual-stage deployment, passenger position, front passenger weight, and rollover sensors), front bucket seats, multi-function center console (includes multi-position armrest, two large cup holders, storage organizers, two rear facing air vents, one rear facing 12V DC outlet, and two rear facing cargo hooks) and a split 60/40 fold-up rear bench seat (includes fold-down center armrest with two integrated cup holders and activity tray) with Lower Anchors and Tethers for CHildren (LATCH) system for up to three child seats, and a large cup holder and activity tray integrated in each rear door. All Ridgelines also come with power door locks, power windows (including the rear glass window) with automatic up/down driver's side window and child window lock. It also came standard with large power adjustable side mirrors that can be manually folded against the doors to facilitate parking. A class III tow hitch became standard equipment, as did a seven-pin trailer wiring harness on Canadian models, with the introduction of the 2009 model year. A rearview camera became part of the standard equipment list with the introduction of the 2013 model year.
For the US market, the Ridgeline was produced in six different trim levels through its lifetime: RT, RTX, Sport, RTS, RTL, and SE. The RTX trim added a large honeycomb style black grille, 17 in (43.2 cm) machine-finished gray-painted alloy rims, body-colored door handles, and factory class III tow hitch with a four and seven-pin trailer wiring harness. The Sport trim added blackout treatment on the bezels surrounding the headlights and brake lights, added fog lights, a saw-tooth style black grille with "Sport" badge, 18 in (45.7 cm) machine-finished alloy rims with black-painted highlights, and some interior enhancements such as an MP3/auxiliary input jack and steering-wheel mounted audio controls. The RTS trim had no fog lights but came equipped with silver-painted RTX style alloy rims, and added a ten-way (six-way on 2006 models) power driver's seat, body-colored mirrors and door handles, dual-zone climate control, and upgraded the entertainment system to a 160W, seven-speaker (adds a subwoofer), six-CD changer version of the Pioneer audio system (MP3/auxiliary input jack added to RTS in the 2009 model year). The RTL added XM® satellite radio to the Pioneer 160W audio system, leather trimmed upholstery, heated front seats, digital multi-function information display, HomeLink® remote system, ambient console lighting, rear-view mirror compass, and a moonroof (unique 18 in (45.7 cm) silver-painted alloy rims, fog lights, and a 115V/100W alternating current (AC) outlet added to RTL in the 2009 model year). Optional on the RTL was an Alpine Global Positioning System (GPS) navigation with Honda's voice recognition system. This navigation option deleted the rearview mirror compass and replaced the Pioneer 160W XM equipped audio system with a Clarion 160W XM equipped head unit, a Panasonic eight-inch touchscreen, and a separate PCM/MP3/WMA compatible six-CD changer that's controlled through the new head unit --the disk changer is hidden behind the touchscreen which pivots out of the way when access to the CDs is desired-- (rearview camera and Bluetooth® HandsFreeLink® added to GPS navigation option in the 2009 model year). The SE trim was the top of the line model which included every option available for the 2014 RTL and added the Sport's black grille, "Special Edition" badge on the tailgate, unique 18 in (45.7 cm) polished aluminum rims with black-painted highlights, and a black monochrome interior with matching leather upholstery.
For the Canadian market, the Ridgeline was produced in seven different trim levels through its lifetime: LX, DX, Sport, VP, EX-L, Special Edition and Touring. The LX and DX were the base trim packages, similar to the RT. The Canadian Sport trim was similar, but not identical, to the US Sport while the VP trim was similar to the RTS. The EX-L and Touring trims were similar to the RTL with one notable exception; a moonroof was only available with the EX-L and Touring models when ordered with the GPS navigation option whereas the US's RTL can with a moonroof as standard equipment. The Special Edition model was similar to the SE, but was not as well equipped for it lacked the moonroof, 115V AC, dual-zone climate, navigation, Homelink® and security system found in the SE. This made the Touring trim the top of the line Honda Ridgeline for Canadian buyers. Although there were differences between the US and Canadian trim packages, the technical difference were the use of metric system gauges, daytime running lights on all models since 2006 --not available on US models until the 2009 model year-- and Honda's bilingual (English and French) voice recognition system.
In addition to the different features and accessories you could get by purchasing certain trim levels, Honda offered many of the accessories as OEM items that could be ordered and installed at the dealership. Additionally, there were some unique Ridgeline accessories that did not come on any trim level which could be purchased and installed at the dealership --such as brush guards, roof racks (with various accessory mounts), metallic dashboard trim, rear under-seat storage systems, bed extenders and more-- that are now available as aftermarket items with various designs from a variety of manufacturers. There are still a few unique accessories for the Ridgeline that can only be acquired through the dealership that have no aftermarket equivalent; such as chrome front bumper trim, and In-Bed Trunk® organizers.
For the 2007 model year, the RTX trim was introduced in the US market --adding a fourth level of amenities to the RT, RTS and RTL (with or without GPS navigation) lineup-- as a unique tow-ready version of the Ridgeline sitting between the RT and RTS trim packages.
For the 2008 model year, Honda replaced its two-tone fabrics and leather upholsteries for monotone versions and the RTS and RTL trims received new machine-finish alloy rims (same 17 in (43.2 cm) silver-painted design but more polished).
For the 2009 model year, the Ridgeline received its most significant updates with over 50 different changes, including the removal of the RTX trim from the US lineup leaving the RT, RTS and RTL trim packages. Some of the more noticeable changes were a new front end with daytime running lights, new brake light covers, new rear step-bumper with integrated class III tow hitch, two additional bed cleats, a redesigned engine, a revised transmission, new instrument cluster, a new steering wheel, driver and front-passenger active head restraints, and more. In the US, the RTS trim got the MP3/auxiliary input jack that use to only be available in the RTL as well as a seven-pin trailer wiring harness. The RTL trim received the same seven-pin harness, a different style 18 in (45.7 cm) machine-finished silver-painted alloy rims, and a 115V/100W AC outlet; if equipped with GPS navigation, the RTL also received a rearview camera and class II Bluetooth® with Honda's HandsFreeLink® system. For Canada, a new lineup of trim levels were introduced that more closely resembled the US trim packages. --Honda originally started in the Canadian market with just two trim levels, the LX and EX-L (with or without moonroof and GPS navigation).-- With the 2009 model year, Honda introduced three trim packages for sale in Canada with the DX (replacing the LX), VP and EX-L (with or without moonroof and GPS navigation). The new J35Z5 engine was equipment with a magnesium dual-stage intake manifold (previously aluminum), a retuned camshaft for low-end torque, larger intake valves, a 6º crank pulse sensor, airflow meter within the air intake tract, optimized engine block coolant passages, new exhaust gas recirculation valves, and a faster starter. These improvements helped the new engine produce 3 hp (2.2 kW) more and up to 10 ft·lb (14 J) of torque at lower revolutions per minute (rpm) than its predecessor. The revised transmission was re-geared to take advantage of the new engine's power curve and increase overall towing performance with the greatest differences found in both third and fourth gear with approximately 5% lower ratios.
For the 2012 model year, a new Sport trim was introduced in the US and Canada and the Canadian EX-L was replaced by a new Touring trim package. Also, new grills were introduced for all but the new Sport model, which had its own signature grille. Lastly, aerodynamic improvements were made to the body and friction reduction measures were made to the J35Z5 engine; these improvements helped increase highway fuel economy by 1 mpg-US (2.4 L/km), according to EPA testing.
For the 2013 model year, Honda began including review cameras in as many vehicles as they could, which included all of Ridgeline's trim levels. For those Ridgelines not equipped the GPS navigation, the rearview camera monitor was imbedded in the left-half of the rearview mirror, which could not be seen unless illuminated from behind the mirrored glass.
When attempting to compare one vehicle to another, one can look at the manufacturer's numbers as well as independent testing. Given that environmental conditions can change a vehicle's performance, looking at real-world tests that were performed at the same time, at the same location, with like configured vehicles should yield the fairest results. All comparisons referenced below are made with four-wheel drive, crew-cab, short box versions of the same model year Toyota Tacoma, Nissan Frontier, Suzuki Equator, Dodge Dakota, Ford Explorer Sport Trac and GM's Colorado/Canyon; the exception to this is the super-cab version of the Ford Ranger (no crew-cab models were produced for the North American market). Unlike the Honda Ridgeline, all eight of these trucks follow a more traditional body-on-frame design.
When you compare the Ridgeline's advertized interior/passenger volume and total payload with the mid-size trucks listed above, the Ridgeline has greater interior space and hauling capacity than its competition. However, when comparing the manufacturers' tow ratings, --even when performing a towing, curb weight and GCWR calculation to get a more accurate number-- the Ridgeline falls short putting it at the bottom of its class for towing. Otherwise, the Ridgeline falls in the middle of most of its competition's published specifications.
The Ridgeline is the first four-door pickup truck to win the National Highway Traffic Safety Administration's (NHTSA) five-star safety rating for both front and side impact crash test performance and it had the highest rollover resistance of any pickup NHTSA ever tested. Also, the Insurance Institute for Highway Safety (IIHS) rated the Ridgeline with its highest crash safety scores giving it the "Top Safety Pick" designation while its competition (listed above) had one or more less than good rating(s).
In 2012, PickupTrucks.com conducted a mid-size truck comparison with six of the eight trucks listed above (minus the Dakota and Sport Trac) and the Honda Ridgeline. With the exception of a 2011 super-cab Ford Ranger (last year of production), all test vehicles were 2012 models and all but one had V6 engines (the Colorado was equipped with the LH8 small-block V8). The head-to-head tests focused on numerous attributes including objective tests on 0-60 mph (97 km/h), 60-0 and quarter-mile (0.4 km) times with maximum payloads as well as empty beds; dynamometer tests; and real-world fuel economy tests. Subjective tests included expert driver impressions, best value estimates, and an off-road course. Of the seven mid-size trucks tested, the Ridgeline ranked third overall. Of the objective tests, the Ridgeline had the highest scores for payload and real-world fuel economy while ranking lowest in torque delivery at the wheels; otherwise, the Ridgeline ranked in the middle of the other objective tests. Of the subjective tests, the Ridgeline was judged second in expert impressions, third in best value and last in the off-road course.
Awards and accolades
- Motor Trend's 2006 truck of the year
- North American Car of the Year for the truck category in 2006
- Canadian Car of the Year for the truck category in 2006 and best new pickup category for 2006
- SCORE Baja 1000 winner for the stock mini-truck category in 2008 and 2010
- NHTSA's first four-door pickup to win five-star safety rating
- IIHS's "top safety pick" for the pickup category in 2009, 2012 and 2013
Marketing and sales
The automaker was slow to enter the minivan market as well as the SUV market, so "given that track record it is no surprise that Honda has just now  gotten around to building a pickup truck" that is not designed to compete against the traditional F-150, Silverado, or Ram domestic models, but to "give the 18% of Honda owners who also own pickups a chance to make their garages a Honda-only parking area."
The Ridgeline is more aptly classified as a sport utility truck with the only direct rivals being the full-size Chevrolet Avalanche and the smaller Ford Explorer Sport Trac. Other less direct rivals include the four-wheel drive, crew-cab, short box versions of other mid-size pickups of that era such as the Toyota Tacoma, Nissan Frontier, Suzuki Equator, Dodge Dakota and GM's Colorado/Canyon.
Honda hoped buyers would find it an attractive alternative to large SUVs, and conventional pickup trucks. Some in the press that have evaluated the Ridgeline consider it "one of those odd vehicles." PickupTrucks.com wrote, "The Ridgeline can't really do what most people who like trucks need it to do." While AutoTrader.com wrote, "Sure, some homeowners and weekend warriors may actually need a 10,000-lb towing capacity, but the Honda Ridgeline is probably just right for most." Others in the automotive press, such as The Driver's Seat TV, call the Ridgeline, "the Swiss Army Knife of trucks," due to its functionality, and "the anti-truck," due to Honda's lack of following the rules when it comes to truck design; they summarized the truck as scoring "high on practicality but very low on image."
According to the Chicago Sun-Times, "Since its March  debut, Honda's first pickup for the U.S. market is slow to gain traction. Nissan's full-size Titan pickup also has fallen short of sales targets in this all-American segment, which ... is proving tough for outsiders to crack." According to Bloomberg Business, early slow sales can partly be attributed to the expense of the vehicle, which some considered "over-priced." Consequently, dealers began to discount the truck and sales increased. Regardless, sales were still slow compared to other Honda vehicles Despite the Ridgeline's slow sales, Honda gave it a facelift for 2009 and added a lower-priced Sport model for 2012, but sales remained "lackluster," according to AutoBlog.com.
Parts shortages, due to the 2011 Tōhoku earthquake and tsunami, put production on hold and "this setback likely impacted sales of the already slow-selling pickup," but the company announced that the Ridgeline would "continue production through 2013."
Automobile Magazine wrote, "The reaction among pickup buyers has been a collective yawn." "Volume dropped by half from 2008 to 2010 and then fell another 40 percent last year . In fact, a few months ago, Honda felt compelled to post on its media web site an open letter from the company's head to truck product planning, denying rumors that the Ridgeline would be dropped and insisting that a pickup truck will remain part of the company's portfolio."
|Calendar year||US sales||CA sales|
The first generation Honda Ridgeline ended production in mid-2014. The automaker planed to continue production until the replacement was introduced; however, "slow sales of the truck have prompted the automaker to pull it sooner than expected." Honda sketches, press spy photos, and Honda's debut of its 2015 Unlimited Ridgeline race vehicle have provided enthusiasts with an idea of what the second generation Honda Ridgeline may look like. Although Honda has not officially declared when the second generation Ridgeline will be unveiled, many speculate it will be in 2016.
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