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Author: admin | Category: Car Loan Canada | Date: 26.02.2015

The Ridgeline’s roomy cabin, ample storage, smooth ride, and innovative touches make its rivals seem outdated.
When the Honda Ridgeline first appeared in 2005, we threw it into a comparison test against the mid-size pickups of the day, and the Ridgeline came out on top. Whereas the previous Ridgeline telegraphed its unibody construction with wide C-pillars that sloped down to the high-sided cargo bed, the new version cuts a more traditional profile.
Compared with the previous model, the Ridgelinea€™s wheelbase and overall length have grown by three inches.
That said, GM, Toyota, and Nissan also offer a longer, six-foot bed on long-wheelbase models. The Ridgeline also comes with only one engine, a 3.5-liter V-6 paired to a six-speed automatic (the Pilota€™s nine-speed gearbox is not available here). Seeking to avoid the stigma of front-wheel drive, the previous Ridgeline came standard with four-wheel drive. In fuel economy, the Hondaa€™s more carlike construction pays less significant dividends than you might think. In that comparison test of the first Ridgeline, we said that its handling stood a€?head and shoulders above its competitors,a€? and ride and handling remain strong points with the new truck. Although it has an independent rear suspension rather than a solid axle, the Ridgelinea€™s cargo floor is still nearly waist-higha€”making the loading of heavy cargo a pain. The Ridgeline also leads the field in its roster of available active-safety features, with adaptive cruise control, forward-collision warning, automatic emergency braking, lane-keeping assist, lane-departure warning, and blind-spot warning.
The Ridgeline impresses in the passenger-car pursuits: ride, handling, acceleration, fuel economy. Hard-core truck types may never accept the Ridgeline as a true pickup, given its nontraditional layout and its kinship with Hondaa€™s crossovers and minivans. No choice of cab configuration or bed length, weak tow rating, hateful touchscreen interface. Workhorses for those without a thoroughbred budget: The most affordable and capable pickups for sale today. Do-It-All Compact Pickups: Outfitted with five new trucks, we embark on a touch-and-go odyssey to the Manson family's spooky digs.
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The goal for the Valkyrie’s engine was to produce a rush of acceleration at a split-second’s notice from a standing start.
Specifications, features, illustrations and equipment shown are believed to be correct – however, accuracy cannot be guaranteed.
The Valkyrie’s proven 1,832 cc, horizontally opposed, 12-valve, six-cylinder engine is fed by computer-controlled fuel injection with twin 40 mm Keihin throttle bodies.
Location of the radiators proved an interesting challenge, as they could not be front-mounted. The five-speed gearbox (with a tall fifth gear for relaxed cruising) transfers the engine’s impressive power to the rear wheel via quiet, reliable shaft drive. More than 10 prototype exhaust systems were tested during development, using countless different internal structures and end-caps.
Shaft drive means you never have to worry about adjusting, lubricating or repairing a chain. Constructed from lightweight multi-box aluminum sections, the twin-spar frame acts as a stressed member and holds the engine low to create superbly balanced handling at all speeds. The 45 mm telescopic fork with anti-dive up front and Pro-Link rear suspension with Honda Multi-Action System (HMAS) monoshock combine for superb road-holding and comfort.
The brake system features twin 310 mm floating front discs with four-piston calipers, plus a rear 316 mm ventilated disc with three-piston caliper. The Valkyrie has a clean and uncluttered custom look and boasts full LED lighting – headlight, taillight and turn signals – providing great visibility plus unique light signatures. A flexible interior, an efficient powertrain, and agreeable pricing make the Fit an easy recommendation. In its previous two generations, the Fit also gave convincing answers for the sorts of questions we ask of cars.
The third-generation Fit, introduced for 2015, has traded some of its edginess and verve in search of greater refinement and maturity.
The genius of the Fit starts with Hondaa€™s innovative chassis layout that places the fuel tank under the front seats, rather than the more conventional location farther rearward. But the real magic happens when you start messing with the highly configurable, split-folding rear seats, which Honda aptly dubs a€?Magic Seats.a€? You can either flip up the bottom cushions to create a tall, narrow space or fold the seat flat to the floor. The rear seats are lightweight enough to make all this flipping and folding mostly effortless, but they also are sufficiently padded to make the back row a relatively comfortable place to sit. Less magical is Hondaa€™s insistence on touch-sensitive controls for its audio and navigation. The 7.0-inch screen comes standard on three of the Fita€™s four trim levels, including the EX, the EX-L, and the EX-L with Navigation that we tested. A mid-cycle refresh for the Fit, likely to arrive within the next year, should remedy these omissions. Regardless of trim level, the Fit has one of the strongest engines in its class, a 1.5-liter four-cylinder engine with 130 horsepower and 114 lb-ft of torque. Some drivers might not mind trading the manual Fita€™s increased fun factor and improved performance (ita€™s 0.5 second quicker to 60 mph than the CVT model) for the automatica€™s more relaxed demeanor.
Will it fit?: Determining whether Honda's new tiny hatch can fill its predecessor's enormous shoes. AccuPayment does not state credit or lease terms that are available from a creditor or lessor, and AccuPayment is not an offer or promotion of a credit or lease transaction.
In that test, though, we equivocated on the question of whether the Ridgelinea€”with its unibody construction and transverse powertrain layouta€”was a real truck or a car masquerading as a truck.


The narrower C-pillars are nearly vertical, and therea€™s a seam between the cab and the bed, mimicking body-on-frame pickups. In crew-cab form, those trucks literally stretch the definition of a€?mid-size,a€? but some offer the longer bed with a smaller cab. Its 195-foot stop from 70 mph was 10 feet longer than our last result for the Tacoma and even farther behind the Colorado.
At least the two-way tailgate, when opened like a door, lets you reach farther into the cargo bed. Therea€™s a useful amount of space (nearly three cubic feet) under the rear-seat cushion; flip up the cushion to create what Honda claims is best-in-class interior storage volume (50 cubic feet, measured from floor to ceiling), enough room to fit a standard-size mountain bike.
Among the truck skills, its now largera€”and still innovativea€”bed strikes us as an advantage, and its payload rating of 1499 pounds is just 91 pounds shy of the class-leading GM trucks and better than Toyotaa€™s and Nissana€™s. And those who want something other than a four-door, short-bed body style have no choice but to look elsewhere. It also needed to provide arm-stretching drive from low RPM even in top gear, plus be super-smooth everywhere in the rev range. Side mounting was the natural solution, with airflow managed by optimized channeling within the side cowls.
The engineers were searching for a perfectly balanced exhaust note with a dual personality – a throaty growl at low-rpm climbing to a high-pitched crescendo at maximum rpm. The seat is also just 300 mm wide at the front to further aid control and confidence at a standstill, while being wide and well padded for supreme comfort while cruising. This improves stability particularly at higher speeds, while giving the bike a distinctive custom look. Flowing organically from the solid front quarter it builds on the frame and engine’s strong, burly form and the twin rear mufflers define and underscore the rear quarter. Its firm ride makes it fun to drive, while light steering makes it great for in-town driving—icing on the cake. It wasna€™t quick by sports-car standards, but it boasted an eager engine and sharp responses from a well-sorted chassis. Ita€™s fallen off our 10Best list in recent years, largely because it doesna€™t raise our pulse quite the way its predecessors did.
This yields an extremely low and flat floor under the rear seats and in the cargo area, allowing for interior space rivaling that of some larger crossovers, despite the Fita€™s diminutive footprint.
Doing the latter opens up 53 cubic feet of cargo space thata€™s almost completely unobstructed by wheel wells or other intrusions. Ita€™s all rather marvelous and is still impressive nearly a decade after we first came in contact with this space-efficient interior design.
We understand the desire to appear tech-savvy, but the Fita€™s setup, shared with many other Hondas, is more frustrating than forward thinking.
Certain features such as Pandora integration, Hondaa€™s LaneWatch side-camera system, and text-message integration are offered only on this larger touchscreen, but the Fit is still missing the Apple CarPlay and Android Auto smartphone capabilities found in Hondaa€™s own Civic and Accord (as well as many of the Fita€™s competitors). For now, the base-model Fit LX, starting at $16,725, strikes us as the smart buy of the lineup.
The continuously variable automatic, seemingly tuned for fuel economy above all else, is overly insistent on keeping engine revs low.
But wea€™d certainly choose the sticka€”especially given the $800 premium for the automatic.
Many other subcompactsa€”including Chevroleta€™s Sonic, Forda€™s Fiesta, and Sciona€™s iAa€”have more playful chassis dynamics and offer more grip on the skidpad than the Fita€™s 0.80 g.
Its ride quality is satisfyingly firm but avoids the impact harshness of the previous-generation Fit, and its light steering combines with great visibility to make it eminently maneuverable around town. But we still like this well-rounded hatchback; it remains one of the smartest buys in the automotive marketplace. We called it a€?a new type of utility vehicle.a€? Now therea€™s a new Ridgeline, and Honda is sticking with its unconventional layout, although it did work around the edges to make the Ridgeline fit better into the pickup landscape. But the Ridgeline is not a body-on-frame pickup; it once again uses a unibody architecture, shared with the Pilot SUV and the next-generation Odyssey minivan. Overall length is greater than the Nissana€™s but less than the Toyota and General Motors offerings. Honda, though, once again builds the Ridgeline with only one cab configuration, one wheelbase, and one bed length. Hondaa€™s V-6 makes 280 horsepower, versus 250 previously, and 262 lb-ft of torque, up from 247.
Noting the popularity of competitorsa€™ two-wheel-drive pickupsa€”particularly in California, the single biggest market for the trucksa€”Honda decided to risk the shame of the FWD label and is offering two-wheel drive this time around. But the Tacoma ties both of those city figures, although ita€™s 2-mpg lower on the highway. That tailgate design (pioneered by Ford and Mercury station wagons in the mid-1960s) was a key feature of the previous Ridgeline, and surprisingly it has not been appropriated by any other pickup. Unfortunately, the rear doors are somewhat narrow and dona€™t open particularly wide, so loading bulky cargo may be a bit of a challenge. During our time with the Ridgeline, the forward-collision warning had a couple of freak-outs, with especially curvy roads triggering false alarms from oncoming traffic.
The Ridgelinea€™s long list of class-leading attributes may not be traditional pickup virtues but they are definite advantagesa€”whether you consider this to be a pickup or merely a new type of utility vehicle. The F6C has a clean and un-cluttered custom look and boasts full LED lighting – headlight, taillight, running lights and indicators – providing great visibility plus unique light signatures. The handy multiconfigurable interior offers more cargo room than the Fit’s size implies, too. We named the Fit to our list of 10Best Cars for seven straight years, from 2007 to 2013, and found ourselves recommending it often to friends and family. It still has the same unbeatable combination of practicality, affordability, and efficiency; the little Honda remains one of our top recommendations when wea€™re asked which small car to buy. The rear seat will accommodate even the tallest passengers with ease, and the entire cabin feels light and airy thanks to large windows all around.


In the upper trim levels, a 7.0-inch touchscreen dominates the Fita€™s dashboard, flanked by a flat, featureless panel with capacitive-touch buttons. The Fit also cannot be optioned with any of the active-safety features such as blind-spot warning and forward-collision warning that are becoming de rigueur across all vehicle classes. Youa€™ll give up features such as 16-inch wheels, a sunroof, and push-button start, but the LX modela€™s smaller touchscreen, with more conventional knobs and buttons, is much simpler and easier to use than the larger version.
That relative quickness doesna€™t come at the expense of fuel economy, either, as the Fit, at our observed 33 mpg, was more efficient in our hands than all of those rivals save for the miserly Scion (actually a rebadged Mazda 2), which achieved 36 mpg. That limits access to the 1.5-litera€™s power peak, which doesna€™t come on until 6600 rpm, making the Fit feel sluggish around town. Like we said before, ita€™s best to keep the Fit closer to its cheap, cheerful roots, in contrast to our $22,000, automatic-equipped, leather-lined test car. The Hondaa€™s 184-foot braking distance from 70 mph is also midpack for its competitive set.
Many buyers will be happy to compromise sportiness for these sorts of attributes, but we cana€™t help but miss the sharper responses and more eager demeanor of the Fita€™s predecessor.
The 64-inch bed has a two-way tailgate; it not only has cargo space, but also the makings of a great tailgate party with its available bed-mounted speakers. Hard-core truck guys may still question its bona fides, but the Ridgeline once again looks impressive next to its peers. And as much as the back half of the Ridgeline now looks just like a standard pickup, the smoothly rounded front half is more or less lifted straight from the Pilot. Honda lengthened the Ridgelinea€™s cargo bed by four inches, to 64.0 inches, making it the longest of the bunch in their standard lengths. Those 280 horses put it mid-pack in this group (with the GM twins on the high side, at 305 with their V-6, and the Frontier on the low end, at 261); Hondaa€™s peak torque is the lowest, but not by much, trailing the Toyota and GM V-6s by less than 10 lb-ft, the Nissan by 19.
The Honda also was a full second quicker than the more powerful Colorado to 60 mph, and beat it in the quarter-mile as well.
The benefits are a lower price ($1800 less than the AWD versions) and slightly better fuel economy.
And the two-wheel-drive GM trucks match the Ridgeline on the highway, but theya€™re down by 1 mpg in the city and with four-wheel drive. But running at a steady 75 mph in our highway-fuel-economy test, the Ridgeline overachieved its EPA number, with 28 mpg, which tied the figure we recorded with our last GM diesel pickup. Moreover, therea€™s none of the jiggling body shake you get in most pickups, with the cab and the bed moving out of sync with each other. Opening it like a door provides easy access to another returning Ridgeline feature, the trunk underneath the truck bed. The rear seat also excels at carrying human cargo, and both it and the front seats are comfortable perches. Combine these fussy controls with a confusing menu layout and slow responses, and tasks as simple as tuning the radio or adjusting the volume become onerous and distracting. Plus, the LX isna€™t a total stripper; it comes standard with a backup camera, Bluetooth audio streaming, and a USB port.
Push the accelerator more emphatically to merge or to pass slower traffic, and the CVT begrudgingly gives in, allowing the engine to spool up to the higher reaches of the rev range for more muscle.
And with 50.0 inches between the wheel wells, the Ridgeline is the only mid-size pickup that can carry four-by-eight-foot sheets of material flat on the floor.
Honda still offers four-wheel drive on any trim level, and ita€™s standard on the top-spec Black Edition (like our test truck) and the penultimate RTL-E. Oh, and the Honda engine is also commendably smooth, and the Ridgeline is the quietest mid-size pickup wea€™ve tested. The Ridgeline gives the impression of having a stiff, solid bodya€”and indeed, the Hondaa€™s torsional stiffness has increased, even though the rear fenders are no longer an integral stamping with the bedsides but are now attached with bolts and adhesive. That 7.0-cubic-foot well is sealed at the top to keep luggage dry and also comes with a drain plug at the bottom, which allows it to be used as a cooler. We noted luxury touches such as the heated steering wheel and three-zone automatic climate control. But then the little four-cylinder drones noisily and reveals its buzzy, unrefined character.
Driving up gentle grades, you have to get your foot well into the throttle before therea€™s a downshift, giving the impression that the Ridgeline struggles to maintain speed.
Overall, we found the Ridgeline to be an extremely pleasant driver, to the point that we preferred its firmer chassis to the softer tuning of its SUV sibling, the Pilot.
For an even more rockina€™ tailgate party, the RTL-E and Black Edition come with actuators that vibrate the cargo bed, turning it into a large audio speaker, and an AC outlet in the bed sidewall can power a flat-screen TV. We were less enamored of the Garmin-based navigation, which looks, well, like a Garmin and not like a high-end factory unit. At least the CVT enables quieter freeway cruising once youa€™re up to speed; its gearing is taller than that of the Fita€™s six-speed manual transmission (standard on LX and EX models), which spins the engine at 4000 rpm at 80 mph, making road trips somewhat taxing. But mash the gasa€”when, say, jumping out into fast-moving traffica€”and the Ridgeline roars ahead.
Reasonable efforts have been made to ensure the accuracy of the content on the pages on honda.ca. For a vehicle of its size, the Fit offers an unbelievable amount of interior room; according to the EPA, it provides the passenger volume and cargo space of a mid-size car. In the event of a discrepancy, error or omission, vehicle prices, offers and features as established by Honda Canada and participating Honda dealers in Canada, will prevail.



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