2022 Honda Ridgeline

2022 is a carry-over year for the second-generation Ridgeline after the 2021 refresh — the only change was a new Sonic Gray Pearl paint color. Every trim keeps the 3,471 cc direct-injected SOHC i-VTEC V6 at 280 hp, still the strongest standard output among 2022 mid-size pickups, but low against a truck band that reaches 800 hp.

The naturally aspirated V6 makes 262 lb-ft peaking high at 4,700 rpm, unchanged for 2022 and identical on every trim. Against a truck band running to 800 lb-ft, and with a peak that far up the rev range, it normalizes near the floor.

Mechanically identical to the 2021 truck — same V6, 9-speed and standard AWD at the same curb weights — so the published record for the 2021–2022 truck applies; the value is the center of a span running from rollout-corrected magazine runs in the low 6s to Edmunds' 7.2 s. Brisk for a mid-size pickup, unremarkable against a band anchored by 2.5-second electric trucks.

The V6 is the best part of the truck: linear throttle, no turbo lag, an eager climb to a 6,900-rpm redline, transparent cylinder deactivation, and Active Control Engine Mounts plus Active Noise Cancellation isolated by a unibody structure. It stops short of the top band because the high torque peak leaves little low-end shove when loaded, and the standard idle-stop restarts with a noticeable shudder.

The ZF-derived 9-speed automatic with push-button shift-by-wire and paddle shifters carries over unchanged; it cut roughly a second from the 2017–2019 6-speed's 0–60 time, but the 9HP's dog-clutch design draws persistent complaints about reluctant downshifts on grades and occasional clunky low-speed shifts, and there is no tow/haul mode to hold gears when towing.

With AWD standard on every 2022 truck, all four trims tow 5,000 lbs — roughly half of what body-on-frame mid-size rivals like the Tacoma, Colorado and Ranger are rated for, and low against a truck band running to 14,000 lbs.

Payload runs 1,583 lbs on the Sport down to 1,509 lbs on RTL-E and Black Edition, unchanged from 2021. Competitive within the mid-size class but low against a truck band reaching 3,400 lbs.

The hardware basics are standard on every 2022 trim — integrated Class III hitch, 7-pin connector, heavy-duty transmission cooler, and trailer stability assist folded into Vehicle Stability Assist — but there is no factory trailer brake controller, no tow/haul mode, no trailer backup assist, no trailer cameras and no onboard scales, keeping it in the bare-minimum band.

i-VTM4 torque-vectoring AWD is standard on every 2022 trim, able to send most rear torque to one wheel, with Snow/Sand/Mud Intelligent Traction Management modes throughout. It sits just inside the top band rather than deep in it because there is no low range or two-speed transfer case for deliberate low-speed work.

Standard AWD and terrain modes handle forest roads, snow and muddy boat ramps, but 7.64 in of clearance, 20.4°/19.6°/19.6° angles, MacPherson-strut front suspension, no skid plates, no locker and no low range make it pavement-first. The HPD package available in 2022 is appearance-only (wheels, flares, grille, decals); the TrailSport trim did not arrive until 2024.

One engine, one transmission, one driveline: the 3.5L V6, 9-speed automatic and i-VTM4 AWD are shared by all four 2022 trims, with no turbo, diesel, hybrid or electric option — narrower than the 2022 Colorado (four-cylinder, V6, Duramax diesel) or Tacoma (I4 and V6).

2022 is a carry-over year, so the single EPA configuration — 280-hp 3.5L V6, 9-speed automatic, standard i-VTM4 AWD — rates 21 MPG combined on every trim. Among the best combined ratings for a gas mid-size truck, but mid-band against a truck range of 14–27.

18 MPG city across the lineup, unchanged from 2021; cylinder deactivation helps at cruise more than in stop-and-go traffic, so the city figure lands at mid-band for trucks.

The unibody platform's lighter mass and car-like aerodynamics, plus VCM at cruise, hold 24 MPG highway — at or above most body-on-frame mid-size rivals, mid-band against the truck range.

The 19.5-gallon tank and 21 MPG combined give roughly 410 miles between fills — adequate for a mid-size truck but well short of rivals pairing larger tanks with similar economy.

EPA's current estimate is $3,200 a year at 15,000 miles on regular fuel. Regular grade keeps it from being worse, but 21 MPG combined still lands it in the costlier half of the truck band.

Regular 87-octane unleaded on every 2022 trim, including Black Edition — no premium requirement and no diesel/DEF complexity. Short of the top only because there is no flex-fuel, hybrid or plug-in path to lower running costs.

2022 is a carry-over year of the refreshed second-generation (2017-on) Ridgeline, and NHTSA rates it five stars overall with five-star frontal and side results and a four-star rollover calculation — the top of the mid-size pickup class.

Crash structure is near-flawless — Good in driver small overlap, moderate overlap, both the original and the updated side test, roof strength and head restraints, with only passenger-side small overlap Acceptable — but the 2022 truck earned no IIHS award because its only headlight configuration is rated Marginal.

Honda Sensing (CMBS automatic emergency braking, forward collision warning, Road Departure Mitigation with lane departure warning, Lane Keeping Assist and Adaptive Cruise Control) is standard on every 2022 trim including the base Sport. The gap is blind-spot monitoring and rear cross-traffic alert, which start at the RTL and are absent from the Sport.

The standard Collision Mitigation Braking System earned IIHS's top Superior vehicle-to-vehicle rating, avoiding the collision at both 12 and 25 mph. It stays below the top band because IIHS published no pedestrian (day or night) rating for this truck, and owners report an over-eager forward collision warning in traffic.

Blind Spot Information with Cross Traffic Monitor is fitted on three of four trims (RTL and up) but missing from the entry Sport, and it is alert-only — no steering or braking intervention, no trailer-length coverage despite the 5,000 lb tow rating, no safe-exit warning.

LKAS is standard on all trims and provides genuine centering on well-marked highways, but it needs clear lines, wanders between them rather than tracking confidently, and the companion Road Departure Mitigation is criticised for grabbing aggressively and scrubbing speed.

Adaptive cruise is standard on every trim, but the 2022 Ridgeline's system lacks Low-Speed Follow, so it drops out at low speed rather than handling stop-and-go traffic, and owners report it losing the lead car on curves and surging when holding a gap.

No hands-free highway driving is offered on any 2022 Ridgeline trim; Honda Sensing requires hands on the wheel at all times.

IIHS rates the single 2022 headlight configuration — LED projector low beams with halogen reflector high beams — Marginal, so there is no better-lit trim to choose, and it is the failing that keeps the truck off the Top Safety Pick list. High-beam assist is fitted, which helps slightly.

The unibody, Pilot-derived body gives a lower beltline and more glass than body-on-frame mid-size rivals, the 2021-refresh squared-off hood makes the front corners easy to place, and the large rear window shows the bed and traffic behind. No 360-degree camera is offered at any trim.

IIHS rates LATCH ease of use Acceptable, and unusually for a pickup all three rear positions carry complete LATCH hardware. Wide rear doors and a roomy flat-floored crew cab make fitting seats easy, though the anchors sit somewhat deep in the seat bight.

2022 is a carry-over year after the 2021 refresh (only change: Sonic Gray Pearl paint). The Ridgeline remains crew-cab only with a five-passenger cabin across Sport, RTL, RTL-E and Black Edition.

Honda publishes 40.1 in front headroom for the moonroof-less Sport and 39.5 in for the moonroof trims; the no-sunroof figure is used per item guidance.

The Pilot-derived unibody cabin gives 40.9 in of front legroom, short of body-on-frame rivals and at the floor of the truck band even though the cabin feels roomy.

38.8 in of second-row headroom on every trim, unchanged from 2021 — mid-pack for a crew cab against a truck band starting at 38 in.

36.7 in of rear legroom is among the best of the 2022 mid-size trucks (Tacoma Double Cab 32.6 in), and the flat floor with 60/40 lift-up seat makes it more usable than the number suggests; the band is set by full-size crew cabs.

A single 64-in bed, the shortest in the mid-size segment; the dual-action tailgate extends usable length when lowered but the rated floor length is unchanged.

The short bed yields 33.9 cu ft, near the bottom of the truck band, though it is wide enough (50 in between wheel wells) to lay 4x8 sheets flat and the In-Bed Trunk adds 7.3 cu ft of lockable, drainable space.

Still the segment's storage benchmark: the lockable, drainable In-Bed Trunk, a dual-action tailgate that swings or drops, and 60/40 lift-up rear seats exposing a tall flat in-cabin bay, plus a deep center console. RTL-E/Black Edition add a 150/400-watt bed outlet and truck-bed audio.

Broad, supportive front seats with good long-distance comfort and a rear bench helped by class-leading legroom; padding is described as firm rather than plush and lower trims have limited passenger-seat adjustment.

Unibody construction with independent rear suspension gives the smoothest, most composed unladen ride of any 2022 pickup — no axle hop or rear-end float over broken pavement.

Active Noise Cancellation and the unibody structure keep the cabin notably quieter than ladder-frame rivals at highway speed; some wind noise around the upright A-pillars keeps it short of luxury-quiet.

Tri-zone automatic climate with rear vents is standard on every trim, generous for the class; heated front seats arrive on RTL and a heated steering wheel on RTL-E/Black Edition. No ventilated or heated rear seats are offered on any trim.

2022 is a carry-over year of the 2021-refreshed second generation (YK2/YK3): same four AWD-only trims, same 3.5L V6 and 9-speed. Pricing is the change — Honda raised MSRPs and destination during the model year amid the supply shortage, so the entry Sport crossed $39K delivered, about $1,770 over the 2021 Sport. There is still no 2WD or work-truck entry point beneath it.

RTL is the representative volume configuration, consistent with the 2017–2021 Ridgeline scorecards (RTL and RTL-E together roughly 60% of mix). Leather, heated front seats and blind-spot monitoring arrive at this trim; the price is $1,770 above the 2021 RTL with no content change.

The datasets disagree sharply. CarEdge and RepairPal put the naturally aspirated J35 V6 / ZF 9-speed / i-VTM4 truck well below the pickup average, while Edmunds' True Cost to Own for the 2022 is far higher and appears to model a costlier service schedule. $3,800 sits above the 2021 card's $3,050 to reflect Edmunds' higher figure and the generation's known 9-speed and idle-stop starter complaints. Starter-system repairs are offset by Honda's 10-year/unlimited-mile extension for 2020–2023 trucks.

KBB values a 2022 RTL at $25,500 resale in late 2026 — 60% of its $42,415 sticker after four years — with depreciation slowing to about $1,800/yr, which projects to roughly 56% at five years; the nameplate-wide CarEdge figure is higher. 58% is the middle. It sits below the 2021 card because the 2022 was bought at shortage-inflated stickers about $1,800 higher with no extra content, so the same used-market value is a smaller share of MSRP. Solid in absolute terms, but well behind the Tacoma's class-leading retention.

Honda's 3/36 bumper-to-bumper coverage is unchanged for 2022. It matches Toyota, Ford and GM but trails Hyundai's 5/60 on the Santa Cruz and Nissan's 5/60 on the new 2022 Frontier, which puts it at the bottom of the band.

Baseline 5/60 coverage for the V6, 9-speed and i-VTM4 AWD — the segment floor, against Hyundai's 10/100k. Honda's later starter-system extension covers 2020–2023 trucks but is narrower than powertrain coverage, so it doesn't raise this value.

No complimentary scheduled maintenance for 2022 — owners pay for every service, while the Tacoma includes 2 years/25,000 miles of ToyotaCare. Honda does include 24-hour roadside assistance for the 3-year/36,000-mile term, plus a HondaLink connected-services trial on RTL-E and Black Edition. That is basic roadside only, at the low edge of the mid band.

$42,415 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $24,601) leaves about $17,814 in depreciation. Add the projected $3,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,614 in total.

The 2022 Ridgeline scores a bit below the 2021 and 2023 years. Consumer Reports rates its reliability about average for the 2022 model year (65/100), and J.D. Power gives it 77/100 for Quality & Reliability, labelled 'Average'. Owners most often report problems with in-car electronics and infotainment. 2022 is a carry-over year on the second generation, right after the 2021 refresh.

Honda was in the upper tier of Consumer Reports' brand reliability rankings in this period, 4th in the 2022 report card. It sits close to the industry average in J.D. Power's dependability and initial-quality studies. That makes it a strong brand, just below the Toyota/Lexus tier.

NHTSA lists three recall campaigns that cover MY2022, fewer than the 2021 or 2023 years carry. They are a brake master-cylinder tie-rod fastener that can let the master cylinder separate, rear subframe corrosion in salt-belt states, and the rearview-camera tailgate harness. None involves the powertrain or a fire risk, but the brake and subframe campaigns are both safety-relevant.

The 2022 Ridgeline keeps the 280-hp 3.5L J-series V6, the 9-speed automatic and standard i-VTM4 AWD. The J35 family is routinely documented past 200,000 miles, and iSeeCars ranks the Ridgeline among the trucks most likely to reach that mark. Two things hold it out of the top band: Variable Cylinder Management's known oil-consumption and spark-plug-fouling history, and the ZF-derived 9-speed, a transmission family with a mixed industry record even though Ridgeline-specific failure data is benign.

The cabin comes from the Pilot, so its materials beat the mid-size truck norm, with soft-touch surfaces at the main touch points and hard plastics kept below dash level. The 2021 refresh added satin-silver trim and a volume knob, but the 8-inch display and overall architecture are beginning to age.

The unibody structure gives a notably quiet, rattle-free cabin by pickup standards, and owners and reviewers consistently describe the assembly as solid. The Ridgeline has no recent J.D. Power segment initial-quality award and only an 'Average' J.D. Power quality score, so it stays below the top band.

Honda has about 1,000+ US franchise dealers, one of the densest mainstream service networks in the country, so warranty and recall work is reachable almost anywhere. Service satisfaction is solid but mid-pack in J.D. Power's Customer Service Index.

Running costs are below the segment norm. RepairPal puts the Ridgeline's average annual repair cost at about $502, against $548 for mid-size trucks, and heavy parts sharing with the Pilot, Passport and Odyssey keeps mechanical parts plentiful. What it lacks is the deep lift, body and accessory aftermarket a Tacoma has.

The 8-inch Display Audio unit carries over unchanged for 2022 as the only screen on every trim; the 9-inch unit did not arrive until 2024. It sits at the floor of the truck band.

The physical volume knob restored in 2021 fixes the worst complaint, and the touchscreen is easy enough to navigate, but the older Honda software has dated graphics, small touch targets and inconsistent response.

Apple CarPlay and Android Auto are standard on every 2022 trim, but wired only via USB — no trim offers wireless projection (it arrived for 2024).

Garmin-based Honda Satellite-Linked Navigation is limited to RTL-E and Black Edition, leaving the volume Sport and RTL on phone projection; voice recognition is command-based rather than natural-language.

A respectable 215-watt, 7-speaker base system with subwoofer, stepping up to 540 watts and 8 speakers plus the unique exciter-based truck-bed audio on RTL-E/Black Edition; no branded premium system and reviewers rate the upgrade as decent rather than standout.

Every trim gets a 4.2-inch color LCD between analog gauges; no full-digital or configurable cluster is offered at any price.

No over-the-air updates of any kind on the 2022 Ridgeline; navigation maps (RTL-E/Black Edition) can only be refreshed via paid purchase from the Honda Navigation Store. Wi-Fi/USB system updates arrived with the 2024 head unit.

HondaLink's free tier covers service reminders and roadside assistance; remote start/lock/locate through the app require a paid subscription after a trial, and there is no digital key. Key-fob remote engine start is standard hardware on every trim.

Volume Sport/RTL trims get just two USB-A ports up front, none in the second row and no wireless charging; USB-C is absent. RTL-E/Black Edition add two rear USB ports, a wireless charger and the 150/400-watt bed outlet.

Smart Entry with push-button start, remote engine start and HomeLink are standard on every trim, with Walk Away Auto Lock from RTL up. No phone-as-key and the tailgate is manual.

A multi-angle rearview camera with dynamic guidelines is standard, but front/rear parking sensors are RTL-E/Black Edition only and no surround-view camera or park assist is offered.

No head-up display is offered on any 2022 Ridgeline trim or as a factory option.

The unibody gives a flat rear floor, low step-in and wide crew-cab doors, and the 60/40 rear seats fold up to open a dry in-cabin bay for a stroller — a family advantage no body-on-frame rival matches. Rear legroom is merely adequate once a rear-facing seat is fitted.

NHTSA 5-star overall and Honda Sensing standard on every trim are strong, but Marginal headlights keep it off the IIHS award list and the base Sport lacks blind-spot information with cross-traffic monitor.

Class-best ride and quiet cabin with tri-zone climate and plenty of gear room in the bed and In-Bed Trunk; held back by thin rear amenities on volume trims (no second-row USB on Sport/RTL) and no rear entertainment.

Shares the Pilot's unibody and independent rear suspension, so it drives like a large crossover: no empty-bed skittishness, light steering and a smooth 280-hp V6 with ample torque for traffic. The 9-speed is good rather than seamless.

21 MPG combined on regular is competitive for a mid-size truck but expensive versus a car commuter; low projected maintenance costs and no premium-fuel requirement offset it partly.

A 210-in crew cab with a 43.4-ft turning circle; good outward visibility and a multi-angle rear camera help, but parking sensors are RTL-E/Black Edition only and there is no surround-view camera.

Handles light-to-moderate duty: 5,000-lb towing is the floor of the 2022 mid-size class and there is no low range or longer bed, but payload up to 1,583 lbs is competitive and a 4x8 sheet lies flat between the wheel wells.

Proven J35 V6 and strong longevity data (iSeeCars longest-lasting truck), but no fleet track record, no work-grade interior, and a unibody/IRS chassis without the abuse history of ladder-frame rivals.

Eight 350-lb tie-down cleats, a composite bed needing no liner, the drainable lockable In-Bed Trunk and a dual-action tailgate are well thought out, but bed power is RTL-E/Black Edition only and there is no upfit ecosystem.

The best highway tourer among 2022 mid-size trucks: settled ride, quiet cabin, comfortable seats, standard adaptive cruise and lane-keeping. Range of about 410 miles combined from a 19.5-gallon tank is modest, and the driver aids are competent rather than standout.

Standard torque-vectoring i-VTM4 AWD with Snow/Mud/Sand modes handles gravel, snow and boat ramps, and the In-Bed Trunk and bed audio make it a natural tailgater; 7.64 in clearance, no low range and no skid plates limit harder terrain. The HPD package is appearance-only.

Bed, lockable In-Bed Trunk, fold-up rear seats creating a tall dry cabin bay, a standard Class III hitch and a swing-out tailgate give exceptional flexibility; only the short bed and accessory-only roof rails hold it back.

Unchanged chassis for 2022: Pilot-derived unibody with strut front and multi-link rear, plus standard torque-vectoring AWD, gives the best on-road handling of any mid-size pickup. Roll and a composure-first tune keep it below the top band.

Quick, accurate electric rack by truck standards, but light assist and a numb on-center feel; HPD all-terrain tires dilute precision further.

Short, repeatable stops for a 4,500-lb truck from unchanged hardware, but a soft, long-travel pedal and noticeable nosedive cost confidence.

Smooth, linear 3.5L V6 with transparent cylinder deactivation and active engine mounts, paired with a well-matched 9-speed; idle-stop restarts shudder and the transmission is reluctant to downshift on grades.

Active Noise Cancellation and the unibody keep driveline boom well below ladder-frame rivals; the V6 is clearly audible when revved hard, though with a clean sound.

43.4 ft on every 2022 trim, tight for a crew-cab pickup thanks to the 125.2-in wheelbase.

10-way power driver's seat with lumbar, tilt/telescoping wheel, a commanding but easy-to-enter seating height and a physical volume knob on every trim; thick rear pillars and high bed sides limit rear sightlines slightly.

A willing V6 and torque-vectoring AWD make it pleasant and composed, but numb steering, a soft brake pedal and no performance variant keep it satisfying rather than involving.

Content carries over from the 2021 refresh. The base Sport includes i-VTM4 torque-vectoring AWD, Honda Sensing (collision mitigation braking, road-departure mitigation, lane keeping, adaptive cruise), tri-zone automatic climate, an 8-inch Display Audio screen with CarPlay/Android Auto, smart entry, the integrated hitch, the dual-action tailgate and the in-bed trunk. A rival needs a mid-to-upper 4x4 trim to match that list. Leather, heated seats and blind-spot monitoring still wait for the $42K RTL.

Matched equipment for equipment, it is fairly priced, but 2022 put it under more pressure than 2021. Mid-year price increases pushed the entry truck to $39,435 delivered with no added content, and the new Ford Maverick and Hyundai Santa Cruz brought the same unibody, crossover-ride formula to market for far less. Towing (5,000 lb) and payload (~1,580 lb) also trail similarly priced body-on-frame V6 rivals. Buyers pay for refinement and packaging, not capability.

Unchanged from 2021 and still the narrowest lineup in the segment: one crew-cab body with a 5.3-ft bed, one V6, one 9-speed, standard AWD, and four trims spanning about $7,400. There is no work trim, no extended cab or long bed, and no hardware off-road variant (the HPD package is cosmetic; the TrailSport didn't arrive until 2024).

A modest gain on the post-refresh 2021 result — 42,762 US sales in calendar 2022, up 3.4%, despite the industry-wide inventory squeeze. In absolute terms it remains a small player, far below Tacoma and behind Ranger, Colorado and Gladiator. In its first full year, the cheaper unibody Maverick outsold it heavily. A steady mid-to-low seller rather than a market force.

Honda is a strong mainstream badge with high loyalty and a reliability halo, which supports retaining about 60% of its sticker after four years. Within the pickup market, though, the nameplate's not-a-real-truck image persists, and resale trails the Tacoma's benchmark. The brand is an asset; the model's standing among truck buyers is middling.

2022 was the worst year of the chip shortage to shop for one. Honda raised the Ridgeline's MSRP and destination charge during the model year (including an increase effective January 4, 2022), inventory was thin, and dealer cash had disappeared. Many buyers paid at or above sticker. Subsidized APR offers were limited and mutually exclusive with any cash.

This is the sixth model year of the second generation, one year after its mid-cycle refresh, and a carry-over with no notable changes. The 2021 sheetmetal is current, but underneath is the 2016-launched Pilot-derived platform, the 3.5L V6/9-speed and the 8-inch Display Audio system, now dated against the redesigned 2022 Frontier and the new Maverick and Santa Cruz. Redesign risk for buyers was low; the third generation was only confirmed in 2026.

Critics again favored it. It was the only 2022 mid-size pickup named best in class by three major outlets: U.S. News, Edmunds and Consumer Reports. It falls short of the top band because the IIHS Top Safety Pick remained lost for 2022 (only the F-150, Santa Cruz and Ram 1500 earned one among pickups). The praise also centers on ride and packaging rather than the capability benchmarks most truck buyers rank first.