2026 Honda Ridgeline

The 3.5L SOHC i-VTEC V6 is the sole engine across Sport, RTL, TrailSport, and Black Edition trims; peak output at 6,000 rpm is unchanged for 2026.

Naturally aspirated V6 makes 262 lb-ft peaking at 4,700 rpm — same across every trim. Well below turbo-4 and turbo-6 mid-size rivals like the Colorado (430) and Tacoma (317).

Car and Driver clocked a 2024 Ridgeline TrailSport at 6.0 s to 60 mph with the same 280-hp V6 / 9-speed / AWD combination unchanged for 2026; independent estimates put the RTL volume trim around 6.0–6.5 s.

The naturally aspirated 3.5L V6 is widely praised for smoothness with no turbo lag or coarse notes; VCM cylinder deactivation is transparent, and throttle response is linear and predictable. Falls short of top marks because it lacks the low-end shove of a turbo or hybrid setup.

The 9-speed automatic shifts smoothly and decisively in mixed driving with paddle-shifter manual mode available; owners consistently praise its behavior. Occasional busy shifting on grades is the main knock.

Every 2026 Ridgeline is rated at 5,000 lbs — trailing all body-on-frame mid-size rivals (Tacoma up to 6,500, Colorado up to 7,700, Ranger up to 7,500). Unibody construction and NA V6 cap the rating.

RTL volume trim carries 1,544 lbs of payload; Sport is highest at 1,583 lbs and TrailSport lowest at 1,521 lbs. Sits in the lower half of the mid-size class.

Standard integrated Class III hitch with 7-pin connector, trailer sway control via VSA, tow/haul-style shift logic, and multi-angle rearview camera with top-down view help with hookup. But no factory integrated trailer brake controller, no trailer backup assist / steering guidance, and no dedicated trailer cameras — features that half-ton and higher-tier mid-size rivals now offer.

Honda's i-VTM4 torque-vectoring AWD is standard on every 2026 Ridgeline (no 2WD offered) with Intelligent Traction Management modes (Normal, Snow, Sand, Mud, plus Trail on TrailSport). Falls short of the top band only because the system lacks a low-range transfer case, unlike body-on-frame rivals' 4WD.

TrailSport adds an extra ~1 in. of ground clearance, off-road-tuned suspension, General Grabber A/T tires, steel skid plate, recovery points, and Trail-mode torque logic. But the unibody chassis, absence of a low-range transfer case, and no locking differentials keep it well shy of dedicated hardware like Tacoma TRD Pro, Colorado ZR2, or Gladiator Rubicon.

Single 3.5L V6 / 9-speed AWD powertrain across every trim — no turbo, hybrid, PHEV, or EV variant. Notably narrower than Ford Maverick (hybrid + turbo), Tacoma (i-Force + i-Force Max hybrid), or Ranger (turbo + Raptor).

EPA combined rating for the AWD-only 3.5L V6 / 9AT volume trims (Sport, RTL, Black Edition). TrailSport is 1 MPG lower on all-terrain tires.

EPA city rating for the 3.5L V6 AWD across the lineup; TrailSport shares the same city rating.

EPA highway rating for the volume Sport/RTL/Black Edition AWD trims; TrailSport drops 1 MPG on all-terrain tires.

Computed from EPA combined fuel economy and the published 19.5-gallon fuel tank; volume-trim figure.

Approximates EPA's 15k-mi/yr estimate at prevailing regular-unleaded prices (~$3.30-3.50/gal) against 21 MPG combined; consistent with published owner-cost estimates for the 2026 Ridgeline.

Runs on regular 87-octane unleaded across every trim - no premium recommended, no diesel/E85 complexity, and no charging infrastructure needed. Straightforward, low-friction fueling.

Current-generation Ridgeline (2021+, refreshed 2024) carries NHTSA's 5-star overall rating with 5 stars in frontal and side crash and 4 stars rollover — best-in-class among mid-size trucks.

Ridgeline earns IIHS Top Safety Pick with Good ratings across moderate overlap front, updated side, and roof strength; the updated side test (a common downgrade point) is Good. Falls short of TSP+ due to headlight ratings on lower trims.

Honda Sensing is standard on every Ridgeline trim: CMBS (AEB with pedestrian detection), LKAS, Road Departure Mitigation, ACC with Low-Speed Follow, Traffic Sign Recognition, and auto high beams. The 2024 refresh also made Blind Spot Information and Cross Traffic Monitor standard across the range.

Honda's CMBS earns IIHS Advanced/Superior ratings for vehicle-to-vehicle and daytime pedestrian front crash prevention on the current generation; nighttime pedestrian performance is competent but not class-leading.

Blind Spot Information and Cross Traffic Monitor are standard on all trims from Sport up after the 2024 refresh, but coverage is alert-only (no active steering or braking intervention). Adequate but not class-leading versus systems with active correction.

LKAS and Road Departure Mitigation are standard and generally functional on gentle curves, but reviewers commonly note ping-ponging on tighter interstate curves and less-refined centering than newer competitors' systems.

Honda Sensing ACC with Low-Speed Follow covers full stop-and-go and integrates with LKAS for a traffic-jam-assist-style behavior. Braking is generally smooth but can be late/hard in aggressive merge scenarios; resume from stop is prompt.

Honda does not offer a hands-free highway driving system on any Ridgeline trim. Nothing analogous to BlueCruise, Super Cruise, or FSD Supervised is available.

LED reflector low/high beams are standard with auto high-beam assist. IIHS rates the volume Sport/RTL trims Acceptable and the upper Black Edition Good; this trim split is what keeps the Ridgeline out of TSP+ territory.

Ridgeline has notably better outward visibility than body-on-frame mid-size trucks: lower beltline, thinner pillars, unibody proportions, and a shorter hood. A multi-angle rearview camera is standard; a 360-degree camera is available on higher trims.

Crew-cab-only body with wide-opening rear doors, flat floor, and generous rear legroom accommodates rear-facing seats and can fit three across in a pinch. IIHS rates LATCH ease of use as generally good with clearly marked anchors.

Ridgeline is offered exclusively as a crew cab with 5-passenger seating across all trims.

Honda-published front headroom for the current-gen Ridgeline is 40.1 in without moonroof; drops to 38.8 in on trims with moonroof (Sport and above).

Front legroom of 40.9 in sits just below the mid-size truck segment norm — a byproduct of the shared Pilot/Passport unibody platform.

Rear headroom of 38.8 in is competitive but not class-leading; body-on-frame rivals like Tacoma and Colorado offer slightly more.

36.7 in of rear legroom is mid-pack for mid-size crew-cab trucks — adequate for adults on short-to-medium trips but trails Tacoma double cab and Frontier crew cab.

Ridgeline offers one bed length only — 64 in (5' 4") — placing it near the shorter end of mid-size truck beds; no long-bed variant is available.

Bed volume alone is 33.9 cu ft; the lockable, drainable in-bed trunk adds another 7.3 cu ft, but primary bed capacity is modest by segment standards.

Segment-standout storage: lockable drainable in-bed trunk, dual-action tailgate (swings out or drops down), deep center console with sliding tray, and flat-folding rear seat cushions revealing underseat bins with tie-downs. Available 400W bed outlet and truck-bed audio round out class-leading utility touches.

Front seats are well-shaped with 10-way power adjustment on Sport and above; rear bench is flatter but usable for adults. Reviewers describe seats as comfortable but not exceptional versus better-bolstered Tacoma TRD or Frontier PRO-X seats.

Unibody construction shared with Pilot/Passport delivers the smoothest, most car-like ride in the mid-size truck segment. Broken pavement is absorbed without the head-toss common to body-on-frame rivals, and unladen ride quality is consistently rated best-in-class.

Wind and road noise are well-suppressed for the segment thanks to Honda's acoustic underbody treatments, but the 3.5L V6 gets audibly coarse under hard acceleration and highway tire drone is present on the standard all-terrain tires.

Heated front seats and heated steering wheel are standard on Sport and above; ventilated front seats and heated rear outboard seats are limited to Black Edition and TrailSport trims. Dual-zone climate is standard fleet-wide, but rear climate controls are absent — a segment gap versus Tacoma Limited and Frontier PRO-4X.

Base Sport trim carries a modest 2026 MY increase over 2025's $42,145; standard AWD keeps entry price above body-on-frame rivals' 2WD starting points.

RTL is the volume seller, positioned between Sport and TrailSport; every Ridgeline includes AWD, i-VTM4, and the in-bed trunk as standard.

Unibody Pilot-derived platform with the reliable J35 3.5L V6 keeps maintenance below body-on-frame mid-size truck averages; no CVT or turbo complexity.

Solid retention driven by Honda reliability reputation and used-truck demand, but trails Tacoma's class-leading residuals and the traditional body-on-frame appeal.

Honda's 3/36 basic coverage matches Ford, GM, and Toyota but falls well short of Hyundai/Kia (5 yr) and Nissan Frontier (5 yr).

Baseline 5/60 powertrain coverage; Hyundai/Kia offer 10/100k and Nissan Titan offers 5/100k, so Honda is at the segment minimum here.

Honda provides 3-year/36,000-mile roadside assistance and complimentary HondaLink trial services, but offers NO complimentary scheduled maintenance in the U.S. — Toyota's ToyotaCare (2 yr) and GM's first-visit coverage beat this.

$46,695 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $27,083) leaves about $19,612 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,612 in total.

Ridgeline has historically been among the more reliable mid-size trucks in Consumer Reports predicted reliability, benefiting from a mature unibody platform and the proven Honda drivetrain. J.D. Power VDS places Honda mid-pack, tempering the top-end.

Honda consistently ranks in the top tier of Consumer Reports brand reliability studies (typically top 5–8 of ~30 brands), though JDP VDS has been mid-pack in recent years.

This-generation Ridgeline (2G, refreshed for 2021 and 2024) has had scattered recalls (fuel pump, rear-view camera software) but no systemic fire/powertrain safety issues on the scale seen at Ram or Ford. TSB activity is typical for the segment.

The 3.5L J35 V6 is one of the most proven powertrains on sale — the same family has racked up hundreds of thousands of miles in Pilots, Odysseys, and Accords. The 9AT (ZF-based) had some early-generation shift-quality complaints but has been refined and shows no major durability red flags.

Ridgeline cabin is car-like with a mix of soft-touch upper surfaces and hard plastics on lower panels. Reviewers rate it competitive with Frontier/Colorado but a step below Tacoma and Canyon's higher trims.

Honda's assembly quality is generally strong with tight panel gaps and few rattle/squeak complaints reported for the current Ridgeline generation.

Honda has one of the densest US dealer networks (~1,000+ franchise dealers) with generally strong service satisfaction scores in JDP's Customer Service Index.

Honda mechanical parts are widely available and reasonably priced. Ridgeline-specific body/bed parts have a smaller aftermarket than Tacoma or Colorado, but core wear items share with high-volume Honda models.

The 2026 Ridgeline carries over the refreshed 2024+ interior: a 9-inch color touchscreen is standard from RTL up (the volume trim); base Sport keeps a 7-inch unit. Small versus Tacoma (up to 14 in) and Canyon (11.3 in).

Honda's 9-inch HondaLink system (pre-Google Built-in — that stack currently lives only in the new-gen 2026 Passport/Pilot Prologue) is reviewed as logical and easy to learn with physical volume/tune knobs and hard shortcut keys, but graphics and animations trail Toyota's 14-inch Tacoma system and Chevy/GMC's 11.3-inch Google Built-in setup.

Wireless Apple CarPlay and wireless Android Auto are standard on RTL, TrailSport, and Black Edition — three of four trims and every trim from the volume RTL up. The base Sport is wired-only.

Honda's older command-based voice assistant (not natural-language) is carried over, and factory HD Digital Traffic navigation is limited to the Black Edition. Most owners will bypass it for CarPlay/Android Auto.

Sport and RTL use a 7-speaker system; TrailSport and Black Edition step up to an 8-speaker premium audio system with subwoofer. Honda does not offer a branded (Bose / Harman Kardon) premium option on the Ridgeline — a gap versus Tacoma (JBL) and Frontier (Fender).

The Ridgeline retains a traditional analog gauge cluster flanking a 7-inch color driver information display on all trims — no full-digital, configurable cluster available even on Black Edition. Well behind Tacoma, Canyon, and Frontier.

Ridgeline still relies on the older HondaLink stack, which offers navigation map updates and limited telematics-side updates but no full-vehicle OTA that adds features. Trails Ford (with periodic Power-Up updates on newer models), Tesla, and GM.

HondaLink app provides remote start, lock/unlock, locate, and vehicle status, but the richer remote features sit behind a paid subscription after the trial and there is no phone-as-key/digital key on the Ridgeline. App reliability is rated average by owners.

USB-C and USB-A ports in the first and second rows on all trims, wireless phone charging on Black Edition, plus a truck-segment-standout 400-watt bed-mounted 115V AC outlet standard on RTL, TrailSport, and Black Edition — actually useful for jobsite tools and tailgating. Only the Maverick Hybrid and select Tacoma trims have a comparable bed outlet.

Smart Entry with push-button start and remote engine start via key fob are standard on RTL and above — the volume trim and up. Base Sport uses a conventional key with push-button start. No hands-free tailgate (a truck has a manual tailgate, not applicable) and no phone-as-key.

Multi-angle rear camera is standard on all trims and front/rear parking sensors are standard on RTL and above, but Honda offers no 360-degree surround-view camera on any Ridgeline trim — a real gap versus Tacoma, Canyon, Colorado, and Frontier, which all offer multi-view cameras on upper trims. Trailering camera views are limited.

Honda does not offer a head-up display on any 2026 Ridgeline trim, including Black Edition. A clear competitive gap versus Chevy Colorado (available), GMC Canyon (available), and Toyota Tacoma (available on top trims).

Crew-cab-only body with wide-opening rear doors, a flat rear floor, and 36.7 in of rear legroom makes rear-facing car-seat installs and daily kid loading noticeably easier than body-on-frame mid-size rivals. IIHS rates LATCH ease-of-use favorably, and the low step-in relative to the segment plus dual-action tailgate simplifies stroller/gear handling.

NHTSA 5-star overall and IIHS Top Safety Pick on the trims families buy, plus Honda Sensing (AEB with pedestrian detection, ACC with Low-Speed Follow, LKAS, RDM) and Blind Spot Info + Cross Traffic Monitor standard from Sport up. Only misses TSP+ due to headlight ratings on lower trims.

Best-in-segment unibody ride quality and quiet cabin at cruise plus a lockable in-bed trunk and dual-action tailgate for road-trip gear make it a genuine family tourer. Held back by a flatter rear bench than rivals, no rear climate controls or rear entertainment, and an aging infotainment stack — otherwise a top-band mid-size truck for family miles.

The unibody Pilot-derived chassis, smooth 3.5L V6 with 9AT, and light-effort steering make the Ridgeline drive more like a large crossover than a body-on-frame truck. Standard Honda Sensing ACC with Low-Speed Follow handles stop-and-go traffic well; outward visibility is a genuine segment strength.

EPA 21 MPG combined on regular unleaded and ~$2,600/yr fuel cost is average for the mid-size truck class but well behind hybrid options (Maverick Hybrid ~37 mpg, Tacoma i-Force Max hybrid). Standard AWD-only and no hybrid variant cap real per-mile savings.

A 45.9 ft turning circle and a ~210 in overall length make it a big vehicle in urban parking, but a lower beltline, thinner pillars, standard multi-angle rear camera, and available parking sensors help. Notably lacks a 360-degree surround-view camera on any trim — a real gap versus Tacoma/Colorado/Canyon.

5,000-lb max tow rating trails every mid-size body-on-frame rival (Tacoma 6,500, Colorado/Ranger 7,500+), and the 64-in bed with 33.9 cu ft volume is the shortest in class. Payload of 1,521–1,583 lbs is competitive but the naturally aspirated V6 lacks the low-end torque of turbo/hybrid rivals when loaded.

The J35 V6 is a proven high-mileage powertrain and Ridgeline has a strong Consumer Reports reliability record, but the unibody chassis and independent rear suspension are less forgiving under sustained heavy loads than body-on-frame rivals. Not a fleet-proven work truck like Tacoma or F-Series.

Class-leading built-in work features: lockable/drainable 7.3 cu ft in-bed trunk, dual-action tailgate (swing-out or drop-down), 400W 115V AC bed outlet standard on RTL and above, integrated bed lighting, 8 fixed tie-down cleats, and a composite bed with dent-resistant surface. Aftermarket upfit ecosystem is smaller than Tacoma/Colorado but factory equipment is exceptional.

~410 mi combined range, unibody ride quality that reviewers consistently rank #1 in mid-size trucks, a quiet cabin at cruise, and Honda Sensing ACC + LKAS provide a fatigue-friendly highway experience. Not top-band because LKAS ping-pongs on tighter curves, no hands-free driving option, and the V6 gets vocal above 4,000 rpm.

Standard i-VTM4 torque-vectoring AWD with Intelligent Traction Management (Snow/Sand/Mud, plus Trail mode on TrailSport) and 5,000-lb tow rating handles bike/kayak trailers and toy haulers. TrailSport adds A/T tires, skid plate, recovery points, and extra clearance. But no low-range transfer case, no locking differentials, and modest clearance keeps it well behind Tacoma TRD Pro, Colorado ZR2, and Gladiator Rubicon for serious trails.

Uniquely flexible cargo strategy for a truck: lockable weatherproof 7.3 cu ft in-bed trunk for valuables, dual-action tailgate for awkward long items, flat-folding rear seat cushions revealing underseat bins with tie-downs, and 8 fixed bed cleats. Roof rails available and integrated Class III hitch is standard for hitch-mounted racks/carriers.

Unibody construction on the Pilot platform gives the Ridgeline the most composed, planted handling in the mid-size truck class; noticeably less body roll and more predictable cornering than any body-on-frame rival.

Electric power steering is accurate and appropriately weighted for a truck but light and numb on-center, delivering little road feedback — a typical Honda EPS trait.

Four-wheel discs with a firm, linear pedal; stopping distances are competitive for the class, aided by lower curb weight than BOF rivals and the unibody structure's rigidity.

The 3.5L naturally aspirated V6 is smooth and linear with no turbo lag, but lacks the low-end torque of the Tacoma i-Force Max or Colorado 2.7T; the 9-speed automatic can occasionally hunt between gears under partial throttle.

Better isolated than any body-on-frame mid-size truck thanks to unibody NVH tuning; V6 has a pleasant, refined tone under load without the coarseness of four-cylinder turbo rivals.

42.5 ft curb-to-curb turning diameter — very tight for a mid-size truck, aided by the unibody platform's steering geometry.

Car-like seating position with excellent forward sightlines, well-placed physical controls, generous seat/wheel adjustment range, and the easiest ingress/egress in the segment due to the lower unibody floor.

Competent and refined but rarely called fun — the Ridgeline is engineered as a comfortable hauler, not an enthusiast pick; no manual option, muted V6 soundtrack, and the TrailSport trim is mild versus Tacoma TRD Pro/Colorado ZR2 rivals.

Ridgeline includes standard i-VTM4 AWD across every trim and the full Honda Sensing ADAS suite (adaptive cruise, lane-keep, collision mitigation, blind-spot) even on the base Sport — content most mid-size rivals reserve for higher trims or option packages. 8-inch touchscreen with wireless CarPlay/Android Auto is standard; 9-inch Google-built-in system on RTL and up. Content is generous, but base Sport MSRP (~$41K) reflects that content vs a Tacoma SR (~$32K).

Value is fair rather than standout: standard AWD, refinement, and unique features (in-bed trunk, dual-action tailgate) offset the higher entry price, but shoppers cross-shopping Tacoma, Colorado, Frontier, or Maverick can get more capability (V6/turbo diesel options, higher tow ratings) for less. Ridgeline's 5,000-lb tow rating trails the mid-size class average, dampening capability-per-dollar.

Ridgeline offers only four trims (Sport, RTL, TrailSport, Black Edition) and a single mechanical configuration — one crew cab, one 5.3-ft bed, one 3.5L V6, one 9-speed auto, AWD only. No extended/regular cab, no long bed, no alternate powertrain (no hybrid, no turbo four). Rivals like Colorado/Canyon, Tacoma, and Ranger cover multiple cabs, beds, and powertrains, so the Ridgeline is genuinely take-it-or-leave-it on configuration.

Ridgeline is a steady mid-pack seller in the mid-size truck class, running roughly 40,000–55,000 US units annually — well behind segment leaders Tacoma and Colorado, and typically behind Frontier and Ranger, but ahead of Gladiator and Santa Cruz in some quarters. Broad acceptance among pragmatic and family truck buyers; limited traction with traditional truck shoppers.

Honda enjoys a strong brand halo built on reliability, resale, and satisfaction — assets the Ridgeline directly inherits. Ridgeline itself is polarizing among truck purists (unibody design draws skepticism), but it carries above-average brand equity for the mid-size class overall thanks to Honda's reputation.

Honda typically runs modest but steady incentives on Ridgeline — better dealer negotiability than Toyota Tacoma (which frequently transacts at or near MSRP) but less aggressive than GM Colorado/Canyon or Nissan Frontier discounting. Sales financing offers are periodically available; volume-trim buyers can generally find something off MSRP without waiting for a rare promotion.

Second-generation Ridgeline launched for MY 2017 (nine years old in 2026) with a 2021 styling refresh and a 2025 TrailSport hardware upgrade (real off-road wheels/tires, retuned suspension). Platform and powertrain are unchanged from launch; a third-generation redesign is anticipated within the next two model years, giving late-cycle Ridgelines a modest depreciation and freshness risk.

Ridgeline is well-reviewed by mainstream outlets (Car and Driver, MotorTrend, Edmunds, KBB) for on-road ride quality, cabin refinement, storage cleverness, and everyday usability, and it won NACTOY 2017 for the current generation. It rarely wins modern comparison tests against traditional mid-size trucks because capability metrics (payload, towing, off-road) trail rivals, so it lands in the well-regarded-but-not-class-of-the-field tier.