The Honda Ridgeline enters 2012 with a mild refresh, a new grille, a little fascia work and a 2.5 per cent improvement in fuel economy that Honda attributes to “tuning." Frankly, what this update is good for is getting guys like to me to write about it—and that’s about it.

Still, going into its seventh production year, the Ridgeline is worth another look. It has its fans and its detractors primarily because it’s still one of the most polarizing truck designs on the market. More car than truck, it has no separation between cab and box; it has independent suspension at all four corners and is built on a boxed unibody chassis. It even looks different from other pickups. But, this is 2012 and strangely Ridgelines’ few (if any really) changes may actually make it more popular. 

Why? It’s one of the last small trucks still available. 

Its 3.5L VTEC V6 engine coupled to the five-speed automatic transmission is quiet and moderately powerful. Its output is rated at 250 hp and 247 lb-ft torque. The most recent EnerGuide lists its consumption as 14.1L/100km city and 9.8L/100km highway, which in a world of V8 trucks is decent. The only immediate downside is the transmission; most everyone has moved up to a six-speed, but then this is the same powertrain Ridgeline has had since its 2006 introduction. 

This is the reality of the current truck market—others have moved on mechanically (however also keep getting bigger)—Ridgeline remains the same. Again, in a weird way, this may prove to be Honda’s advantage sales-wise.

From a driving perspective the Ridgeline drives and performs in a very comfortable car-like manner, with just a hint of rigidness. It also parks easily, offers good visibility and scoots around town in nimble fashion—these are all attributes of a part-time truck—of which it really is the only one out there. 

Ridgeline comes standard with a 4WD system, called VTM-4 (Variable Torque Management.) Great around town, in sloppy weather VTM-4 is not an aggressive off-road system but it does the job. The system is automatic and locks up the limited-slip rear differential when traction is called for. It cuts in and out with little notice, however in most cases the traction control system intervenes first in a choreographed tag-team effort. For that occasional dirt road detour, the system also offers a manually selected “locked” setting that holds power to the front and rear wheels on a fixed basis.  

Inside the truck is obviously aimed at driver and passenger comfort with a healthy dollop of utility-minded design. Its four doors are large; the cab itself is tall and square which adds up to room for all with good in and out, front and back. Step-in height on this truck is reasonable; no running board or parachute required on exit. Controls, gauges and storage often offer dual purpose features (like the extending center console) with a layout that has ease of cleaning in mind. The floor is the tip-off; large water holding mats, rubberized panels and no intruding carpet are all meant to make washing mud out easy. 

The only blemish on this useful interior is the over-use of monotone grey plastic. This needs updating. 

The Ridgeline sports four wheel independent suspension supporting a closed-box unibody frame that also has no body panel separation between the truck cab and box, still a unique design in the segment. The 6.5 foot bed (with tailgate down) will carry a full-size ATV, something I have done with a Ridgeline previously. It will also accommodate the proverbial 4-foot wide sheet of plywood. In a word, its bed is useful and will carry up to 705 kg.  For towing, Ridgeline has a hitch package, which includes items like better cooling and heavier electrical (including seven-wire pre-connections) so it can tow up to 2,268 kg.  That’s decent, though it’s not up to today’s half-ton standards.

In the useful and unique department Ridgeline offers its under-bed 240.7L storage compartment – or lockable trunk. This keeps everything from groceries to tools dry and out of sight.  Just remember to keep the snow brushed off it – with just an inch of the fluffy stuff on there it’s almost impossible to open.

One bright spot in this 2012 release is the introduction of a new “Sport” version of Ridgeline. This new trim level gets black 18-inch alloy wheels, a black honeycomb grille, black headlight and brake light housings. It adds an edgier look to Ridgeline lineup.

So while other seven year old trucks are very much due for a complete overhaul I can see that Honda continues to have a strong (if small) market for their Ridgeline. However, I wish they would do one thing new in their marketing: start calling the truck mid-sized. Currently, Honda says their truck is a full-size half-ton. It’s not. Since ’06 the rest of the half-ton market has changed radically (fortunately or unfortunately, depending on your viewpoint.) 

Rather than fight it, Honda, embrace the smaller market and make it your own.  

At my Canadian Truck King Challenge event this year we towed 3,629 kg trailers and hauled 816 kg of singles with the competing brand half-tons. In fact, Honda was invited to compete and they declined because the weights were too high. 

So when I call it a small truck it’s not meant as an insult. 2012 Ridgelines are available at dealers now.