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    2017 Chevrolet Bolt EV To Start At $37,495


    • How much will the upcoming Bolt set you back?


    When Chevrolet announced the 2017 Bolt's range last week, they hinted that the model would have a price tag of under $37,500 and would qualify for the maximum $7,500 tax credit. Today, Chevrolet announced the starting price for the Bolt will be $37,495 when it arrives at dealers later this year. The company is quick to point out that the price drops to $29,995 once you add in the $7,500 federal tax credit. But we need to stress that this tax credit cannot be used during the purchase of the Bolt, so you're still paying the $37,495.

    The base Bolt LT will come equipped with a regen-on-demand steering wheel paddle, 10.2-inch touchscreen, backup camera, and more. Premier models feature leather upholstery, heated front and rear seats, surround view camera, and the rear camera mirror. Chevrolet hasn't announced pricing for Premier at this time.

    Source: Chevrolet
    Press Release is on Page 2


    DETROIT – The Chevrolet Bolt EV set the range benchmark for an affordable EV capable of going the distance by offering an EPA-rated 238 miles on a full charge. Now, Chevrolet is keeping its promise to offer the Bolt EV at an affordable price by confirming a base Manufacturer’s Suggested Retail Price of $37,495 including destination charge. Depending on individual tax situations, customers may receive an available federal tax credit of up to $7,500 for a net value of $29,995.

    “Value is a hallmark for Chevrolet and the pricing of the Bolt EV proves we’re serious about delivering the first affordable EV with plenty of range for our customers,” said Alan Batey, president of GM North America and leader of Global Chevrolet. “We have kept our promise yet again, first on range and now on price.”

    Bolt EV buyers will find range, cargo space, technology and safety features standard in a great vehicle with crossover proportions. The thrill of driving an EV, along with the sales and service support of a nationwide network of Bolt EV certified Chevrolet dealers, makes the Bolt EV a smart buy for any customer.

    The well-equipped LT trim starts at $37,495 and comes with standard features that include, among others, Regen on Demand™ steering wheel paddle, rear vision camera, 10.2-inch diagonal color touch screen and MICHELIN™ Self-sealing tires (in certain circumstances). The top trim Premier includes all LT equipment plus additional standard features such as leather-appointed seats, front and rear heated seats, surround camera and rear camera mirror. Pricing includes destination and freight charges and excludes tax, title, license and dealer fees. The Bolt EV will be available at select dealerships in late 2016.

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    Based on other packages on other Chevy auto's, makes one think that this will end up at about $3,000 more for the next level up.

    So were looking at about $40,495, unless Chevy wants to make sure to be able to advertise a fully loaded BOLT at under $40K, then I would say $39,995 makes sense for a fully loaded BOLT.

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    Biggest hurdle GM needs to overcome is not pricing but its backwards dealer network if it wants to sell these. Went into the local Chevy dealer to look at a new Volt, bought a truck there awhile back, good people.  Salesman said they "didn't bother to learn anything about it because people who wanted them had already done their own research."  He then suggested I would be happier with a Cruze or a Malibu.

    Friend of mine was dead set on buying a Volt, Chevrolet dealership was so backwards in selling the car he went out and bought a Prius instead.

    I love GM's new direction, but it needs to do some work with its dealers IMHO.

    That being said, the Bolt drive train in a small sedan would be a no brainier for me if they got the details right.  I am very excited about this new development from GM.

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    13 minutes ago, Drew Dowdell said:

    Base is an LT?  That means they really aren't selling "base" models of the Bolt yet, if ever.  Other Chevy cars come in L and LS trims below LT. 

    As I posted in the Mileage thread, they have the LT and Premier packages, so would this Premier package not be equal to the LTZ packages of other similar sized auto's?

    That is my thinking on why I figure the cost would be about $3K more or so. Bolt LT & Premier packaged auto's would be equal to similar equipped LT & LTZ auto's.

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    As models get refreshed, LTZ goes away and is replaced by Premier.   So for example, the 2016 Sonic has an LTZ trim, but the refreshed 2017 does not and has Premier instead. 

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    4 minutes ago, Frisky Dingo said:

    This will be a sales flop.

     A base $29k LEAF with a smaller battery and no quick charge only has a range of 84 miles. The Bolt can travel 2.8 times further on a single charge.

    The LEAF with the larger battery and quick charge (which still isn't Level 3 charging like the Bolt) is $35k. The Bolt can travel 2.2 times further on a single charge.

    For an EV buyer, spending an extra $2,500 to get more than double the range and the ability to have level three charging (plus all of the extras the Bolt gets you like CarPlay and AndroidAuto) is a no-brainer. 

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    6 minutes ago, Drew Dowdell said:

     A base $29k LEAF with a smaller battery and no quick charge only has a range of 84 miles. The Bolt can travel 2.8 times further on a single charge.

    The LEAF with the larger battery and quick charge (which still isn't Level 3 charging like the Bolt) is $35k. The Bolt can travel 2.2 times further on a single charge.

    For an EV buyer, spending an extra $2,500 to get more than double the range and the ability to have level three charging (plus all of the extras the Bolt gets you like CarPlay and AndroidAuto) is a no-brainer. 

    Nissan also doesn't have a Volt for their Leaf has to contend with. Also, a large portion of Leaf buyers lease. I don't foresee GM having a 13K incentive on Bolt. In reality, the Leaf will be much, much cheaper to buy. I don't think many people are going to see enough merit in the extended range to buy a car that is so at odds with the packaging and look most consumers at large are attracted to. Nothing against the car, just what I anticipate.

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    EV buyers and hybrid buyers, for the moment, are a different breed of car buyer.   To you and I, the Bolt may not look very attractive (though I think it's probably the best looking of models that aren't Tesla)..  But when you look at cars like the Pruis, which not only looks terrible, but also has a terrible quality interior, and drives like utter crap.... EV and Hybrid buyers obviously don't care about these traits. They care about not using gasoline.  

    GM is the first to offer an EV that truly can be a family's primary car if needed, and at a relatively affordable price.  That's a pretty big deal. 

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    Tesla getting over 400K reservations in such a short period of time has gotten everyone’s attention.  But what pushed that number more, the brand label or the range?  Obviously a little of both, but I think label has more to do with it.  People don’t care if an Apple product is the fastest or has the best battery.  They simply want the label and they don’t want to read research all the particulars.  They can also brag to all their friends after making the purchase.  Same with Tesla.  Go count how many Tesla S owners currently also drive large gas sucking vehicles, or jet set around the world.  The Tesla allows them to cast an image, however false it is.  And while the Bolt appears to be an excellent product, it is lacking the brand label.  But maybe people do cling to the range number and will use that as justification for their purchase.  These are much different times, and who knows which direction the consumer will go.  In fact, not knowing is what Ford bases their electrification strategy on….letting the customer decide for them.  Their strategy is to offer gas or EV or PHEV or Hybrid, all in the same vehicle.  The business case they make is obviously lower costs. They are also dead serious about it, investing $4.5B and introducing 13 additional electrification vehicles to market by 2020. Ford also stated that they would match any range of vehicle sold, which is little more than battery sizing.  And it’s not that they could not have made a battery fit their Focus EV to raise it from 117 mile range, but it is at the end of it’s life cycle.  And there is a compelling option to undercut the Bolt price significantly, perhaps under $30K.  And while that might not be enough to steal a lot of market share, it is cheap to do with great ROI.

     

    There is no doubt we are living in a bold new automotive world.

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    Watching to see how many BOLTS sell in the first 30-90 days and how it affects the Leaf, Focus EV, etc. will tend to tell how the market accepts these auto's. 

    I wonder how the Ioniq will do as their battery pack is half of the bolt. I just do not see anyone wanting to spend 30K on a 100 mile EV when you can get 238 miles in a 30K CUV.

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    1 minute ago, Wings4Life said:

     

     

    Tesla getting over 400K reservations in such a short period of time has gotten everyone’s attention.  But what pushed that number more, the brand label or the range?  Obviously a little of both, but I think label has more to do with it.  People don’t care if an Apple product is the fastest or has the best battery.  They simply want the label and they don’t want to read research all the particulars.  They can also brag to all their friends after making the purchase.  Same with Tesla.  Go count how many Tesla S owners currently also drive large gas sucking vehicles, or jet set around the world.  The Tesla allows them to cast an image, however false it is.  And while the Bolt appears to be an excellent product, it is lacking the brand label.  But maybe people do cling to the range number and will use that as justification for their purchase.  These are much different times, and who knows which direction the consumer will go.  In fact, not knowing is what Ford bases their electrification strategy on….letting the customer decide for them.  Their strategy is to offer gas or EV or PHEV or Hybrid, all in the same vehicle.  The business case they make is obviously lower costs. They are also dead serious about it, investing $4.5B and introducing 13 additional electrification vehicles to market by 2020. Ford also stated that they would match any range of vehicle sold, which is little more than battery sizing.  And it’s not that they could not have made a battery fit their Focus EV to raise it from 117 mile range, but it is at the end of it’s life cycle.  And there is a compelling option to undercut the Bolt price significantly, perhaps under $30K.  And while that might not be enough to steal a lot of market share, it is cheap to do with great ROI.

     

     

     

    There is no doubt we are living in a bold new automotive world.

     

    One of the things I keep reading is that it is easier and cheaper to engineer a car to be an EV from the start rather than try to convert an existing gas-powered platform to EV.  I don't know how true it is, but it seems to make sense.  In the Bolt and the Teslas, the battery helps to provide torsional rigidity.  On a Focus EV or Spark EV, the battery doesn't really contribute to the rigidity, thus the overall weight of the car is higher than it could be.  Also on the Bolt and Telsa, the wheels can moved forward... on an EV built off a gasoline based platform, engineers have to make things fit hardpoints that aren't as ideal for an EV.   Even the Nissan LEAF is an extremely modified variant of the older Versa platform and as such has all the baggage related to that.  A more recent example of this limitation is the Hyundai Ioniq, which was purpose built to be both a hybrid and EV.... in EV form, it too only has 110 miles of range like the Focus EV. 

    So, while yes companies can convert a gas-powered platform to EV, a purpose built EV will nearly always be better.  

    2 minutes ago, dfelt said:

    Watching to see how many BOLTS sell in the first 30-90 days and how it affects the Leaf, Focus EV, etc. will tend to tell how the market accepts these auto's. 

    I wonder how the Ioniq will do as their battery pack is half of the bolt. I just do not see anyone wanting to spend 30K on a 100 mile EV when you can get 238 miles in a 30K CUV.

    I won't be looking at initial sales volumes as GM has already said they will be doing a slow roll-out of the car.  What I'm interested in is how long those cars sit on the lots or if they are sold before the truck even brings them in. 

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    4 hours ago, Drew Dowdell said:

    EV buyers and hybrid buyers, for the moment, are a different breed of car buyer.   To you and I, the Bolt may not look very attractive (though I think it's probably the best looking of models that aren't Tesla)..  But when you look at cars like the Pruis, which not only looks terrible, but also has a terrible quality interior, and drives like utter crap.... EV and Hybrid buyers obviously don't care about these traits. They care about not using gasoline.  

    GM is the first to offer an EV that truly can be a family's primary car if needed, and at a relatively affordable price.  That's a pretty big deal. 

    Although the current Generation Prius is a gigantic leap forward in the styling and interior department.  Also, drives much better than previous generations.  Still...GM needs to work harder to market the Volt and the Bolt, methinks.

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    1 minute ago, A Horse With No Name said:

    Although the current Generation Prius is a gigantic leap forward in the styling and interior department.  Also, drives much better than previous generations.  Still...GM needs to work harder to market the Volt and the Bolt, methinks.

    Different strokes... I think the newest Prius is the ugliest in a long line of ugly. 

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    7 minutes ago, dfelt said:

    Watching to see how many BOLTS sell in the first 30-90 days and how it affects the Leaf, Focus EV, etc. will tend to tell how the market accepts these auto's. 

    I wonder how the Ioniq will do as their battery pack is half of the bolt. I just do not see anyone wanting to spend 30K on a 100 mile EV when you can get 238 miles in a 30K CUV.

    Pretty much this....the Bolt is an order of magnitude better than the Leaf, which has horrible crash test ratings, a short range, battery issues, and looks like a vacuum cleaner on wheels.

     

    Domestics are very good at taking an idea put forth by imports and taking it forward for the win.  Remember the Genesis 4 cyl Turbo coupe and how it was going to be the car of the century according to all of the automotive writers? In the mean time, Mustang has the ecoboost and Camaro has a Turbo 4.  Meanwhile, the Genesis coupe is DOA.

    1 minute ago, Drew Dowdell said:

    Different strokes... I think the newest Prius is the ugliest in a long line of ugly. 

    I actually kind of like it.  as one of my friends put it....something like a bunch of 1960's Citroen designers woudl do given LSD and a room full of Pokemon....in a good sort of way.

    9 minutes ago, Drew Dowdell said:

    One of the things I keep reading is that it is easier and cheaper to engineer a car to be an EV from the start rather than try to convert an existing gas-powered platform to EV.  I don't know how true it is, but it seems to make sense.  In the Bolt and the Teslas, the battery helps to provide torsional rigidity.  On a Focus EV or Spark EV, the battery doesn't really contribute to the rigidity, thus the overall weight of the car is higher than it could be.  Also on the Bolt and Telsa, the wheels can moved forward... on an EV built off a gasoline based platform, engineers have to make things fit hardpoints that aren't as ideal for an EV.   Even the Nissan LEAF is an extremely modified variant of the older Versa platform and as such has all the baggage related to that.  A more recent example of this limitation is the Hyundai Ioniq, which was purpose built to be both a hybrid and EV.... in EV form, it too only has 110 miles of range like the Focus EV. 

    So, while yes companies can convert a gas-powered platform to EV, a purpose built EV will nearly always be better.  

    I won't be looking at initial sales volumes as GM has already said they will be doing a slow roll-out of the car.  What I'm interested in is how long those cars sit on the lots or if they are sold before the truck even brings them in. 

    One can hope they sell.  I think given proper marketing, that can happen.  I also think being two or three years old with few issues will help their cause.  The VW scandal has left a lot of "green car" buyers high and dry, this car is coming out at a good time....

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    20 minutes ago, A Horse With No Name said:

    I actually kind of like it.  as one of my friends put it....something like a bunch of 1960's Citroen designers woudl do given LSD and a room full of Pokemon....in a good sort of way.

    That is at once the most accurate and horrifying description of the car I have heard to date. I may be stealing it if/when I review one.

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    Drew,

    If one were to just compare engineering and manufacturing costs for a Focus BEV to a Bolt, there would surely be a minor cost delta.  Focus platform costs however are spread out huge, where GM would have to carry and engineer and build an exclusive small car to fill the gas customer. So it’s the total costs that have to be tallied, obviously.

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    Just now, Drew Dowdell said:

    That is at once the accurate and horrifying description of the car I have heard to date. I may be stealing it if/when I review one.

    You are more than welcome to do so. I did get 76 MPG tooling around Columbus for an evening in said friends Prius. Fuelly has them at about a 55 MPG average, vs about 44-48 for the previous car.

    Still I am thinking of something performance oriented when I turn in the Jetta TDI. BRZ/FRS or the like.

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    I think there are a lot assumptions about buyers of both the Bolt and Tesla. That is the biggest hinderance as to understanding why or why not said car succeeds. If someone owns an expensive CUV/SUV and a Tesla, that doesn't mean anything other than the fact that one is for highway traveling while the other is perfectly suited to city and short range highway drives. Unless someone here has actually talked to these particular Tesla owners, it's pretty silly to assume anything else than what it's intended purpose is. 

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    13 minutes ago, Wings4Life said:

     

     

    Drew,

     

    If one were to just compare engineering and manufacturing costs for a Focus BEV to a Bolt, there would surely be a minor cost delta.  Focus platform costs however are spread out huge, where GM would have to carry and engineer and build an exclusive small car to fill the gas customer. So it’s the total costs that have to be tallied, obviously.

     

    Oh, I'm sure that the Focus EV cost less to develop than the Bolt... and its costs are spread over a broader sales base as well.

    However, I don't think Ford would have been able to produce a car with the room and range the Bolt has by using a gasoline powered platform. One only has to look at where the battery is mounted in the Focus EV for that.  It partially is in the trunk area and adds nothing to the platform strength, so that adds weight.   Because the battery can't be mounted under the Focus, in order to get a 238 mile range, Ford would have needed to stuff the doors and seats with batteries.... and then it becomes a race with weight... trying to get enough batteries in there to increase range while fighting against weight creep due to the increased number of batteries. 

    The Bolt is a lot more spacious inside than other cars with that exterior size.

     

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    4 minutes ago, Wings4Life said:

     

     

    Drew,

     

    If one were to just compare engineering and manufacturing costs for a Focus BEV to a Bolt, there would surely be a minor cost delta.  Focus platform costs however are spread out huge, where GM would have to carry and engineer and build an exclusive small car to fill the gas customer. So it’s the total costs that have to be tallied, obviously.

     

    The value is in having an established EV market and proven technology as a move to alternate proportion systems foes forward. Even though PC type computers are easy to use, something Apple established when they first came out....Apple still has a huge fanatical following.  IF GM plays this right....IF....they will have a huge loyal following for electrics.

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    53 minutes ago, Drew Dowdell said:

    Oh, I'm sure that the Focus EV cost less to develop than the Bolt... and its costs are spread over a broader sales base as well.

    However, I don't think Ford would have been able to produce a car with the room and range the Bolt has by using a gasoline powered platform. One only has to look at where the battery is mounted in the Focus EV for that.  It partially is in the trunk area and adds nothing to the platform strength, so that adds weight.   Because the battery can't be mounted under the Focus, in order to get a 238 mile range, Ford would have needed to stuff the doors and seats with batteries.... and then it becomes a race with weight... trying to get enough batteries in there to increase range while fighting against weight creep due to the increased number of batteries. 

    The Bolt is a lot more spacious inside than other cars with that exterior size.

     

    Space and packaging is an entirely different subject, and yes, it certainly favors the Bolt.

    55 minutes ago, A Horse With No Name said:

    The value is in having an established EV market and proven technology as a move to alternate proportion systems foes forward. Even though PC type computers are easy to use, something Apple established when they first came out....Apple still has a huge fanatical following.  IF GM plays this right....IF....they will have a huge loyal following for electrics.

    It's a bigger risk for GM for sure, but Ford must feel that at this time, the added reward is not worth the risk.  It's not like they have not done pretty well with electrification to this point, for years being second to only Toyota.

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    Space and packaging are key to the rest of the vehicle's abilities.  In the Bolt, they moved the front wheels further forward than would normally be possible on a front wheel drive car.  By packaging a flat battery carried under the car instead of in the trunk and former gas tank location, that certainly opens up more space.  By doing this, GM was able to make the Bolt larger inside than would normally be possible with a gas powered car.  That cuts down on weight and increases range.

    I think where we are getting off track is this;  I am saying that it is easier to make a purpose built EV of this size interior go 238 miles on a charge than it is to convert an existing gasoline platform.... if it's possible at all to do at all.  There have been a number of tries, and as of yet, not one has broken 110 mile EPA range. (Spark EV, Focus EV, Fiat 500e, Kia Soul EV, Hyundai Ioniq, Mercedes B-Class ED, Nissan LEAF, Smart ED, VW E-Golf).   The only vehicles to break the 110 mile EPA range are purpose built EVs like the Bolt and Teslas.  (it would be best for all involved, including Mitsubishi, if we just ignore Mitsubishi for now).

    Could Ford or any of these manufacturers build a version of a gas car that goes 238 miles?  Probably, but it would also mean converting a sedan into a 2-seater and filling the second row with batteries.

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      This information comes to us from Porsche's chairman Oliver Blume. Speaking with Drive.com.au, Blume says the model will be offered in various power outputs (something akin to other Porsche models like the 911 and Cayenne).
      "We're thinking of different options. There will be more than one model, with different levels of power." said Blume.
      Considering the Panamera begins at $85,000, we wouldn't be surprised if Porsche prices the Mission E around the $65 to $75,000 mark.
      Previously, Porsche has said the initial Mission E would have an output of 600 horsepower and a range of 300 miles. 
      Source: Drive.com.au
    • By William Maley
      Is the Honda Ridgeline a truck or not? Depends on to whom you ask this question. A truck person would say no since the Ridgeline isn’t a body-on-frame vehicle. Instead, it uses a unibody platform from the Honda Pilot. A consumer would say yes because it looks like a truck and has all the attributes you would find on one such as a bed. I spent some time in a Ridgeline over the holidays to see if I could figure out the answer.
      The previous Ridgeline looked like an auto show concept squared-off shape and missing the design cues you would expect on a truck such as a gap between the cab and bed. This put a lot of people off from looking at the Ridgeline. The new model looks more in line with the current crop of midsize trucks as Honda adopted the standard cab and bed design. This includes the gap between the bed and cab, although this is more of a design touch. Stick your hand in the gap and you’ll realize that both parts are connected (thanks unibody construction).
      The front end is where you’ll make your decision as to whether you like the Ridgeline or not. There is an imposing grille with a long chrome bar on top. A set of large headlights sits on either side of the grille. Other design items to take note of are the sculpted hood and front bumper. Personally, I found the front end to a bit over the top. Honda was trying to make the Ridgeline look tough and imposing, but the end result is a look that is trying too hard. 
      At least Honda got the Ridgeline’s bed right. Compared to the last model, Honda added four inches to the overall length of the bed (64 vs. 60 inches). This gives the Ridgeline the longest standard bed in the class. Unlike competitors, you cannot option a longer bed for the Ridgeline. Honda has also fitted some clever ideas for the Ridgeline’s bed. First is the in-bed trunk that offers 7.3 cubic feet of space where you can stow tools or luggage, giving the Ridgeline a significant edge in practicality than its competitors. Second is the dual-action tailgate which allows the tailgate to be opened downward or to the side.
      The recent crop of trucks have been stepping up their game when it comes to interiors and the Ridgeline is no different. The interior is borrowed from the Pilot crossover and brings forth an easy-to-understand control layout and high-quality materials. One item that wasn’t carried over from the Pilot was the push-button transmission selector. Instead, the Ridgeline sticks with a good-ole lever. Thank you, Honda.
      The Ridgeline proved to be a very comfortable pickup truck thanks to supportive leather seats, and power-adjustments for the driver. I took this truck to Northern Michigan and back during the holidays, and I never felt tired or had any soreness afterward. The back seat provides more than enough head and legroom for passengers. The bottom cushion of the back seat can also be folded up to provide a decent amount space for carrying larger items.
      Honda’s infotainment system in the Ridgeline has to be one of the most frustrating systems we have ever come across. The eight-inch system gets off on the wrong foot by using touch-sensitive controls for the volume and other functions that don’t always respond whenever pressed. At least you can use the steering wheel controls for a number of these functions. HondaLink needs a serious revamp in terms of its interface as trying to do simple things is very convoluted. For example, if I want to pick a podcast episode from my iPod, I have to jump through a number of menus to just to get to the listing of the specific show I want to listen to. You can avoid using HondaLink by plugging in your iPhone or Android phone and using CarPlay or Android Auto. 
      All Honda Ridgeline’s come with a 3.5L V6 producing 280 horsepower and 262 pound-feet of torque. This is paired up with a six-speed automatic. The base RT to the RTL-T has the choice of front or all-wheel drive. The RTL-E and Black Edition only come with all-wheel drive. No other V6 truck in the class can match the performance of the Ridgeline’s V6. Acceleration is strong whether you’re leaving a stoplight or making a pass. The run to 60 mph is said to take around 7 seconds, making this one quick midsize truck. The six-speed automatic delivers fast and smooth shifts.
      All-wheel drive Ridgelines like our tester come with Honda’s Intelligent Variable Torque Management system. This system quickly redistributes the amount of torque going to each wheel to improve handling and traction. AWD models also get the Intelligent Traction Management system which adjusts the settings of the powertrain to help you get through whatever terrain you find yourself in. We put these systems to the test by driving through an unplowed road with deep snow. The Ridgeline was able to make it through without breaking a sweat. That doesn’t make the Ridgeline a truck you want to take on an off-road trail as it only offers 7.9-inches of ground clearance and no low-range.
      The Ridgeline’s payload is towards the top the of class when compared with other midsize crew cab trucks. Front-wheel drive models can haul between 1,447 to 1,565 pounds in the bed. All-wheel drive models have a payload capacity of 1,499 to 1,584 pounds. For towing, the Ridgeline falls a bit short. Front-wheel drive models have a max tow rating of 3,500 lbs, while AWD models are slightly higher at 5,000 lbs. For most people, the Ridgeline will be enough to handle various towing needs. If you need a bit more, then the Chevrolet Colorado and GMC Canyon are ready to help.
      The EPA rates the Ridgeline AWD at 18 City/25 Highway/21 Combined. My average for the week landed at 23.6 mpg in a 60/40 mix of highway and city driving.
      Previously, we’ve considered GM’s midsize trucks as having the best ride in the class. The Honda Ridgeline now holds that honor. The unibody platform and four-wheel independent suspension setup give the Ridgeline a ride that is almost equal to a passenger sedan. Bumps and other imperfections are smoothed out. The Ridgeline is a decent handling truck as well. There isn’t much body roll and it feels stable when going into a corner. We do wish Honda would make the steering slightly heavier for the Ridgeline.
      The Honda Ridgeline may not meet the true definition of a pickup truck, but it is one in spirit. Yes, the unibody architecture does limit the capabilities of the Ridgeline as it cannot haul or tow heavy items. Nor can it go deep into the wilderness due to decisions made by Honda on the Ridgeline’s off-road capability. But it is in other areas that the Ridgeline begins to stand out such as the clever ideas in the bed, comfortable interior, and a ride that is more in tune with a regular car. They might not be the advantages you would expect in a truck, but they are something that Honda believes will bring in those interested in a pickup minus a lot of the issues that other models have. 
      To put it another way, the Honda Ridgeline is like Festivus from Seinfeld; they’re both for the rest of us.
      Disclaimer: Honda Provided the Ridgeline, Insurance, and One Tank of Gas
      Year: 2017
      Make: Honda
      Model: Ridgeline
      Trim: RTL-E
      Engine: 3.5L SOHC 24-valve i-VTEC V6
      Driveline: Six-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 280 @ 6,000
      Torque @ RPM: 262 @ 4700
      Fuel Economy: City/Highway/Combined - 18/25/21
      Curb Weight: 4,515 lbs
      Location of Manufacture: Lincoln, Alabama
      Base Price: $41,370
      As Tested Price: $42,270 (Includes $900.00 Destination Charge)
      Options: N/A

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