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Old 04-10-2009, 08:59 PM   #11 (permalink)
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I was coasting in neutral and found it when coming back to Drive.

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Old 04-10-2009, 09:15 PM   #12 (permalink)
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Ah - of course.

What about the 120 km/h point on the graph - do you think that's representative, or a glitch in the numbers? It looks odd to me.
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Old 04-11-2009, 05:17 PM   #13 (permalink)
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Quote:
Originally Posted by MetroMPG View Post
What about the 120 km/h point on the graph - do you think that's representative, or a glitch in the numbers? It looks odd to me.
It looks odd to me as well.
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Old 10-16-2009, 08:22 PM   #14 (permalink)
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I appreciate the time and effort, this is an excellent thread. But, numbers are still needed for vehicle weight:

Vehicle, solo (full fuel, passenger & zero load)
Vehicle, solo, (as above, but with a representative work load)

Trailer, dead empty (plus tongue weight)
Trailer, loaded, (and again, tongue weight)

Gross of rig, with steer, drive and trailer axle represented separately (empty and loaded would be best).

What is the truck manufacturer weight requirement for a load-equalizing hitch to be installed (also called a weight distribution hitch)?

Even my 3/4T diesel requires one after 350-lbs on hitch receiver.
(Irrelevant that this is ignored in "real world"; there is a benefit to having it done correctly re economy and safety).

Scale numbers are the magic.

I recently completed a 300-mile drive with a 12'L 6'H trailer where the GCWR was between 12-13,000-lbs (truck in sig); 59 mph, varying light cross winds and traversed a major city. 19 mpg.

How do our rigs compare? Without weight numbers, it's hard to do. In other words, what was the fuel cost per mile, loaded? What is the maximum load possible? Etc.

Thanks for the numbers provided, I think that Ridgeline is a good vehicle where a trailer can carry the bulky stuff.
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Old 10-16-2009, 10:13 PM   #15 (permalink)
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I knew I had seen a discussion on the AIRSTREAM travel trailer forum, (airforums) about the capacity of the Ridgeline to handle a sub 20' travel trailer:

Best Weight Distribution set up for a Honda Ridgeline - Airstream Forums

The second is from the RIDGELINE OWNERS forum (some of the same folks from the above forum also posting):

http://www.ridgelineownersclub.com/f...ead.php?t=5647

It's apples and oranges until the all-important weight numbers (and, trailer frontal area) are factored.

Here's an example where the numbers are factored AND fuel mileage over a long period reported:

http://www.ridgelineownersclub.com/f...8&postcount=29

The question is now: what was the frontal area of that trailer, and how "aero" is it? Did the owner try to maximize the trailers efficiency (alignment, tire balance, etc)?
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2004.0 DODGE Ram QC/LB 2500 2WD/NV-5600 305/555 ISB. 7,940-lb. Stock. 200,000 miles/5000-hrs @ 40-mph average.
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11-cpm solo & 19-cpm towing; 21-mpg average past 54k-miles
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Last edited by slowmover; 10-16-2009 at 10:24 PM..
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Old 10-16-2009, 10:50 PM   #16 (permalink)
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Slowmover: I've dug up answers to some of your questions, posted below. The ones I didn't answer couldn't be easily found on Google...

Vehicle, solo (full fuel, passenger & zero load)
4504 curb weight; During the test there was me -150 lbs driver - and about 150 lbs worth of tools on board.

Vehicle, solo, (as above, but with a representative work load)
Not sure what you mean by "representative work load".

Trailer, dead empty (plus tongue weight)
1138 lbs, tongue weight not listed

Trailer, loaded, (and again, tongue weight)
Single 3500-lb axle configuration and 2990-lb GVWR

Gross of rig, with steer, drive and trailer axle represented separately (empty and loaded would be best).
Don't have that data for the Ridgeline

I think it's pretty clear that your vehicle would likely give the Ridgeline a run for its money in terms of fuel economy unloaded AND towing.
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Old 10-16-2009, 11:25 PM   #17 (permalink)
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I wouldn't presume to change mine for yours. I wasn't trying for -- but appear to have achieved -- oneupsmanship per our respective trucks. Sorry for leaving a different impression as I re-read that post. (I chose my truck based on highest economy configuration, bought used, and know how to drive after being a big truck driver. There are others who can get the same numbers, and some I hope to meet who can get better). The vehicle is the most important step. I'm always looking to place it in context. It won't last forever, and needs do change.

Published weights ARE NOT accurate, they are shipping values assigned to a class of vehicles where the individual units may vary widely according to options purchased and owner-installed equipment.

For a rule-of-thumb per ship weight, over the decades I have learned that adding 450# to account for options, driver and full fuel works whether one is speaking of small sedan or 1/2T pickup truck. Does that mean that the Ridgeline weighed 4,800-lbs dring testing; or is that a guesstimate? My 2001 Dodge 1/2T, heavily optioned, only weighed 5,200-lbs. I think I would in that case go with a truck with a 6' bed and slow-turning V8. It's gonna outlast the other with such a weight penalty (on the Honda). 5-600 hundred pounds on a gasoline truck/trucklet makes a real difference long-term.

Representative work load just meant: tools, supplies, and the equipment for a, what, residential install. A typical workday load. How much does the Ridgeline weigh on a normal day? Again, numbers derived from a scale.

Tongue weight can be derived at the scale, or, on a Google search there is a method using a bathroom scale and some props. Even with the trailer, published weight and actual scale weight make a difference.

It is rarely noted that even experienced drivers can accurately guess weights overall or per axle.

If the opportunity comes about to scale the rig in a couple of configurations I know I won't be the only one interested in the numbers. I'll certainly link-back for others I know as we all think well of the Ridgeline. The current impression is that it is "half of a truck" and there are those for whom that is ideal, thus the interest.

THanks for the response to my questions.
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2004.0 DODGE Ram QC/LB 2500 2WD/NV-5600 305/555 ISB. 7,940-lb. Stock. 200,000 miles/5000-hrs @ 40-mph average.
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11-cpm solo & 19-cpm towing; 21-mpg average past 54k-miles
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Old 04-05-2010, 01:07 PM   #18 (permalink)
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Some semi-relevant observations from my Odyssey this weekend. I took a highway trip 200 miles each way, and averaged 33 mpg round-trip (woohoo!).

~45 mph is the best speed for mpg.* I simply wasn't seeing that efficient plateau at 35 mph. I could be holding a 35 mpg segment, and a light would force me into lower speed mode. I tried holding 35 mph for a while, and the average would tick down, down, down until I popped it over the 5th-gear-lockup point at 45.

* dealing with hills and terrain, 55 is better. I can then keep it locked in 5th all the way up, while dropping down to 43 mph or so. Starting any slower would require a downshift somewhere on the way up the hill.
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Old 07-22-2010, 02:11 PM   #19 (permalink)
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PaleMelanesian, I think "lockup" was the key word. My first vehicle with TC lockup was an 86 3-spd Chevette. Normally 30-35 mpg highway until, after adding a tach and so being able to monitor the lock point, I found 40 mpg could be repeated. Ever since then all my automatics sported a tach! Now the ScanGauge is even better. It paid for itself Year 1 towing a camper. Now into Year 3 I'm just reaping bonus.

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Old 08-15-2011, 10:59 AM   #20 (permalink)
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24 mpg round trip: Ridgeline with small trailer

Borrowed the brother's Ridgeline again this weekend to pull a light trailer (not the same trailer used in the MPG vs MPH test, above).



Went about ~220 km (~125 mi) pulling a small, empty ~200 lb flat trailer one way, then loaded it up with ~400 lbs for the return trip. The trailer height (loaded) was lower than the height of the hard tonneau on the bed. 2 adults on board + about another ~400 lbs of tools & junk.

Managed 24 mpg (US) for the round trip... which had me groaning the whole way! Ack!

Single digit MPG acceleration is not for the faint of heart.

And this was under nearly ideal conditions: fine weather, no A/C, rural highways with max. posted speed limit of 80 km/h (50 mph). No, on second thought, about 60 km / ~35 miles of that was with the empty trailer going ~90-95 km/h (~55 mph) on a multi-lane freeway. Right lane, of course.

Major technique used was DWL (driving with load). Average speed for the whole trip (per the ScanGauge, including stops) was 39 mph.

I need to get a trailer hitch on my Firefly (or the Insight)! Either could have hauled this load and easily halved the fuel consumption. (I have a hitch on the electric car, but it's only good for around town hauling, obviously.)

I filled it up on our return ... and, while watching the numbers on the pump, felt sorry for people who drive vehicles like this if they don't really need to.

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