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-   -   Honda Ridgeline MPG vs speed graph: fuel economy with & without cargo trailer (https://ecomodder.com/forum/showthread.php/honda-ridgeline-mpg-vs-speed-graph-fuel-economy-7552.html)

MetroMPG 03-21-2009 04:27 PM

Honda Ridgeline MPG vs speed graph: fuel economy with & without cargo trailer
 
Another one to add to the pile. My brother's 2007 Ridgeline that he uses for his HVAC business:

http://ecomodder.com/forum/images/gr...-ridgeline.gif

Note: the '07 Ridgeline is rated by the EPA at:

I'll post the full details later, but it's pretty close to the same conditions & test method as the Corolla speed vs. mpg graph.

The truck has a full hard tonneau, and I inflated the tires to max sidewall.

Edit: here are the raw figures:

Without the trailer:

Code:

W (mpg US) ... E (mpg US) ... Avg
 
29.2 ... 28.3 ... 28.75
28.0 ... 30.0 ... 29
24.7 ... 27.2 ... 25.95
27.2 ... 29.2 ... 28.2
24.8 ... 26.6 ... 25.7
22.4 ... 24.3 ... 23.35
20.4 ... 21.1 ... 20.75
19.7 ... 21.4 ... 20.55

With the trailer:

http://ecomodder.com/imgs/ridgeline-trailer.jpg

Code:

W (mpg US) ... E (mpg US) ... Avg
 22.5 ... 25.4 ... 23.95
21.8 ... 24.2 ... 23
17.6 ... 18.9 ... 18.25
12.9 ... 16.7 ... 14.8

Conditions, route & methodology:

Weather conditions: 29 Dec '08, 34 F / 1 C, wind SSE 9 kts, pressure 29.6 in.

Route: 2 lane highway, straight, dry & nearly level

Methodology:

Speed was set once per pair of bi-dir runs with cruise control, cancelled with the brake between runs. Truck was brought up to speed & leveled off before passing a "start" marker (road sign) where the ScanGauge (not calibrated against refuelling) was reset. Reading was taken after passing a "finish" marker and cruise was cancelled.

Traffic conditions: There was no traffic in my lane and very little in the oncoming lane. (More than a few runs were done with me being the only car on that stretch of road.) If anyone caught up & overtook me, or if I caught up to another car, I ditched that run and did it again to avoid aero interference.

---

See also ....


skyl4rk 03-21-2009 05:46 PM

Automatic?

bhazard 03-21-2009 05:55 PM

Arent they all?

MetroMPG 03-24-2009 10:23 AM

Yes, they're all automatics. I think it's a 4 speed/overdrive.

Here's the type of trailer used:

http://ecomodder.com/imgs/ridgeline-trailer.jpg

RidgelineRookie 04-09-2009 11:57 PM

Over 25mpg for a whole tank?
 
I don't have a tonneau and have to baby mine to break 20mpg.

What's the secret?

PaleMelanesian 04-10-2009 10:44 AM

My 04 Odyssey 3.5 V6 is a 5-speed auto. I'm almost positive this is the same.

My results match, especially the dip at 43 mph. The shift points are 10, 20, 30, and 45 mph. See that last one? It doesn't match. The 40-45 mph span is just painful as the engine revs but won't shift. I generally try to keep it below 40 or above 45. You can do a quick D-N-D shift and get it to shift sooner, down to about 42 mph.

MetroMPG 04-10-2009 05:57 PM

Ridgeline Rookie: I haven't driven the truck for a full tank, so I can't tell you what it's capable of.

Note that the figures in the graph are taken from bi-directional runs of about 1.6 km each way.

But I'd say you could easily beat 20 mpg for a highway tank, not even using any special driving techniques. You just have to keep the speed down.

MetroMPG 04-10-2009 06:19 PM

Quote:

Originally Posted by PaleMelanesian (Post 96904)
My 04 Odyssey 3.5 V6 is a 5-speed auto. I'm almost positive this is the same.

Same specs on the Ridgeline - 5-speed.

Quote:

My results match, especially the dip at 43 mph.
The truck will hold top gear below 43 after it has engaged, so I could have accelerated above 45, then dropped down to 43 (70 km/h) and that would have undoubtedly been the high point in the graph.

But I decided to do the runs straight up, no messin' around.

PaleMelanesian 04-10-2009 07:48 PM

Quote:

Originally Posted by MetroMPG (Post 96996)
The truck will hold top gear below 43 after it has engaged, so I could have accelerated above 45, then dropped down to 43 (70 km/h) and that would have undoubtedly been the high point in the graph.

But I decided to do the runs straight up, no messin' around.

Again, same behavior here. Doing the D-N-D shift makes it think it was already in 5th, and it'll drop right down and hold it. I use this all the time.

I agree with your decision to go straight up.

MetroMPG 04-10-2009 07:53 PM

How in the world did you figure out the D-N-D trick?

PaleMelanesian 04-10-2009 07:59 PM

I was coasting in neutral and found it when coming back to Drive.

MetroMPG 04-10-2009 08:15 PM

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.

PaleMelanesian 04-11-2009 04:17 PM

Quote:

Originally Posted by MetroMPG (Post 97019)
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.

slowmover 10-16-2009 07:22 PM

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.

slowmover 10-16-2009 09:13 PM

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)?

MetroMPG 10-16-2009 09:50 PM

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.

slowmover 10-16-2009 10:25 PM

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.

PaleMelanesian 04-05-2010 12:07 PM

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.

KamperBob 07-22-2010 01:11 PM

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. :)

Cheers
KB

MetroMPG 08-15-2011 09:59 AM

24 mpg round trip: Ridgeline with small trailer
 
2 Attachment(s)
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).

http://ecomodder.com/forum/attachmen...1&d=1313692408

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)! :D 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.

gone-ot 08-15-2011 11:29 AM

MetroMPG -- a "quick & dirty" empirical equation for estimating MPG vs. MPH is:

MPG = CONSTANT / MPH

...where: CONSTANT = (40mph*mpg + 50mph*mpg + 60mph*mpg)/3

...which is basically: CONSTANT = MPG MPH...a constant "product" equation.

slowmover 08-15-2011 12:50 PM

Pictures and scale weights lend insight. Guesstimates are hard to deal with for predictions among various trailers, loads, tow vehicles. The load in the tow vehicle "maybe" could have been moved to trailer and kept tow vehicle front end from rising.

MetroMPG 08-18-2011 02:36 PM

FYI, added a photo to post #20 of the Ridgeline + trailer from my weekend 24 mpg expedition.

And once I got into town, I swapped the trailer over to a more efficient hauler... :)

http://ecomodder.com/forum/attachmen...8&d=1313692420

Cobb 06-17-2012 10:24 PM

Thats disappointing. I had a Tacoma that managed 18mpg no matter what I did to it short of FASing. Towing it got 16mpg. I had hoped unloaded and driven in an eco manner the Ridgeline was able to do at least 30mpg. Guess I will stick with my suzuki sidelkick ljx. He gets 32mpg.


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