2023 Honda Ridgeline vs 2024 GMC Sierra 1500

The 2023 Honda Ridgeline, with a facelift from a few years back, now boasts a rugged, bolder presence. Honda redesigned the front end, introduced larger dual exhaust outlets, and added aggressive tread tires. These changes updated its appearance, aligning more with the tough-guy aesthetics typical of trucks. However, their optional Honda Performance Development (HPD) packages with oversized fender flares met with mixed reviews, often being deemed a touch exaggerated.

Available in Sport, RTL, RTL-E, and Black Edition trims, all versions of the Ridgeline were powered by a robust V6 engine, paired with a nine-speed automatic transmission and torque-vectoring AWD. The Black Edition, although named so, could also be found in white and gray. Prices ranged from $38,800 to $46,230, excluding a $1,345 destination charge. Our Black Edition’s sticker price climbed to $49,866 due to extra-cost paint and accessory wheels.

In comparing it to competitor models like the Toyota Tacoma, the Ridgeline stood out for its refined qualities rooted in its shared architecture with the Passport crossover SUV. From the B-pillars forward, it closely mirrored the Passport, both inside and out. This shared DNA was a boon, not a bane—it offered a more sophisticated and luxurious feel. The Ridgeline’s leather-lined interior exuded quality, practicality, and comfort, despite being reminiscent of designs dating back to the 2016 Honda Pilot. It still managed to appear more modern and upscale than many of its contemporaries.

The 2024 GMC Sierra 1500 had maintained its stance from the 2019 model year but continued to undergo refinements. Changes were minimal, and available trims included Pro, SLE, Elevation, SLT, AT4, AT4X, Denali, and Denali Ultimate. Catering to diverse needs, the Pro trim targeted commercial fleets, while AT4 and AT4X focused on off-road capabilities and Denali and Denali Ultimate doubled down on luxury.

Aesthetically, the Sierra 1500 embraced a bold, imposing style. Its prominent hood and wide grille were distinctive features that made parking a bit challenging, an issue mitigated by the front-view camera in the Denali Ultimate’s 360-degree system. While the Pro model kept things basic with a black grille and painted 17-inch wheels, higher trims enjoyed the luxury of large chrome grilles, 22-inch wheels, and power running boards. The interior design, described as blocky, lacked creativity, and even the Denali Ultimate’s materials didn’t scream premium—more akin to an '80s Oldsmobile. Still, the Sierra compensated by offering a plethora of comfort features, setting a high bar for occupant ease.

The 2023 Honda Ridgeline shared its platform with the Acura MDX and Honda Pilot, MDX, Odyssey, and Passport, but adapted this for pickup duties. Under the hood, a 3.5-liter V6 engine delivered 280 horsepower and 262 lb-ft of torque, paired with a nine-speed automatic transmission and a sophisticated torque-vectoring AWD system, which could send up to 70% of power to a single rear wheel. This setup endowed the Ridgeline with refined on-road dynamics.

The Ridgeline could handle a modest 1,583-pound payload and tow up to 5,000 pounds, limited by its unibody construction compared to traditional body-on-frame trucks. Essential figures included a rather low ground clearance of 7.6 inches, impairing its hardcore off-road potential; it managed light off-roading but wasn't built for serious adventures.

On city roads, highways, and even twisty mountain roads, the Ridgeline gave an SUV-like ride, showing agility uncommon in trucks. It achieved a fuel efficiency of 22.6 mpg on a road trip from LA to San Francisco, falling neatly between its EPA estimates of 21 mpg combined and 24 mpg highway. These stats were among the best for midsize pickups with V6 engines. However, other powertrains, like diesel or turbocharged four-cylinders, might outdo it in fuel economy.

The Sierra 1500 came with various powertrains to tailor-fit different needs. The base model featured a 2.7-liter turbocharged four-cylinder engine named TurboMax, providing 310 horsepower and a muscular 430 lb-ft of torque, paired with an eight-speed automatic transmission with RWD or 4WD.

Two V8 options—the 5.3-liter V8 with 355 hp and 383 lb-ft torque and the 6.2-liter V8 with 420 hp and 460 lb-ft torque—both featured Dynamic Fuel Management cylinder deactivation and used a 10-speed automatic transmission. The 5.3-liter was available in both RWD and AWD, while the 6.2-liter was 4WD only.

Additionally, a 3.0-liter Duramax turbodiesel inline-six engine was noteworthy for its 305 hp and impressive 495 lb-ft torque, coupled with a 10-speed automatic transmission. This diesel engine, now standard on AT4 and AT4X models, was particularly suitable for towing, offering a smooth, linear power delivery.

Handling wise, the Sierra felt expectedly like a body-on-frame pickup, with the Denali Ultimate model providing a comfortable, quiet cabin ride without matching the luxury of a car or SUV. Off-road variants like the AT4 and AT4X included enhancements like a 2-inch lift, Rancho monotube shocks, Multimatic DSSV dampers, and body accessories from American Expedition Vehicles on the AEV Edition for enhanced off-road prowess.

The 2023 Honda Ridgeline excelled in daily practicality. The cab borrowed elements from the Honda Passport, making it accessible and offering exceptional comfort and utility, though rugged off-roading lagged behind. The interior was filled with functional touches, such as shelves carved into door panels, a storage console, and heated seats.

The rear legroom was less generous than the Passport's, but the high bench seat position and additional storage options compensated for this. A key highlight was the 64-inch cargo bed featuring a dual-action tailgate and a flat composite floor with tie-down cleats and a lockable, weatherproof 7.3 cubic-foot trunk with a drain plug.

Overall cargo volume totaled 33.9 cubic feet, and payload capacity was 1,583 pounds, showcasing the Ridgeline's emphasis on utility and daily usability rather than raw power and off-road capability.

GMC offered the Sierra 1500 with multiple cab and bed-length configurations. Basic regular cab options had either a 6.6-foot or an 8.1-foot bed. The double cab came with a standard 6.6-foot bed, while crew cabs could be paired with either a 5.7-foot short bed or the standard bed.

Comparatively, the Sierra 1500's cab provided more head and legroom in the front than competitors like Ford F-150 or Ram 1500. While spacious, the rear seats' angle posed less comfort for long journeys. The Multi-Pro tailgate available on SLE and higher trims provided six configurations for various utility needs.

Payload capacity ranged from 2,240 pounds with the four-cylinder or 5.3-liter V8 engines. Towing capacity varied from 9,200 pounds for 4WD turbo-four models up to 13,200 pounds for diesel trucks with RWD.

The Honda Ridgeline had aged technology due to its mid-2010s origins. Standard features included wired Apple CarPlay and Android Auto and basic HondaLink services with satellite radio available on most trims. Higher trims, RTL-E and Black Edition, added a navigation system, premium sound system, and wireless smartphone charging.

Users experienced a lag in infotainment system loading and voice recognition responses, with an 8-inch touchscreen that felt small and outdated. Although it required acclimation due to limitations like lack of a tuning knob or inability to manually tune stations easily, the layout remained user-friendly with practical controls.

A few pesky issues included an unreliable wireless charging pad and non-intuitive voice-activated navigation. Overall, the Ridgeline awaited a comprehensive technology refresh.

Base Pro models of the Sierra 1500 featured a standard 7-inch touchscreen with basic smartphone connectivity, while SLE and higher trims boasted a 12.3-inch digital instrument cluster and a 13.4-inch touchscreen. These higher trims also included wireless Apple CarPlay and Android Auto alongside built-in Google features.

The larger touchscreen provided a seamless user experience, fitting well with the Sierra’s massive cabin. Functions were easy to access, requiring minimal taps, and supplemented with analog controls for critical functions like audio volume and climate adjustments.

GMC’s integration with Google apps offered a balanced experience, allowing users to leverage Android and Apple ecosystems effectively. The 13.4-inch touchscreen provided clear, large icons for easy navigation and usage.

The Ridgeline’s safety technology lagged behind modern standards, particularly due to older driver assistance systems. Standard features under Honda Sensing included adaptive cruise control, forward collision warning, automatic emergency braking, road departure mitigation, and lane-keeping and lane-centering assist. However, blind-spot and rear cross-traffic alert were available only from the RTL trim upwards.

Despite room for improvement, the Ridgeline performed well in safety evaluations. The IIHS rated it highly across most crash tests, with headlights being the notable exception. NHTSA awarded it top marks in all evaluations except for a four-star rollover resistance rating.

The Sierra 1500’s safety performance had its ups and downs. In IIHS testing, it garnered top "Good" scores in several areas but scored a “Marginal” in the passenger-side small overlap crash test, indicating room for improvement. NHTSA assessments were more favorable, with five-star overall and side-crash ratings, but four stars in rollover and frontal crash tests.

The Sierra came equipped with a satisfactory suite of standard safety features, including automatic emergency braking, forward collision warning, lane-keep assist, lane-departure warning, and rear-seat reminder. Optional features ranged from adaptive cruise control to Super Cruise, GM's advanced hands-free driving system, which worked impressively in maintaining lane discipline and providing smooth driving assistance.