Buying a used Honda Odyssey (1995-09)

Peoplemover vans rank as the most significant ‘grudge’ purchases in the automotive world.

MOVING PEOPLE
Buyers entering the market for multi-passenger transport usually do so with gritted teeth and a desire to be buying something entirely different. From the outset, Honda’s intention was to alter that attitude by building a passenger van with stylish looks and car-like handling.

Awards in markets across the world confirmed that Honda had done its job well and continually responded to changing buyer expectations.

Success in North America was crucial and in the world’s major ‘mini-van’ market the Odyssey was received so well that Honda established a factory to produce left-hand drive versions. Since 1995 more than three million Odysseys have been built, including almost two million for the USA market and over 500,000 from Honda’s plant in China.

Early Australian versions were lauded for their large doors and low floors that provided easy access to and between the three rows of seats.
Dual-wishbone suspension delivered car-like handling and all-disc brakes with ABS were standard. The package also included dual air-bags and climate-control air-conditioning. Honda’s introductory price was $44,800 but in 1997 that was reduced to $42,500.

The only major flaw in the Odyssey design was six-seat accommodation where rival models provided space for seven. This shortfall was quickly addressed and from March 1996 Honda offered a seven-passenger version for only $700 more than the six-seater.  

Performance with the 110kW Accord engine was leisurely and it would be three years before Honda introduced an Odyssey with power to match its size and excellent dynamics.

The V6L released in March 2000 boosted output by 44kW and introduced a slick five-speed automatic transmission that was exclusive to the six cylinder version.

‘L’ didn’t stand for ‘Luxury’ or even ‘Long-Wheelbase’.  It was Honda shorthand for ‘Low Emission Vehicle’ and reflected the V6 engine’s 50 per cent larger catalytic convertor and improved combustion via an altered inlet manifold and engine management system.

With 154kW of power the V6 Odyssey stood alone in delivering peoplemover performance; its 4.6 second time for 80-110km/h overtaking increment more than two seconds better than Mazda’s 3.0-litre MPV or the 3.3-litre Chrysler Voyager.

Arrival of the L model delivered a brief boost to flagging Odyssey sales but the big Honda was still seen as too expensive. During 2003, sales figures fell to an all-time low of just 566 units.

Honda’s response was to discontinue the V6 Odyssey and slash pricing for the entry-level model by a massive $7000.

From June 2004, Australian buyers were offered a $38,790 Odyssey with cloth seats, climate-control air-con and dual air-bags. A new Luxury model came with leather seat trim, electric seat adjustment, front seat heating, a six-stack CD system and power sun-roof. The Luxury was priced at $45,290 which was $700 less than the 2.4-litre base model it replaced.

Luxury versions also delivered added occupant crash safety with curtain air-bags protecting each row of seats but lost out in a more basic area of protection by providing only a lap belt for the middle row’s centre occupant.

Sadly for buyers who loved the punchy 3.0-litre V6, post-2004 Odysseys came only with a 2.4-litre, 16-valve four-cylinder that produced 118kW. The four-speed automatic was gone as well; replaced across the range by the five-speed automatic.  

A minor but significant restyle delivered a roof-line that cut overall height by 80mm without affecting interior head-room. The wheelbase was unchanged but the new Odyssey was 65mm shorter, due primarily to a smoothed nose and less obtrusive front bumper.

The price realignment worked a treat for Honda, with sales climbing beyond 3500 units during 2005.

A further styling revamp in July 2006 brought a new grille and headlamp clusters, revised tail-lights and mirror-mounted indicator repeaters. Inside the music system was upgraded with MP3 compatibility and seat trim improvements.  

The steering wheel has limited adjustment but should be comfortable for most drivers. Early versions had a column-mounted gear-lever but the console shifter used by five-speed versions is preferable.  Rear vision is good for a vehicle of this size.

The short final-drive ratio that helped V6 versions deliver class-leading acceleration did minimal harm to fuel economy. At 100km/h the 3.0-litre engine was turning at just 2400rpm and consumption averaged 10-5-11.9L/100km.

Four-cylinder Odysseys are fine in urban and freeway running but their power and torque deficiencies become apparent when laden with passengers and facing some hilly terrain.

Maintaining momentum means keeping the engine working in the 4000-5000rpm range where torque delivery is at its fattest. With the five-speed ‘S-matic’ sequential shifter this is no chore and can even be enjoyable but the four-speed with its column shift is more difficult to manage.

Ride quality that draws on a long wheelbase and sophisticated independent suspension is excellent and body-roll well damped for a relatively high and heavy vehicle. Post-2004 models offer a tighter 10.8 metre turning circle which makes them a little easier to squeeze into tight car-park spots.

The major criticism of pre-2009 Odysseys comes from people who need to accommodate young children in car seats. The middle row is the safest and most convenient spot for front or rear-facing seats but the restraint mounting points are above the rearmost row and belts run directly in front of anyone using that seat.

Positioning junior in the back row allows unrestricted use of the middle seats but makes young passengers far less accessible in an emergency. Logic says that Honda should have installed two rows of restraint mounts; however this didn’t happen until 2009 when individual anchor points were provided.  

Luggage space with all seats occupied is minimal and some owners opt for a roof-mounted ‘hutch’ to provide extra storage room. These are difficult to load and generate wind resistance so expect some affect on fuel consumption.

CHECK POINTS
>> Honda engines require scrupulous servicing and correct oil grades to prevent expensive damage to the valvetrain and camshafts. Ensure that any car you consider comes with a complete service record and be wary of upper-engine clatter at start-up or any sign of oil sludge under the filler cap.
>> Check that all seats (especially those that fold and adjust electrically) move freely and that the rearmost row locks properly into position when stowed.
>> Ignition switch faults prompted two separate recalls of 1997-98 and 2001-02 Odyssey models and some later models suffered airbag sensor problems. All should by now be rectified.
>> The low-slung Honda is vulnerable to under-body damage so check the lower edge of the front bumper, sills and exhaust system.
>> Soft or broken engine mounts can cause clunks and vibration under acceleration. More serious is reluctance to engage lower gears or slip under acceleration that can generate major transmission rebuild costs.