Honda Odyssey 2014 Review

The fifth-generation Honda Odyssey has landed in Australia, 20 years after the original was released to its Japanese home market.

Offered for the first time with a choice of eight (in the base-spec VTi) or seven (VTi-L) seats, the latest Odyssey also presents another first for the people mover: sliding, rather than hinged, rear side access doors.

Honda Australia director, Stephen Collins, made no secret of the eight-seater’s reason for being, citing the eight-seat corporate and fleet markets as important growth areas for the new car.

Interestingly, Collins suggested that the majority of potential Odyssey buyers are cross-shopping large SUVs, such as the Mazda CX-9 and Toyota Kluger, as well as the more traditional (and traditionally more expensive) Toyota Tarago.

Pricing as outlined previously, both VTi and VTi-L model grades are more expensive than comparable outgoing models. The VTi is now $38,990 (up $3890) plus on-roads, the VTi-L $47,620 – $4700 pricier than the Luxury model it replaces. This steps Odyssey closer to Toyota Tarago and Volkswagen Multivan, and away from Kia’s Grand Carnival and Hyundai i-Max; both of which outsold the previous-generation Odyssey.

Honda is keen to defend the increased price, citing the comprehensive upgrades that touch nearly every facet of the new car.

The latest model is substantially larger, particularly inside, than the previous model. According to Honda’s powertrain assistant large project leader, Takashi Shinchi, the concept “called for large vehicle head clearance with the roof-line of a medium SUV”.

The exterior length is up by only 30mm, however, the wheelbase is 70mm longer. Inside, knee room for second-row occupants grows 115mm, the third-row also benefits from an additional 35mm knee room and 90mm cabin width. Cabin height without sunroof is a substantial 1304mm, enabling people to walk through to the rear in the VTi-L grade (with its two individual second row seats).

Honda made much of the ultra-low floor design, which sits only 300mm above ground height (though actual exterior ground clearance is 150mm) and enabled the addition of sliding doors. These open out to 1230mm opening height and 750mm width, the low floor making access exceptional.

Another cool feature of the powered sliding doors (one on the passenger side in VTi; two in VTi-L, both with remote open capability via the key fob) is that they contain power windows where many competitors have a fixed window. VTi-L also gains retractable window shades.

The VTi’s eight-seat layout is flexible, with the third-row seats (split 40:20:40) able to be stored completely under-floor, allowing the second-row bench to be slid back even further. But it’s the seven-seat VTi-L that truly impresses. The second-row ‘captain’s chairs’ can slide laterally as well as longitudinally and feature fold-out ‘ottomon’-style footrests, offering the impression of being in business class.

That feeling is further advanced in either grade, with overhead, separate climate control for rear occupants (second-row for VTi; all three rows in VTi-L). It’s just a pity the ride can also feel like flight turbulence; more of which later.

In addition to the above, base Odyssey VTi sports 17-inch alloys, halogen headlights, cloth seat trim, steering wheel-mounted controls for cruise, Bluetooth, audio and voice control, 10 cup holders and two USB ports with iPad integration and a reversing camera shown on a 7.0-inch screen.

The VTi-L adds richly-scented leather trim with electrically-adjustable, heated front seats, LED headlights, keyless entry and start, blind spot monitor, a multi-view camera system which enables a 360-degree view around the car via four well-concealed cameras, cross traffic warning, auto dimming interior mirror, sunroof, courtesy lamps and third-row floor vents for the climate control. Smart parking capability enables VTi-L to assess a parking space for size, before steering the car in, enabling hands-free parallel parking.

The packaging options seem limitless, the changes to configuration intuitive and clearly marked, from hiding the rear-most seats to widening the gap between the captain’s chairs in the VTi-L.

The usual mix of active and passive safety features is naturally included on both variants, with curtain airbags extending to third-row occupants. Honda will submit Odyssey for ANCAP and anticipates a five-star rating.

Of more controversy was the satellite navigation system, which supposedly forms a key part of Honda’s much-spruiked ‘next-generation’ Display Audio system. With touchscreen functionality similar to a smartphone, enabling the user to pinch, point and scroll, there is an element of gimmicky familiarity to it. Via a dedicated Honda app for iPhone 5, Odyssey drivers can fully integrate their phone with their car. Unfortunately, at launch this link was not available to Android owners (“We anticipate a wait of two months,” said Collins.)

Although not made clear at the launch presentation, once underway we discovered that navigation – thought to be available as standard in both model grades – wasn’t part of the car’s software. A check of the media release revealed why: ‘The satellite navigation system is now housed on the smartphone’. Right now, no iPhone 5 means no satellite navigation.

Mechanically both vehicles share the 2.4-litre petrol engine with idle stop-start (ISS), producing 129kW and 225Nm transmitted via a new-age continuously variable transmission (CVT) with torque converter, which apparently combines the response benefits of a torque converter at low revs with the controlled efficiency of CVT.

The VTi returns 7.6L/100km on the combined cycle, the heavier VTi-L 7.8L/100km, though at launch both variants returned 9.1L/100km in motoring.com.au’s hands; close to the 8.9L/100km claim of the lighter (by around 120kg spec for spec) outgoing model. Of note is that this newly-designed engine is 3kW down on its predecessor, but has 7Nm more torque. A diesel wasn’t considered in Odyssey’s development, though Shinchi-san reveals that a hybrid is “already under consideration.”

We had the chance to sample both model grades at launch, though in driving terms they are essentially the same. Initial impressions are of a tall, relatively narrow body with comfortable ingress. Once behind the wheel the driving position is fine for a car of this type; the work the engineers have done on improving visibility via thinner rear pillars and flattened dash display paying off. The steering is light and easy, allowing rapid manoeuvrability and showing off the car’s quite incredible 5.4m turning radius.

Left to its own devices the new transmission performs unobtrusively, the torque converter doing a good job of masking the drone that afflicts many CVTs. Ask for wider throttle openings and the still torque-light motor zings into high revs and holds as you feel the CVT working to catch up with road speed. Thankfully, once settled the engine note fades, and you are left with only a faint rumble of tyres on coarser surfaces.

Where the Odyssey fails its brief is in its ride, which is jittery to the point of distraction over bumpy roads. On more than one occasion my backside lost contact with seat as larger bumps are taken in. This is perhaps explained by an old-fashioned torsion beam rear suspension, incorporated for packaging reasons.

On smoother roads Odyssey corners relatively flat; a result of the engineer’s focus on “passenger car-like handling”, according to Shinchi-san, but it cannot make up for the poor ride on less-than perfect roads, which is exacerbated in the rear cabin.

Honda expects to sell 160 Odysseys per month in Australia, split 50:50 across the model variants. Its incredible utility certainly gives it market appeal, but will people mover purchasers – especially those in the corporate segment, where Honda most wants to grow – accept the poor ride and controversial styling? Only time will tell.

2014 Honda Odyssey pricing and specifications:
Price: VTi: $38,990 (plus on-road costs); VTi-L $47,620 (plus on-road costs)
Engine: 2.4-litre four-cylinder petrol
Output: 129kW/225Nm
Transmission: Continuously variable
Fuel: 7.6L/100km (VTi, combined); 7.8L/100km (VTi-L, combined)
CO2: 178g/km (VTi, combined); 183g/km (VTi-L, combined)
Safety Rating: Not yet rated

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