Odyssey gussies up for fashion-savvy families
BRIAN EARLY/FOR THE TORONTO STAR
The 2011 Odyssey's roof crush strength is 2.2 times stronger; side intrusion resistance 3.7 times greater. Paired with comprehensive standard safety equipment, Honda anticipates earning the highest ratings in crash testing.
LA JOLLA, CALIF.—It’s hard to know who’s right about the future of the large minivan market.
Some automakers, such as Ford, General Motors and, more recently, Hyundai, have pulled up stakes and abandoned the segment, apparently content to let crossovers fill that gap in their people-mover line-ups.
Kia (Hyundai’s sister company), on the other hand, is upgrading its Sedona, and both Toyota and Nissan have completely revamped their vans for 2011.
No news from Chrysler so far, although it’s widely expected that the 2011 Dodge Grand Caravan and Chrysler Town & Country will receive a version of the company’s new “Pentastar” V6 engine and some cosmetic touches.
It’s into this uncertainty that Honda introduces its latest generation of the Odyssey.
While still sharing elements of the previous van’s chassis architecture (including its 3000 mm wheelbase), the 2011 Odyssey represents more than a simple styling refresh, boasting a redesigned structure that’s stiffer, yet 12.5 kg lighter. Roof crush strength is 2.2 times stronger; side intrusion resistance 3.7 times greater. Paired with comprehensive standard safety equipment, Honda anticipates earning the highest ratings in crash testing.
None of that will matter to consumers if the vehicle’s not desirable, particularly when you’re positioned somewhat upmarket from value leaders such as the Grand Caravan. 2010 “Oddities” retail for $31,690, GC-vans start at just $27,445 — before Chrysler’s current aggressive incentives.
Honda’s goal was to make this new generation less a van and more “the ultimate family vehicle”, targeting the growing number of fashion-conscious Gen X and Y’ers who are having children of their own.
With large minivans being such a North American phenomenon, Honda’s U.S. operations were responsible for this redesign, under the lead of affable Chief Engineer Art St. Cyr.
Principal designer Catalin Matei, who was also responsible for the styling of the first-generation Acura MDX and the youth-oriented Element SC model, was tasked with making this new Odyssey both emotionally appealing and practical. Having owned Odysseys since their 1995 introduction, the father of three relished the opportunity. (The design team has owned at least 46 Odysseys between them.)
Inspired by the Piaggio 180 Avanti business aircraft, it’s surprising how much of Matei’s original design sketches remain in the final product, which is longer, wider, and lower than before.
Although there are elements of the MDX and Element SC in the crisp new front-end styling, the most apparent design feature is the “lightning bolt” beltline, with the third row’s window dipping several centimetres below the body-line.
As is often the case, pictures do not do it justice. From certain angles, the lightening bolt, the tapering roofline and the vertical aerodynamic spats on the tailgate conspire to make the rump appear a bit droopy.
That bolt serves a purpose though: rear-seat passengers, especially younger ones, will appreciate the improved sightlines and more spacious feeling in that row.
Moving the spare tire from the rear quarter panel back to its original location in the floor behind the front seats also greatly benefited rear seat width. Combined with 28 mm more legroom than before, this is an adult-friendly third row, notably roomier than a 2011 Sienna Limited on hand for comparison.
Odysseys can carry up to eight people, and there are five child seat LATCH positions (six tether anchors). Three adults or three child seats can fit in the second row, thanks to repositionable outboard seats.
Storage behind the third row swells to 1087 litres. Fold it into the floor (now a single-step operation) and remove the second row of seats and you can haul 4205 litres of stuff — 4x8-foot sheets of plywood or, with the removable centre console out, 10-foot lengths of lumber with the tailgate closed.
Roof racks, which were standard on all but base DX models before, are now a dealer accessory, sacrificed in the name of style, cost and wind noise.
As with the exterior, the interior is pretty true to its conceptual sketches. All of the expected comfort and convenience items are available, as well as some you might not expect, such as an optional cooled storage cubby, a 16.2-inch (41 cm) rear entertainment screen that can display two video sources at once, or a multi-view rear camera system.
Odysseys continue to be powered by a 3.5-litre V6, but all models now use Honda’s VCM variable cylinder shut-down system to improve fuel economy. Top Touring models use a new six-speed automatic, while all others carry a five-speed box. Fuel consumption drops by an average of 11 per cent, yet power is up slightly to 248 hp and 250 lb-ft of torque. Isn’t technology cool?
Much was made of the Odyssey’s dynamic behaviour and improved steering and braking performance, and while several pre-production units were provided for hot laps on an autocross course in the parking lot of Qualcomm Stadium in nearby San Diego, driving the Odyssey back-to-back on a road route with the Sienna was more telling.
The 18-hp-stronger Sienna felt quicker (although Honda’s specs say it’s not), but it allowed more ambient noise and road-surface texture into the cabin. Although hardly a penalty box, the Sienna was also noticeably louder under acceleration, and used relatively less-expensive-feeling materials in its cabin.
Honda believes the decline in minivan sales will soon level off to about 70,000 units per year, and expects to maintain its current annual Canadian sales of about 10,000 Odysseys with the new version, which goes on sale Oct. 22.
Efforts are being made to price the base LX model at “under $30K”, according to Honda Canada’s Ryan Kelly, manager of product planning, despite increased content levels on each of the four primary trim grades (LX, EX/EX-RES, EX-L and Touring). Kelly said U.S. models will have differing equipment levels — Canadian models will have more standard features. Our LX gets the U.S. EX’s upgraded QVGA multi-media display, and our Touring will be the equivalent of the U.S.-only Touring Elite.
Even so, with the Odyssey’s closest competitor, the Sienna, starting at $27,900 (add $1,000 for a V6), they’ll have to sharpen their pencils. With today’s savvy, yet fickle, consumers, being a benchmark product is no longer a guarantee of success.
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