In some ways, the past two generations of the Honda Odyssey are still the darlings of people-carriers in Singapore. They offer all the roominess and plushness expected from an MPV, but with two distinctively unique characteristics that other MPVs lack – sleek looks and a sporty driving feel.
Well, Honda seems to have succumbed to MPV market pressures when it totally reconfigured the Odyssey (for the fourth time). It is no longer sleek, for sure, and it is not a sporty drive anymore. However, the truth of the matter is, the vast majority of MPV owners (and prospective buyers, too) are not terribly interested in the styling and the driving; they are more particular about the spaciousness, luxuriousness, refinement and overall convenience. And the current MPV design trend appears to be “high-roof” instead of “low-slung”.
The latest Odyssey is larger than its predecessor in every dimension, both on the outside and on the inside. Visually, the most obvious growth is in the height, which at 1695mm is a significant 150mm taller than the old model’s, and you don’t need to park it next to the previous Odyssey to notice the higher roofline of the newcomer. It’s still lower than rival MPVs, though, such as the Nissan Elgrand and Toyota Alphard.
Honda has made a commendable effort in changing the chassis, so that the gain in headroom was achieved while minimising the vehicle’s height increase. The key to this is an extremely low floor (just 300mm from road level), which greatly enhances the accessibility of the main passenger compartment. Occupants walk straight into the Odyssey, not step up into it like they would in a typical seven-seater. This might be a minor point for most people, but it’s a major factor for elderly folks.
For the first time, the Odyssey for Asia gets sliding rear doors. They are powered by electric motors and triggered by the exterior door handle if unlocked, or by the switches on the right side of the dashboard where only the driver can reach. In case you’re wondering, no, the doors cannot slide open if the switch is accidentally pressed while on the move, but you can drive off while either door is in the process of closing.
In EXV specification as tested here, the Odyssey’s second row is made up of two individual chairs, which come with a multitude of adjustments (including for the armrests) and incorporate a swing-up cushion for your calves. Each seat reclines, slides forward/backward and can even shift sideways towards each other. Separated, there is sufficient clearance in between to access the third row, which is the biggest surprise in the new Odyssey.
There is so much space back there for three adults, compared to the earlier Odysseys that can be quite a squeeze for third-row occupants. With the second row appropriately positioned along its rails, there is ample legroom for all five “sitting-room” occupants. Admittedly, the third-row bench has been set higher to accommodate the rear suspension below, thus marginally reducing headroom, but no adult is likely to complain about this.
The Odyssey’s boot has been dramatically expanded with the relocation of the spare wheel. Although not long enough for a large suitcase to lie flat, the cargo area is deep enough to stack several smaller suitcases. The spare wheel has found a new home – hidden under the floorboard just behind the two front seats. For a floor that is already so low, this is a neat bit of packaging. Unfortunately, if you do suffer a tyre puncture and need to deploy the space-saver spare, all 215/55 R17 of the flat tyre/wheel has to be stowed in the boot. 
Up in the front of the cabin, the passenger gets electric four-way adjustment, while the driver gets full eight-way powered adjustment that includes varying the height of his seat squab. A number of buttons and knobs on the steering wheel allow easy management of the multi-function display/trip-computer, audio system and cruise control. Ergonomically, the steering wheel switchgear and the instrument cluster get top marks in my book. Another top scorer is the standard of the interior’s fit-and-finish.
At the centre of the dashboard is an auxiliary touchscreen for the audio and air-con systems. It works perfectly when you touch the right symbol, but getting your index finger to zero-in on the specific “digital switch” when driving is difficult to perfect, because you need to look carefully at the panel and could miss the touch-point if the car goes over a rough patch on the road. Sometimes, there is just no substitute for good old knobs and buttons.
Odysseys have always been comfortable to drive and the new model is no different with its sensible, saloon-like driving position, great all-round visibility, relaxing seats and clear instruments. All these add up to alleviate motoring stress effectively.
There are other motoring-stress relievers on board the Odyssey. The “Blind Spot Information”, for instance, gives off an audible signal and flashes an orange illuminated symbol on the door mirror of the side in question if a vehicle is too close when you’ve indicated to switch lanes. The same “information” is provided if you attempt to merge into a lane that has a fast-approaching vehicle. Then, there is the “Smart Parking Assist System”, which evaluates the exact coordinates of the carpark lot you have selected and takes over command of the steering wheel. You still need to accelerate and brake, though, so while it is a smart system, it expects some level of driver intelligence.
Away from a carpark, the Odyssey feels bigger than before. Its suspension has been softened in the interest of ride pliancy, and the transmission is continuously variable (a CVT, in other words). The 2014 version of the 2.4-litre twin-camshaft VTEC 4-cylinder is as smooth as ever. On paper, it is marginally down on power (172bhp versus 180bhp), but up on torque (225Nm versus 215Nm). On the move, the new Honda’s performance actually feels very much like before. Granted, the workings of the CVT do take quite a bit of getting used to, but the engine manages to make the best of the transmission and deliver sufficiently decent acceleration.
While the ride comfort has clearly been enhanced, it’s at the expense of sharp handling. Compared to the old Odyssey, the steering is less immediate, the body rolls more noticeably and there’s a tendency to wallow over undulations. Yet, the new Odyssey barely understeers and remains resolutely surefooted in less-than-gentle driving circumstances. It may not be as sporty as before, but it is as safe and user-friendly as it gets.
In conclusion, the 2014 Odyssey obviously departs from the character of its last two predecessors. Nonetheless, we have no doubt it’’ll win many friends on its MPV space quest (it already garnered over 90 bookings at press time), because it’s a high-quality Japanese product with equally high levels of roominess, luxury and technology.
SPECIFICATIONS
DRIVETRAIN
TYPE Inline-4, 16-valves
CAPACITY 2356cc
BORE X STROKE 87mm x 99.1mm
COMPRESSION RATIO 10.1:1
MAX POWER 172bhp at 6200rpm
MAX TORQUE 225Nm at 4000rpm
POWER TO WEIGHT 92.7bhp per tonne
GEARBOX CVT
DRIVEN WHEELS Front
PERFORMANCE
0-100KM/H 11.5 seconds
TOP SPEED 196km/h
CONSUMPTION 12.7km/L (combined)
CO2 EMISSION 187g/km
SUSPENSION
FRONT MacPherson struts, coil springs
REAR Torsion beams, coil springs
BRAKES
FRONT / REAR Ventilated discs / Discs
TYRES
TYPE Yokohama BluEarth A34
SIZE 215/55 R17
SAFETY
AIRBAGS 6
TRACTION CONTROL ABS with VSA
MEASUREMENTS
LENGTH 4830mm
WIDTH 1820mm
HEIGHT 1695mm
WHEELBASE 2900mm
KERB WEIGHT 1855kg
TURNING CIRCLE 10.8m
BUYING IT
PRICE INCL. COE $198,900 (no CEVS rebate/surcharge)
WARRANTY 5 years/unlimited km
WE SAY
+ Easy to board or debus, pampers a family of seven all the way, built to last
– More “vansome” than handsome now, less enjoyable to drive than before
