The first comment that Yutaka Fujiwara made about Honda’s 2005 Odyssey during its Canadian introduction in Banff, Alta., was that he had “changed a few things.”
Fujiwara, Honda’s large project leader, is the first Japanese person I have met who has mastered the English understatement. What he should have said is that not only has Honda set the benchmark for other vans, but there is also enough new technology to keep an engineer grinning for weeks.
The Odyssey is the first vehicle to use Honda’s global light truck platform, which has the frame built into the unibody construction. This concept isn’t new, but the execution is. Honda engineers have designed a frame with energy-absorbing modules, to meet or exceed government crash standards.
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Torsional rigidity, or twisting, and chassis flex have been greatly reduced, which provides a stable platform to hang the new front and rear suspension sub-frames.
Up front, the suspension is MacPherson strut with an improved on-centre feel, even though tire size has increased from 225/60R16 to 235/60R16. At the rear, shocks are now mounted vertically and the lower modified A-frame in this fully independent suspension has bushings with increased compliance to remove the last vestiges of rear wheel shimmy and improve contact with the road.
While on the subject of bushings, the engine mounting bushings have gone high tech. A new mounting system anticipates engine vibrations by monitoring the engine and activating changes that nullify the vibration. This system is used in the new iVTEC engine found in the top-of-the-line touring model.
Two V-6 engines are available in the new Odyssey, both rated at 255 horsepower and 250 pound feet of torque. This is an improvement of 15 hp and eight pound feet of torque over the previous engine. The differences between the two are in fuel economy. The regular VTEC engine is about five percent better than previous models and the intelligent or iVTEC used in the top-of-the-line models has an improvement of about 12 percent over the previous model.
To get such an improvement, the iVTEC engine uses “variable cylinder management,” which shuts down three cylinders when the engine is under light load.
The method Honda has chosen for activation is hydraulic. Oil pressure slides a pin in or out of the intake and exhaust rocker arms in an extension of the VTEC system. But now, the system pushes the pin a bit further and disconnects the valves so they don’t open and close. Fuel is shut off to these cylinders.
Aside from a light on the dash telling you the system has gone to three-cylinder mode, you don’t notice a thing, except when you fill up at the pumps.
Inside are the standard items found in top-line vans. The rear hatch is power operated, both side doors can be power operated and the rear seat folds into the floor. Cargo space is well thought out with cargo netting available, as well as hooks in the seat backs for grocery bags.
Seating positions may not have the same innovations as competitors, but there is versatility with comfort.
When asked why the second row seats did not fold into the floor, Fujiwara said, “if we did that, they would not be as comfortable.”
Instead, Honda developed a folding second row middle seat. This seat, along with the 60-40 split seat unit in the third row, means you can have a variety of seating combinations and carry odd-sized cargo.
Most importantly, Honda has used technology to improve the driving experience. My time behind the wheel of the new Touring model and the EX with leather found a van that is more comfortable to be in, much quieter and more sports car-like in the precision of its handling.
My first stint was on a four-lane divided highway with little traffic. Pushing speed to the limit of reason and ability and at times beyond, the Odyssey never put a wheel wrong.
I took the exit ramp at a speed guaranteed to make most passengers give me a smack on the head. The van gave off a bit of body roll, hit a couple of bumps, stayed on my chosen cornering line and surprised me considerably with its ability.
Drive number two was on a winding two-lane road where I had plenty of corners and limited passing opportunities. This necessitated a fairly aggressive driving style with plenty of passing gear use. Again the Odyssey came through with flying colours.
Exposure to gravel roads was minimal, but I can’t see handling deteriorating just because of a surface change.
What I can see happening is that overconfidence in the van will make for a few interesting moments on some of the curves we normally have on gravel roads.
The 2005 Odyssey vans will be available at Honda dealers on Oct. 4. Honda Canada has said that there shouldn’t be much change in price, with a base in the low $30,000 range and the top line Touring model in the mid to upper $40,000 range.
Charles Renny is a freelance automotive columnist and a member of the Automobile Journalists Association of Canada. The opinions expressed in this column are the personal views of the writer.
