The Japanese Odyssey remains about the same size as its predecessor. Odyssey's third-row seat stores neatly under the floor. The automatic-transmission selector lever resides on the Odyssey's extended dashboard. The Odyssey features all-independent suspension by unequal length upper and lower arms.

Honda's original Odyssey compact minivan, launched in late 1994, was just the right size, shape, and ambience for the Japanese. Its acceptance in the U.S. market was at best lukewarm, mainly because of its smaller-than-normal size and (perhaps) conventional doors. These apparent shortcomings prompted Honda to develop and launch the second-generation Odyssey in North America (and imported to Japan as LaGreat to differentiate from the compact one), which is a proper minivansize vehicle.

Across the Pacific, these very features endeared the vehicle to the Japanese, who recognized it as a "car" rather than a truck. Most of Japanese minivans had been derivatives of commercial one-box models with the powertrain under the front seat and rear sliding doors. The first-generation Odyssey was an overnight success, bringing much- needed cash to Honda's dwindling coffers. Some still credit the Odyssey for Honda's "revival" in its homeland, to borrow the term from another source. Toyota, Nissan, and Mitsubishi did not sit idly watching Odysseys sell like proverbial hot cakes and quickly launched their own.

Now the second-generation Japanese Odyssey has arrived, and it is like the child's game "spot-the-difference." It is the same size and has the same door configuration and very similar styling, although the vehicle may justifiably be described as all new.

The new vehicle is based on the largest of the new-generation Accord platforms, which serves the U.S.

Accord, Acura TL, and the Japanese Avancier crossover car/wagon. The vehicle is 4770 mm (188 in) long on a 2830-mm (111-in) wheelbase, 1795 mm (71 in) wide, and 1630 mm (64 in) tall. Its aerodynamics have been improved from the previous 0.40 Cd to 0.33. It seats up to seven people, with the third-row seat benefiting from more efficient packaging. The third row also disappears into the floor, creating a slightly raised but flat cargo space. Gone, too, from the cabin is the spare wheel, which now sits under the stored third seat. The fuel tank is placed under the second-row seat and holds 65 L (17 gal).

As in the U.S. Accord range, two engine types are offered. The F23A is a SOHC, 24-valve displacing 2.3 L with VTEC variable intake valve timing/lift system and PGM-FI sequential port injection. The engine produces 110 kW (147 hp) at 5800 rpm and 206 N•m (152 lb•ft) at 4800 rpm. This engine is combined with an electronically controlled four-speed automatic. The shift quadrant and lever are placed on an extended shelf of the instrument panel to provide walk-through facility. The automatic may be manually shifted with the lever moved to the +/- gate.

Upper models are powered by the Ohio-produced J30A SOHC 24-valve, intake-VTEC 3.0-L V6 producing 154 kW (206 hp) at 5800 rpm and 270 N•m (153 lb•ft) at 5000 rpm.

This engine is mated to the new electronically controlled five-speed Hondamatic, which was introduced in the Japanese Avancier car. The five-speed automatic's control has an additional button, which holds the first gear for really slow or tough going.

Why not the five-speed unit for the I4? Because all Honda I4s still turn counter-clockwise, and the V6s clockwise; therefore, they are specific unto themselves. President Hiroyuki Yoshino of Honda announced at the recent NAIAS Detroit Auto Show that his company would soon start updating its I4s, which will turn clockwise.

Both I4 and V6 Odysseys are now available in front- and all-wheel-drive configurations. The latter employs Honda's dual-pump torque split/transfer system, which is an on-demand type transferring driving torque to the rear wheels when needed.

The front suspension is by the Accord's double-wishbone system with a high-mount upper arm. The powertrain and suspension are mounted on a sturdy subframe, which is attached to the body via rubber mounts. The rear suspension is also a double-wishbone type with five links on either side. Coil springs and shock absorbers are separately mounted to lower suspension height. The rear suspension-carrying subframe is rigidly bolted onto the chassis, a departure from the U.S. V6 Accord practice.

The U.S. Odyssey development team's goal was to create a "carpool-lane express." The objective for its Japanese counterpart must have been a sports sedan disguised in a minivan shell. Its handling is crisp, the oversize brakes, courtesy of the Legend/Acura RL, providing powerful retardation, while the vehicle's ride is definitely on the firm side. The development team must have spent countless hours on the "mini-Nurburgring" section of the Takasu Proving Ground. This is no ordinary soccer mom's kid-hauler.

Jack Yamaguchi

AEI March 2000