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The Spokesman-Review Newspaper
Spokane, Washington  Est. May 19, 1883

This Odyssey delights at every turn

Don Adair Marketing Department Correspondent

Minivan-driving soccer moms have been taking it in the metaphorical shorts for some time now.

Their woes began the day the cultural mind declared the minivan outré, which is to say not sexy.

Those vans were full of evidence to the contrary, of course, but no matter; SUVs had arrived, in their high-riding, body-clad glory and the minivan was history.

But not so fast: the tables may have been turned.

After all, with gas prices approaching mid-$2 levels and road-trip time closing in, what could be sexier than a fuel-efficient minivan?

One, say, that offers all the sybaritic comfort a modern mom expects, safety measures galore to protect the offspring and, three cylinders that shut down at cruising speeds.

The Honda Odyssey is widely considered best of the breed for its spacious interior, impressive crash-test scores and primo build quality, as well as for its heritage of innovation.

Traditionally, that innovation has been expended most obviously on such features as disappearing seats and foldaway seat-side tables.

Now, it extends into the engine compartment, where the already-slick, 3.5-liter V-6 power plant is fitted with a technology Honda calls Variable Cylinder Management (VCM). At cruising speeds, three of its cylinders are deactivated to increase fuel efficiency.

To date, the technology is available only on the up-level, leather-lined EX-L ($31,010, including destination) and Touring ($35,210) models.

VCM doesn’t produce anything like the numbers of a hybrid, but in town it’s rated at 20 mpg (vs. 19) and on the highway it’s good for 28 mpg (vs. 25) and at $2.30 per, that additional 3 miles add up quickly on the long drive to grandma’s place.

It works seamlessly, too, requiring no driver intervention, and, thanks to new electronically controlled, liquid-filled hydraulic motor mounts, produces no vibration that reaches the cabin.

The ‘05 makes more power than the previous generation — horsepower jumps from 240 to 255 and torque is up by eight pound-feet to 250 at 5,000 rpm — and interior space is up, too, despite a minimal increase in exterior dimensions (it’s now 1.5 inches wider). The major beneficiaries are occupants of the third row, who get an extra 2 inches of legroom.

Honda designers moved the spare tire from its former position under the floor, opening up a space under the vehicle. Engineers promptly filled it on all but the base model ($25,710) with a revolving Lazy Susan storage compartment just ahead of the second row of seats.

Also available is a new “PlusOne” seat, a small seat that fits between the second-row captains’ chairs to provide eight-passenger seating. When not in use, it can be made to disappear into the Lazy Susan.

Honda also has made the third-row seat more versatile and easier to stow by splitting it 60/40, with each section individually folding away into the floor well.

Second-row seats don’t similarly disappear, but fold nearly flat and can be removed entirely. They also slide fore and aft by 10 inches and can be slid together or apart.

Other interior highlights include a DVD-based entertainment system with huge, 9-inch monitor and wireless surround sound, as well as a handy “conversation mirror” that allows drivers to keep tabs on passenger-area occupants.

Of course, safety is a high priority for even the sexiest of soccer moms and Honda has responded to their concerns with a system called Advanced Compatibility Engineering, which produces a structure that is 20 percent stiffer in both torsional (twisting) and bending rigidity. None of its benefits is more important than how it improves the Odyssey’s ability to absorb the impact of an accident.

All Odysseys come with dual-stage front airbags, side-impact airbags and curtain-style bags, with rollover sensors, that extend to all three rows. Anti-lock brakes are standard, as is vehicle stability control, which includes traction control.

The Odyssey earns five stars (the highest rating) in the key crash tests.

Safety is best enjoyed when it’s paired with comfort (isn’t everything?) and the Odyssey’s interior reeks of quality, from the materials used, to fit and finish and seat comfort. The two-tone dash is tastefully trimmed with metal-look touches, the gauges are straightforward and easy to read and the controls are logically positioned.

There may not be a quieter van cabin, either. Exterior enhancements have improved aerodynamics, which reduces wind noise; there’s also a speaker-based noise-reduction system (it works like noise-cancellation headphones), plus healthy helpings of insulation.

The Odyssey has a long, 118.1-inch wheelbase, which helps produce a smooth ride, but is nimble in traffic and parking lots. Steering is accurate, direct and properly weighted with good on-center feel. Braking is progressive and firm and the throttle now uses drive-by-wire technology.

All Odyssey trim levels share mechanical components, including the five-speed automatic transmission, which has a dash-mounted shift lever.

Exterior updates include a sleeker, sportier front fascia with dual-projector beam headlights and a cleaner tail end. Honda reduced body-panel gaps by up to 1.5 millimeters and, despite the increased width, the new Odyssey is more aerodynamic than before.

The look is more compelling, too, managing to look sportier even with the increased width and a third-of-an-inch increase in height.

What’s missing here? Not much, unless you count the exclusion of all-wheel-drive, which is offered by a few key Odyssey competitors. On an otherwise lavishly equipped van, that would appear to be a serious oversight but Honda has problems keeping enough Odysseys on hand so all-wheel grip doesn’t seem to be a major barrier.

One needn’t be a soccer mom to appreciate the pleasures of a first-class minivan, no matter what the culture police say. Add to the mix that special tingle available only at the gas pump and, yes, the 2005 Odyssey may be one of the sexiest machines of the new century.

Until the hybrid version arrives, of course.