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2016 trucks, suvs, and vans: the ultimate buyer’s guide, 2016 new trucks, suvs, and vans: the ultimate buyer’s guide time to buy? The chevrolet suburban is a full-size, extended-length sport utility vehicle from chevrolet. The new Odyssey’s interior is similarly the sportiest in the segment (such things being relative) courtesy of a stylishly raked center stack. The driving position is lower and less upright than in the Chrysler minivans, and so more car-like, while still providing much better visibility than in the new Nissan Quest.
Honda’s big functional innovation with the new van appears in the second row, where the outer seats can be shifted outward about an inch-and-half. The downside of the large second row seats: unlike the less comfortable captains in the Chryslers, they cannot be stowed beneath the floor.
Perhaps still shellshocked by the disastrous four-speed automatic in the second-generation Odyssey, Honda lags the rest of the industry in automatic transmission development.
The Odyssey has grown softer with each redesign, and now stakes out the middle ground not far from the Sienna. Honda clearly thinks highly of its new minivan: an Odyssey EX-L like the one tested lists for $35,230. Michael Karesh operates TrueDelta, an online source of automotive pricing and reliability data.
I live outside Detroit and speak to a lot of domestic car owners who say their vehicles have had no problems or been very reliable.
For example, my 89 Ford Probe needed new front struts, front wheel bearings, brake pads, and CV boots every 60,000. I am very critical and expect my cars to run flawlessly for many years before requiring maintenance.
In 2008, I drove a brand new Chrysler Town & Country that was provided for use during a Chrysler executive retreat(on our tax dollars) at the Four Seasons in San Diego.
I put 185K miles on my 5-speed Probe – original struts on all four corners along with all wheel bearings.
Chrysler for so long though that being the best of Detroit was enough and it is nice to see them now seriously competing with all competitors now. If Chrysler minivan sales are at least half to fleets, then the Odyssey is the retail leader. I seem to recall reading somewhere, can’t remember where right now, that Honda generally tries to avoid selling to fleets and have generally higher transaction prices because of it. Can we really say that Ford failed at the minivan game and not consider the success they had with the original Windstar?

It helped that GM and Ford kept trying much different approaches, failing miserably each time. So the fourth-generation Odyssey’s bodysides are marked (marred?) by a zig-zagging beltline and associated creases.
A similarly equipped Chrysler Town & Country lists for $32,995 (while including about $800 in additional features based on TrueDelta’s car price comparison tool. Only when pressed do I lean that they do in fact have issues, but they have leaned to accept failures as normal wear and tear. I’m not trying to be inflammatory, I just think that people forget or want to believe they made a good purchase.
When I tried stowing the second row seats, trim pieces were broken off, tangled the mechanism, and then gleefully ejected themselves when I got the seat open again.
I auto crossed it almost every weekend in the summer months and being young and dumb drove it like it was stolen the rest of the time. When you need your Explorer for carrying lots of cargo, you’ll find it’s more than up to the task. Power-adjustable brake and accelerator pedals let you raise or lower the pedals to suit your individual height needs.
Five-passenger Explorer models come standard with a rear cargo shade to help conceal valuables you would want to keep out of sight. Roof side rails with crossbars come in really handy when you need to carry something that won’t fit inside very easily, like your bicycles. Which might explain why, in with their latest, Chrysler’s designers have given us a basic box. While this origami won’t win any beauty contests—the Toyota Sienna is the most conventionally attractive current member of the segment—Honda’s designers deserve credit for their willingness to try something new.
This isn’t as handy a location for manual shifting, but then (unlike Chrysler and Toyota) Honda hasn’t seen fit to offer manual shifting in the Odyssey.
The Odyssey has the distinction of being the only vehicle available with over 40 inches of legroom in every row. Ninety-three cubic feet—nearly as much as the total in the Nissan Quest—will fit behind them.
Compared to the Sienna it doesn’t ride quite as smoothly, with some mild jitters, but handles with a little more control and precision. A similarly equipped Toyota Sienna XLE is very close in price to the Chrysler ($32,975) though it only includes about $180 in additional features—and a pricey set of dealer-installed floor mats lists for a an additional $324. The dealer told me the wires were still within tolerance and that they did not need to be replaced. However, once he sold the vehicle, he rattled off a number of chronic problems that plagued the vehicle during the four years he owned it. Though Chrysler continues to sell nearly twice as many minivans as Honda, many of these are to fleets. The unusual beltline and recessed area just above the rocker panel combine to make the new van appear much less bulky and sportier than the old one—and unlike any other minivan.
Theoretically this provides more room for two occupants, especially if the small (but not as small as before) center seat is removed.

The tape measure, while it might exaggerate the size of the difference, doesn’t entirely lie. What perhaps matters most: from behind the wheel the Odyssey feels very much like a car, if a large one. The new Odyssey seems quieter than earlier ones, and might even match the Sienna in this regard. The new Odyssey has higher EPA ratings, sleeker, more distinctive styling (which cuts both ways), and—perhaps most importantly—more comfortable, roomier seats. Also, even at retail the Honda sells at a much higher average transaction price, indicating which minivan car buyers find the most desirable.
The seats are fairly firm and will be familiar to anyone who has driven a leather-upholstered Honda before. But I positioned one seat outward and the other inward, and even moving immediately from one to the other could detect no evident benefit. This used to quality it as the most driver-oriented minivan, but the 2011 Chryslers have leapfrogged it and then some.
But the Chrysler performs, handles, and rides significantly better while offering the superior versatility of a second row that stows beneath the floor.
The outward position does make the center armrest (created by folding the center seat) a bit of a stretch, but this could have been fixed by making the center seat three inches wider.
On top of this, the rear seats are about as high off the floor as you’ll find in a minivan, and so are better suited for adults than most. The 38 cubic feet of cargo space behind the third row is about twice as much as in the average large crossover and nearly matches the best-in-class Sienna.
So the Odyssey doesn’t feel as energetic as a Sienna or one of the reinvigorated Chryslers. The revised “imports from Detroit Canada” have a less car-like driving position but handle much firmer and tighter while also traversing imperfect pavement with more composure.
The center stack and removable center console include a large number of intelligently designed compartments, one of which is chilled by the air conditioning.
There’s even a grocery bag holder that folds out from the back of the center console, but it seems unlikely to survive much use. The Honda is more closely matched against the Sienna, trailing a little in performance but offering a little more room. In the five-passenger Explorer, with second-row seat backs in an upright position, you still have 45.1 cu. In return for some occasional barely perceptible thrumming, it yields EPA ratings of 18 city and 27 highway. The Touring’s six-speed adds one MPG to each, but even the EX-L’s highway figure is a significant two to three MPG higher than competitors’. The Toyota has a more conventionally attractive exterior but an oddly styled, overly plasticky interior.

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