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Nearly every car brand has jumped well and truly onto the SUV bandwagon in 2021, offering models in small, medium and large varieties for buyers of all budgets and lifestyles.
Honda Australia is a notable exception here however, and while it has the HR-V and CR-V to satisfy small- and medium-crossover buyers, there is nothing for those after a large SUV that seats seven.
To try and fill that gap, Honda has updated its Odyssey people mover with fresh looks, more safety and new tech to not only compete against the Kia Carnival and Toyota Prius V, but also the likes of the Toyota Kluger, Mazda CX-8 and Hyundai Santa Fe.
Can Honda’s Odyssey still cut it in a world that has gone SUV crazy? Let’s find out.
You know Picasso? He died a long time ago. And now the Picasso badge - which has adorned Citroen’s people-mover models internationally since way back in 1999 - is set to die, too.
As a result, the Citroen Grand C4 Picasso is set to be relabelled the Citroen Grand C4 Spacetourer, following a new van naming convention set in Europe. It’s a shame, because Picasso is undoubtedly one of the better known nameplates that Citroen has… and let’s be honest, Citroen needs all the help it can get in Australia.
But before we see the name change, the company has made an addition to the current Grand C4 Picasso range: a new price-leader, the Citroen Grand C4 Picasso petrol, is now on sale - and it cuts the price of the seven-seat people mover by a huge $6000 compared to the diesel.
That amount of money will buy you a heck of a lot of petrol, so does the new base model version in the Citroen Grand C4 Picasso 2018 range make more sense than its expensive diesel sibling?
The Honda Odyssey isn’t a bad choice for those looking to ferry around a large gaggle of people, but its far from the best option.
The first two rows are great and are supremely comfortable for those four occupants, but third-row usage will depend on how much those passengers are susceptible to motion sickness.
However, the Odyssey’s biggest weakness might be its sluggish engine and mundane CVT, with rivals like the new Kia Carnival and even Toyota Prius V offering better performance and better economy, respectively.
Still, the Honda Odyssey, and people movers in general, remain a solid option for those that don’t want another SUV or value the practicality and space afforded.
The lack of third-row airbags and AEB could be enough for you to rule this version of the Citroen Grand C4 Picasso out of contention as a family vehicle. We’d understand that.
But there are plenty of other reasons that it could be a contender on your people-mover shopping list. It’s a largely thoughtful car in a small and beautiful package… no matter what badge is stuck on the back of it.
Gone are the days where people movers could be considered daggy or uncool. No, please, don’t click away, we’re serious!
The 2021 Honda Odyssey features a new front grille, bumper and headlights that combine for a much more imposing and aggressive front fascia.
The chrome highlights look especially good against the 'Obsidian Blue' paintwork of our test car, at least to our eyes, and between this and the new Kia Carnival, people movers might just be cool again.
In profile, the 17-inch wheels do look a little small next to the massive doors and huge panels, but they do feature a funky two-tone look.
The chrome touches also follow along the Odyssey’s flanks and are found in the door handles and window surrounds to break things up a bit.
From the rear, the Odyssey’s large dimensions are hard to hide, but Honda has tried to jazz things up with a roof-mounted rear spoiler and more chrome around the tail-lights and rear fog light surrounds.
Overall, the Odyssey looks handsome and confident without straying into the ‘trying too hard’ or ‘over the top’ territory, and if anything, at least it’s not another high-riding SUV, which are quickly overtaking streets and car parks the world over.
Step inside and the Odyssey’s layout is nothing special, but gets the job done.
The first- and second-row seats are plush and comfortable, while the dashboard also features woodgrain touches to lift the interior ambience.
The 8.0-inch multimedia screen sit proudly in the centre stack, while the shifter is on the dashboard to maximum interior space.
If you were to suggest there isn’t anything interesting about the design of the Citroen Grand C4 Picasso, it would pretty much intone that you’re vision impaired. This is - without question - one of the most intriguing and interesting looking vehicles on the market today.
With its front-end design mirroring the other models in the French maker’s range - sleek LED daytime running lights sitting either side of a chrome grille with central chevron, the main headlights below and some chrome trimming on the lower bumper - this is easily distinguishable as a Citroen. There’s no confusing it with a Kia, Honda, or anything else, in fact.
The large windscreen and panoramic sunroof help give it that two-tone look, and the beautiful silver C-shaped rim that surrounds the glasshouse is one of the best styling touches in the automotive business.
Our car rides on the standard 17-inch wheels wrapped in grippy Michelin tyres, but there are optional 18s if you want something that fills the wheelarches a little more.
At the rear there are some nicely styled tail-lights, and its hips are broad, giving it a nice amount of presence on the road when you’re sitting behind it in traffic.
I think Spacetourer works better as a name: Picasso was known for artworks that were challenging to make sense of. This vehicle presents no such conundrum.
The interior is also one of the most stunning in the business: I love the two-tone dashboard, the stacked twin screen layout, the minimalism of the controls and the massive windscreen with innovative adjustable headlining - yes, you can move the front part of the headlining back and forth, and the sun-visors move with it.
Our car had the optional 'Leather Lounge' pack, which adds dual-tone hide trim, seat massage functions for both front seats, plus heating for both front seats, and the front passenger seat has an electrically operated leg/footrest. This interior trim is nice, but it comes at a price… ahem, a big price: $5000.
As you might expect, that’s hard to justify if you’re trying to save money on your seven-seat people-mover. But ignore that: let’s take a deeper dive into the cabin.
Measuring 4855mm long, 1820mm wide, 1710mm tall and with a 2900mm wheelbase, the Honda Odyssey is not just an imposing behemoth on the outside, but also a spacious and practical people mover on the inside.
Up front, occupants are treated to plush and comfortable seats with electronic adjustment and individual fold-down armrests.
Storage options abound, with deep door pockets, a dual-chamber glove box, and a tricked-out centre storage console that can retract into the centre stack and features two hidden cupholders.
Because of the compact engine and transmission package, and the fact the centre console tucks away, there is actually just empty space between the two front occupants, which is a missed opportunity.
Maybe Honda could have put another storage bin there, or even a cooled box for chilled drinks on long road trips. Either way it’s a notable, unexploited cavity.
The second-row seats are probably the place to be in the Odyssey, though, with its two captain’s chairs offering supreme comfort.
Adjustability is also plentiful, with forward/backwards, recline and even left/right positioning available.
However, while there are cupholders and roof-mounted climate controls present, there really isn’t much else to keep second-row occupants, well, occupied.
Would be nice to see some charging ports or even entertainment screens to keep kids and adults placated on long journeys, but at least the head, shoulder, and legroom is generous.
In the third row, it’s a tighter squeeze, but I managed to get my 183cm (6'0") frame comfortable.
The three-row bench is the least comfy place to be, but there is a charging outlet and cupholders back there.
Those with child seats also take note, the second-row captain’s chairs top-tether anchor point is very low down on the seat back, meaning you might have to max out the strap length to get it there.
Also, because of the captain’s chairs, the top tether strap can be knocked off quite easily, as the inner shoulders of the seats are smooth offering nothing for the strap to catch onto if pushed towards the middle of the car.
And you can’t even install the car seat in the third row because the bench seat doesn’t feature any ISOFIX points.
With all seats in place, the boot will happily swallow 322 litres (VDA) of volume, more than enough for groceries, school bags or even the stroller.
With the third-row folded, though, that cavity is filled in and the Odyssey features a completely flat floor then able to take on 1725L of volume.
Honda has even found a place for the space saver spare wheel, though it’s not underneath the car or tucked into the boot floor as you'd expect.
The spare is under the two front seats, and requires the removal of some interior carpets and trim to access.
It’s not in the most convenient of places, but props to Honda for getting one in there when other seven-seaters just opt for a puncture repair kit.
It’s kind of amazing just how much Citroen has managed to fit into the Grand C4 Picasso. It measures 4602mm long - which is just 22mm (an inch) longer than a Mazda3 sedan! As for the other dimensions, the width is 1826mm, and the height is 1644mm.
How many seats does the Citroen Picasso have? The answer is seven, whether you choose the petrol or the diesel - but notably, the petrol model has a space-saver spare wheel under its boot, where the diesel misses out because it has an AdBlue system.
Yep, by some marvel of packaging magic, the brand’s engineers managed to pack seven seats, a reasonable boot (165 litres with all seats up, 693L with the back row folded, 2181 with the five rear seats folded), plus a spare tyre and a lot of style into a very compact package.
That’s not to say this is a seven-seater to suit all the needs of buyers who want seven seats. The back row is tight for anyone nearing 183cm (six-feet) tall, and there is no third-row airbag coverage. According to the French brand, the occupants of those rearmost seats are inwards enough of the sides of the car that they theoretically shouldn’t need airbag cover. Depending on your safety stance, that may rule it out for you - or perhaps make you change your mind as to whether you use the back row regularly or not.
Even so, there’s a huge amount of practicality to the cabin. You can fold the third-row seats and stow them away under the boot floor, or if you need to use them there are vents as well as a fan speed controller and a set of rear reading lights. The boot also has a light that doubles as a flashlight, and there’s a 12-volt outlet. There is one shallow cupholder and two small storage boxes on top of the wheel-arches.
In the second row the seats are also individually operable, with all three sliding and/or folding as required. The outboard seats also have a clever seat base flip-up function, allowing them to move all the way forward for easier third-row access.
The space in the second row is easily good enough for three adults to slot across, though the roof-mounted middle seatbelt is a bit annoying. There are air-vents with fan controls mounted in the B-pillars, and the front seat-backs have clever flip-down tables with lighting, and there are mesh map pockets below. There is another 12-volt outlet, a pair of slim door pockets (not big enough for bottles), but no cupholders.
The front cabin is better sorted for storage of odds and ends - there is a pair of (small, shallow) cupholders between the seats, an enormous central console box that’s easily copious enough for phones, wallets, keys and the like, plus another storage area near where you plug in your USB/auxiliary device. The way the owners manual/logbook slots under the steering wheel is neat, and the glove box is fine, too, plus there are reasonably good sized door pockets, but again they lack sculpted bottle holsters.
One little issue I had was with the steering adjustment toggle - it’s quite springy… so much so that it sprung back and hurt my finger every time I adjusted it. That mightn’t be an issue if you’re the sole driver, but it’s worth noting.
As striking as the lovely leather trim is, the dashboard design is what I love most about this car. There’s a huge 12.0-inch high-definition top screen that shows you an enormous digital speed readout, plus you can have it show you the mapping and sat nav, or the car’s vital measures, or see where your car is positioned by way of the standard-fit 360-degree camera.
The lower 7.0-inch touchscreen is where the action happens: it’s your point of control for the media system, including Apple CarPlay and Android Auto smartphone mirroring, the dual-zone climate controls, car settings, and phone. There are supplementary volume and track controls, plus the steering wheel has things sorted pretty well in terms of ergonomics, too.
Okay, to clarify: I love this set up to a degree. I don’t like that the air conditioning controls (apart from de-mist for front and rear windscreens) are all within the lower screen, which means - on a really hot day, for instance - you have to fumble through menus and tap the screen repeatedly, rather than just turn a dial or two. Every sweaty second counts when it’s 40-degrees-plus outside.
The 2021 Honda Odyssey range kicks off at $44,250, before on-road costs for the base Vi L7, and extends to $51,150 for the top-spec Vi LX7, which we have here.
Compared with the likes of the Kia Carnival (from $46,880) and van-based Toyota Granvia (from $64,090), the Honda Odyssey is more affordable, but doesn’t skimp on equipment to bring its price down.
As standard, the 2021 Odyssey is fitted with 17-inch alloys, keyless entry, push-button start, second- and third-row air vents, and a powered rear passenger door, while new for this year’s update is a 7.0-inch customisable tachometer, fresh leather-wrapped steering wheel and LED headlights.
Handling multimedia duties is a new 8.0-inch touchscreen with Apple CarPlay and Android Auto functionality, as well as Bluetooth connectivity and a USB input.
Stepping up to the top-spec Vi LX7 nets buyers tri-zone climate control with second-row controls, powered tailgate, gesture controls to open/close both rear doors, heated front seats, a sunroof and satellite navigation.
It’s a good list of equipment, but there are some notable omissions such as a wireless smartphone charger and rain-sensing wipers, while the handbrake is one of those old-school foot-operated ones, which is a shame to see in 2021.
Nevertheless, even the top-spec Vi LX7 we have on test here is still relative affordable compared to rivals, and offers plenty of space for the price.
With a sub-$40k price tag, the Citroen Grand C4 Picasso suddenly enters a realm of relevance that it didn’t before.
The official list price is $38,490 plus on-road costs, and if you haggle hard, you might be able to get one on the road for about forty grand.
As mentioned, it’s a seven-seater, and it comes rolling on standard 17-inch alloys.
Some of the other features include auto headlights, auto wipers, LED daytime running lights, puddle lights, smart key and push-button start, and an electric tailgate.
You don’t see it in the interior images here, but if you buy the most affordable Grand C4 Picasso model you get cloth seat trim, but still a leather steering wheel. And of course there’s the 7.0-inch media screen with built-in sat nav that displays on the 12.0-inch high-definition screen up top.
There’s Bluetooth phone and audio streaming as well as auxiliary and USB points - but in this day and age, just one USB isn’t terrific. I guess the first trip to the servo could include the purchase of a couple of those 12-volt USB adaptors.
As for people-mover competitors at this price point? There are a few, such as the LDV G10 (from $29,990 drive-away), the Volkswagen Caddy Comfortline Maxi (from $39,090), the Kia Rondo Si (from $31,490) and the Honda Odyssey VTi (from $37,990). The best people-mover we reckon you can buy - the Kia Carnival - is relatively exxy, starting at $41,490, and it’s more physically imposing, too.
Or you could be like the vast majority of buyers and forego the French charm and Avantgarde styling of the Citroen for a mid-sized SUV with seven seats. Examples priced near the entry-grade Grand C4 Picasso include the Mitsubishi Outlander, Nissan X-Trail, LDV D90, Holden Captiva or even the Hyundai Santa Fe or Kia Sorento.
All 2021 Honda Odysseys are powered by a 129kW/225Nm 2.4-litre ‘K24W’ four-cylinder petrol engine, which drives the front wheels via a continuously variable automatic transmission (CVT).
Peak power is available at 6200rpm, while maximum torque is on stream from 4000rpm.
Honda diehards might note the K24 engine designation and be reminded of the rev-hungry 2.4-litre unit of the Accord Euro from the early 2000s, but this Odyssey’s powerplant is built for efficiency rather than performance.
Compared to the likes of the Kia Carnival (which is available with a 216kW/355Nm 3.5-litre V6 or 148kW/440Nm 2.2-litre turbo-diesel) the Odyssey is noticeably down on power.
The Australian Odyssey also doesn’t feature any form of electrification, such as the Toyota Prius V, which would excuse the lower outputs and push the Honda people mover more into green territory.
Under the bonnet is a 1.6-litre petrol four-cylinder turbo unit producing 121kW of power (at 6000rpm) and 240Nm of torque (at a low 1400rpm). If you think about what other seven-seat people-movers have, that’s only okay - for instance, the cheaper LDV G10 people mover has 165kW/330Nm.
The Citroen may have a smaller engine capacity and outputs, but it’s also quite light - it weighs 1505kg (kerb weight) because it’s so small. The LDV, by contrast, weighs 2057kg. In short, it punches at, but not really beyond, its weight.
The Grand C4 Picasso is front-wheel drive, and uses a six-speed automatic transmission with a manual mode and paddle-shifters… yes, that seems unnecessary. The shifter is up on the steering column, which is an ingenious use of space, but the fact it has a dedicated manual mode means you may often choose M rather than D, particularly if you’re in a hurry.
If you plan to do a lot of towing, this isn’t the car for you. The claimed towing capacity is 600 kilograms for a trailer without brakes, or just 800kg for a braked trailer. The diesel is a better bet if that matters to you, with a 750kg un-braked/1300kg braked rating… though that’s still below average compared to some similarly priced petrol seven-seat SUVs like the Mitsubishi Outlander (750kg/1600kg), LDV D90 (750kg/2000kg) or Nissan X-Trail (750kg/1500kg).
The 2021 Honda Odyssey, regardless of grade, will return a fuel consumption figure of 8.0 litres per 100km, according to official figures.
This betters the fuel economy of the petrol-powered Kia Carnival (9.6L/100km), as well as the Mazda CX-8 (8.1L/100km) and soon-to-be-replaced Toyota Kluger (9.1-9.5L/100km).
In our week with the Odyssey Vi LX7, we managed an average of 9.4L/100km in a mix of inner-city and freeway driving, which isn’t too far off the official figure.
Though the fuel consumption isn’t too bad for a naturally aspirated petrol engine, those who want to save costs at the bowser should look to the petrol-electric Toyota Prius V hybrid, which sips just 4.4L/100km.
The claimed fuel use for the Grand C4 Picasso petrol model is just 6.4 litres per 100 kilometres, which is rather impressive. It requires 95RON premium unleaded, meaning the cost at the pump can be markedly higher than regular 91RON.
In the real world, a lot of turbocharged cars tend to be thirstier than the claim suggests, but we saw a relatively decent 8.6L/100km during our time in the Grand C4 Picasso.
By comparison, the diesel is said to use a miserly 4.5L (17-inch wheels) or 4.6L (18s).
Let’s do some maths: the average cost per 1000km, based on claimed fuel usage, works out to $65 for the diesel and $102 for the petrol, and you’ll get about 40 per cent more distance per tank out of the diesel, and typically diesel is cheaper. But even so, the extra $6000 outlay on the initial purchase of the diesel will still take plenty of mileage before you break even.
Though the Honda Odyssey looks like a bus on the outside, it doesn’t feel like one behind the wheel.
The Odyssey drives differently to an SUV, which is a good thing, feeling more hunkered down and connected to the road compared to the wallowy and bouncy nature of some high-riders.
Don’t get me wrong, this isn’t Honda’s best handling model, but there is certainly enough feedback in the steering wheel to know exactly what’s happening underneath, and the Odyssey always feels predictable, regardless of road condition.
And because visibility is excellent all around, the Honda Odyssey is just an easy, no-fuss car to drive.
The second-row is also great while on the move, and might actually be the better place to be.
The seats do a great job at soaking up little bumps and road imperfections, and there is plenty of room to stretch out and relax while someone else handles driving duties.
It’s a shame, then, that there isn’t more going on in the second row to keep passengers happy.
The third-row seats, though, are nowhere near as comfortable.
Maybe it’s the fact they are positioned right over the rear axle, or it’s the thick and vision-obscuring C- and D-pillars – or a combination of both – but time in seats five, six and seven, aren't ideal for those prone to motion sickness.
Maybe kids, or those with stronger stomachs can get comfortable in the third row, but for us, it was not a pleasant experience.
I’ve mentioned the word ‘charm’ already in this review, and the adjective to describe what I think about the drive experience is ‘charming’.
I love it.
It has that French suspension set-up that just doesn’t get bothered by sharp bumps because it has been tuned to deal with cobblestone alleyways. It rides beautifully at high and low speeds, loping over speed humps with ease, cosseting those in the cabin from the surface below.
It’s also tremendously quiet, with hardly any road noise intrusion in the cabin compared to the vast majority of cars out there. The coarse-chip surfaces of the M4 in Western Sydney usually offer up an ear-bashing, but not here.
The 1.6-litre engine is perky enough.
The steering is like that of a hatchback, with a tight (10.8m) turning circle enabling you to pivot on yourself more readily than you might think. The steering is also quite enjoyable if you like to drive, but don’t push too hard - understeer is an imminent threat, though the grip on offer is quite good.
The 1.6-litre engine is perky enough, and responds well both in stop-start traffic and on the highway - but there is no doubt about it, the 2.0-litre turbo diesel model’s 370Nm of torque makes for motoring with a lot less effort and strain. Not that the engine in the petrol model feels like it can’t get the job done - it just feels like it could do with a little more pulling power… Again, not enough to rule it out of contention, because it’s nicely refined.
The six-speed automatic is geared towards efficiency, which means that you might find it in third gear before a hill and somewhat hesitant to drop back a gear to gather more pace. I didn’t find this too annoying, but it did help me finally understand why the manual shift and paddles are fitted.
On the whole, there is a lot to like about this: it’s a family-focused car with family-focused dynamics on all fronts.
The 2021 Honda Odyssey wears a maximum five-star ANCAP safety rating from its test in 2014, as the current model is a heavily revised version of the fifth-generation car that launched seven years ago.
While back then the Odyssey did not come with advanced safety features, a key part the model’s 2021 update is the inclusion of Honda’s 'Sensing Suite' comprising, forward collision warning, autonomous emergency braking, lane-departure warning, lane-keep assist and adaptive cruise control.
On top of that, the Odyssey also comes standard with blind-spot monitoring, hill-start assist, a reversing camera and rear cross-traffic alert.
The long list of safety is a huge boon for the Odyssey, and with it featuring a third-row of seats, also comes with curtain airbags that extend to seats in the rear.
There are some omissions to the safety list though, with a surround-view monitor not available and the third-row seats missing out on ISOFIX anchoring points.
The Citroen Grand C4 Picasso was crash tested back in 2014, and managed the maximum five-star ANCAP rating. But the criteria has changed in recent years, and there are some omissions on the petrol model when compared to the diesel.
The diesel, for instance, has adaptive cruise control and auto emergency braking (AEB), but buyers of the petrol miss out on those items, and they’re not optionally available, either. And all Grand C4 Picasso buyers miss out on third-row curtain airbag coverage, with the curtain ‘bags only stretching to the second row (there are six airbags total - dual front, front side and two-row curtains).
All that said, the car is still quite well stocked with other assistance tech: it has a forward collision warning system that works above 30km/h, a 360-degree camera system (with reversing camera and front corner cameras, too), speed limit recognition, auto high-beam lights, semi-automated park assist, blind-spot monitoring with steering assist, lane-keeping assist with steering function and driver fatigue monitoring.
And for what it’s worth, the vision from the driver’s seats, combined with camera system and the clarity of the top screen, is great.
Like all new Hondas sold in 2021, the Odyssey comes with a five-year/unlimited kilometre warranty, with six-years of rust protection assurance.
Scheduled service intervals are every six months or 10,000km, whichever occurs first, but this is much sooner than the industry standard of 12 months/15,000km.
According to Honda’s 'Tailored Service' price guide, the first five years of ownership will cost buyers $3351 in servicing fees, averaging out to around $670 per year.
The Kia Carnival petrol meanwhile, is about $2435 to service over five years, averaging out to be about $487 per year.
The Toyota Prius V also needs to be serviced every six months/10,000km, but the cost of the first five years of ownership totals just $2314.71 – more than $1000 less than the Odyssey.
Citroen has just updated its ownership promise to consumers, with passenger vehicles attracting a five-year/unlimited kilometre warranty plan, which is backed by a five-year/unlimited kilometre roadside assist package.
Previously, the plan was three years/100,000km - and that’s even what some of the paperwork on the company’s site still suggests. We assure you, though, the five-year deal is legit.
Servicing is due every 12 months or 20,000km, whichever occurs first, under the Citroen Confidence Service Price Promise plan. The costs for the first three services are $414 (first service), $775 (second service) and $414 (third). That cost cover spans nine years/180,000km.