Honda Odyssey vs GWM Cannon Alpha

What's the difference?

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 Cannon Alpha Ultra PHEV combines five-star safety, a confident warranty, lavish luxury and short-haul electric driving for a competitive price. However, from a pure workhorse perspective, its class-benchmark 3500kg tow rating is offset by a modest payload limit, plus an awkward spare tyre location which could be a deal-breaker for some tradies as it compromises working floor space and the securing of loads.

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.

Our test vehicle shares the same body-on-frame chassis design, twin A-arm/coil-spring front suspension, four-wheel disc brakes and electric power-assisted steering as the model it replaces, but the previous leaf-spring live rear axle has been replaced by a multi-link coil-spring arrangement. External chrome has also been greatly reduced.

Its luxurious leather-accented interior has a spacious and classy feel with a panoramic sunroof and opulent mix of surface finishes, but some tradies might consider such indulgences too fancy for carting muddy-booted crews.

The PHEV’s larger rechargeable battery pack uses up all the underfloor space behind the rear axle usually occupied by a full-size spare tyre. As a result, the steel-rimmed spare has been moved to a conspicuous location in the load tub, which not only looks like an afterthought but is far from ideal for workhorse duties (see Practicality).

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.

However, the boot floor is quite deep, making the retrieval of bulkier and heavy items a little cumbersome.

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. 

Our test vehicle’s substantial 2810kg kerb weight is 235kg heavier than its hefty Alpha Hybrid predecessor, due largely to the bigger battery and electric motor. That makes it about half a tonne heavier than numerous conventional turbo-diesel 4x4 dual cab utes.

This substantial kerb weight contributes to a sizeable 3495kg GVM, yet results in a 685kg payload rating which is modest compared to some turbo-diesel rivals with genuine one-tonne capabilities.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6745kg GCM (or how much it can legally carry and tow at the same time) that would require a 250kg reduction in payload (from 685kg to 435kg) to avoid exceeding the GCM.

While it’s unlikely owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 435kg of payload could easily be used up by a crew of tradies before you could load any of their tools.

The vertical mounting of the spare wheel in the load tub not only reduces floor space and load volume but also restricts the securing of loads, given there’s no anchorage point accessible in the right rear corner of the tub.

So, all load straps extending rearwards must share the same left-side anchorage point, which is far from the ideal even spread provided by four-corner load restraint. This spare wheel location needs a rethink (perhaps a swing-away carrier favoured by 4x4 wagon owners would be better).

We also noted the big button on the two-way tailgate, which enables it to split into a pair of hinged doors, stopped working during our test. Fortunately, it could still open the tailgate as a conventional single unit.

There’s ample interior space, not only for front seat occupants but also those in the back. That includes tall people, given I’m 186cm and have at least 40mm of knee room when sitting behind the driver’s seat when set in my position.

There’s also about 80mm of rear headroom, despite the presence of a full-length sunroof which can often compromise this dimension. However, shoulder-room is tight for three adults, so two would be preferable for long trips.

Front-of-cabin storage includes a large-bottle holder and bin in each front door, plus a large glove box, overhead glasses holder and a pull-out compartment for the driver in the lower dash.

The centre console offers wireless phone-charging and a lidded box (with internal air-con flow available) and two small-bottle/cupholders. Another storage nook in the lower right-side of the console offers two USB ports, a 12-volt socket and enough space for a phone.

Rear passengers get a large-bottle holder and bin in each door, pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat. The rear of the centre console also offers adjustable air-vents, a pair of USB ports plus controls for seat heating/cooling and the sliding rear window.

The fold-down centre armrest offers another wireless phone-charging pad, pop-out twin cupholders and a hidden compartment for storage of phones or other slimline items.

Our Ultra test vehicle, which sits above the entry-level Lux as the premium PHEV model grade, comes in only one specification comprising a 4x4 hybrid drivetrain with four-cylinder turbo-petrol engine, electric motor and plug-in rechargeable battery for a list price of $64,990.

That pricing sits between its local PHEV ute rivals including the BYD Shark 6 ($57,900) and Ford's entry-level XLT Ranger PHEV ($71,990). Our example’s 'Crystal Black' premium paint is a $595 option.

Its generous standard equipment includes 18-inch alloys with 265/60R18 tyres and a full-size steel spare, LED headlights/DRLs/fog lights/tail-lights, two-way 60/40-split tailgate with electronic lock, roof rails, side-steps, rear privacy glass with electric-sliding rear window, a panoramic sunroof, front and rear diff locks, tyre pressure monitoring, front/rear parking sensors and lots more.

The luxurious interior offers sumptuous leather-accented seating, with the front buckets having multiple power adjustments, heating/cooling and a massage mode. The outer rear seats also have heating/cooling, plus powered backrest recline and a ‘welcome’ function for easier passenger access.

There’s also a synthetic leather-wrapped steering wheel with heating, multiple 'feel' modes and functions, plus an electronic parking brake, head-up display, dual-zone climate, 64-colour ambient interior lighting and wireless phone charging/USB ports front and rear.

Cabin tech includes a 12.3-inch driver’s digital instrument cluster and premium 10-speaker ‘Infinity’ sound system, controlled by a big 14.6-inch multimedia touchscreen with Apple/Android connectivity, voice commands and a vast choice of settings which allow a high degree of personalisation.

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.

The Alpha PHEV drivetrain consists of a 2.0-litre, four-cylinder, turbo-petrol engine that produces 180kW of power and 380Nm of torque. This is paired with an electric motor that adds another 120kW/400Nm, so combined they officially produce 300kW and 750Nm.

The electric motor draws its energy from a 37.1kWh lithium-ion rechargeable battery. GWM claims it can be charged from 30 to 80 per cent in less than 30 minutes using 50kW DC charging, or around 6.5 hours using AC charging.

It also has up to 6.0kW of V2L (Vehicle to Load) functionality, using a dedicated adapter cable which plugs into the vehicle’s charging port and provides a standard three-pin AC outlet for numerous electric tools and appliances.

The nine-speed torque converter automatic, which offers sequential manual-shifting using steering wheel-mounted paddles, is paired with the familiar Borg Warner ‘Torque on Demand’ 4x4 system.

For road use, this has three selectable drive modes ('Standard'/'Sport'/'Eco') with the centre differential remaining unlocked to automatically adjust torque delivery between the front and rear wheels in response to any loss of traction.

For off-road use, selecting '4H' (4x4 High Range) or '4L' (4x4 Low Range) locks the centre differential to provide an even 50:50 torque split between the front and rear wheels. 4L traction can be optimised by engaging the front and rear diff-locks.

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.

GWM claims official combined average consumption of only 1.7L/100km when the highly-charged battery allows most driving to be done in pure electric mode. GWM also claims an official ‘low charge’ figure of 7.9L/100km, when the battery is depleted and the petrol engine is doing most of the work.

It has an NEDC electric-only driving range of up to 115km and a ‘hybrid’ driving range (petrol engine and electric motor combined) of up to 1060km. The petrol engine drinks standard 91 RON unleaded.

The dash display was showing average petrol consumption of 6.4L/100km at the completion of our 324km test, which comprised a mix of suburban, city and highway driving of which about one third was hauling a heavy payload. This was lineball with our own figure of 6.2 based on fuel bowser and tripmeter readings.

Starting with 90 per cent battery charge, we completed 72km of electric-only driving before it automatically switched to hybrid mode when the charge reached 14 per cent. The system would not allow charge to drop lower than that for the remainder of our test, which was conducted in hybrid mode.

So, based on our own test figures, GWM’s claim of more than 1000km of hybrid driving range is credible from its combined 37.1kWh battery and 75-litre fuel tank capacities.

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.

It has good steering feel with sophisticated ride quality, the latter thanks to four-coil suspension and substantial sprung weight which helps iron out the bumps and deliver a ride that’s more SUV than ute.

Flatten the accelerator from a standing start and up to 750Nm of torque responds with impressive force, even though you can feel that every one of those Newton metres is required to overcome more than 2.8 tonnes of inertia to get this jigger moving swiftly.

Although the option of sequential manual-shifting is available using the steering wheel paddles, we spent most of the test in auto mode as it felt like it was getting the best out of this complex drivetrain.

It’s a competent highway cruiser, too, with the petrol engine requiring 2200rpm to maintain 110km/h with low noise levels.

To test its GVM rating we forklifted just over half a tonne (505kg) into the load tub, which with driver equalled a 600kg payload that was less than 90kg under its limit. The rear coil springs compressed about 50mm, but there was no evidence of bottoming-out on our test route.

Ride, handling and braking were largely unaffected, along with the drivetrain which made light work of our 13 per cent gradient, 2.0km set climb at 60km/h.

Engine-braking on the way down, in a manually-selected second gear, was equally impressive. It never exceeded the 60km/h speed limit, even though its total vehicle weight of around 3.5 tonnes was being restrained by only a 2.0-litre four and regenerative braking.

The Cannon Alpha has a maximum five-star ANCAP rating (tested 2024) that includes seven airbags, 360-degree camera with multiple views and the active features you’d expect including AEB, front/rear parking sensors, front/rear cross-traffic alert with autonomous braking, speed sign recognition and more. The rear seat has three top-tethers plus ISOFIX child-seat anchorages for the outer seating positions.

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.

Warranty cover is seven years/unlimited km with an eight years/unlimited km traction battery warranty and seven years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. GWM offers seven years of capped-price servicing totalling $4615, or an average of $659 per service.