People Mover Reviews

Honda has made some raucous machinery in recent times — a swag of Type R models and the S2000, plus the king of everyday supercars, the now-defunct NSX.Its more mainstream models, however, attract less attention when driving past a bus-stop full of school kids — except the Odyssey, which may well have them preparing tickets for entry. The tickets won't stay out for long — the fourth generation of Honda seven-seater is much less bus-like than some of its immediate opposition, in a number of ways.For a start, it's lower-slung, sitting a little lower in overall height than the norm for a peoplemover, thanks to flat-floor engineering of the underpinnings. That makes it a little more car-like to drive, as does the useful amount of vision and the use of conventional doors in place of the sliding units on its opposition.That's great for not feeling like a bus driver but not so good in shopping centre car parks, where the sliding side doors make life easier for rear passengers. There's little to complain about from the rear passengers — the seating is comfortable and there's ample room for a road trip involving adult rear passengers as well as rugrats.Luggage space with all three rows in play is still a problem for peoplemovers, but the Honda is not a bad performer on this front — the specs say it has increased over the old model to 259 litres with all three rows up or just over 700 litres with the third row folded into the floor.The in-cabin storage is also commendable, with versatile little touches like the dropdown table between the front seats, but the light-coloured wood-like trim in a sea of varying shades of grey plastic doesn't work.The positioning of the shifter for the automatic takes some getting used to but in its dash-mounted position it's out of the way and allows for more console storage.The automatic transmission itself is smooth but feels as through it could use another gear beyond its current five, mainly because the engine (as is the case with most Hondas) likes plenty of revs on board before anything urgent occurs. Peak power of 132kW from the 2.4-litre four-cylinder engine is up a little on the old car but torque is unchanged, not welcome news when the weight has gone up a little as well.The Odyssey boasts a good ride quality — although it's a little thumpy over small road imperfections — and even though there's a little bit more body roll than would be ideal, the Honda can be hustled through corners with a surprising amount of confidence ... especially for a peoplemover.Other complaints were minor — the front-seat armrests get in the way of the seatbelts on the front seats and the child capsule tether bracket arrangement in the boot is a little at odds with the rest of the car, being ugly and a little poorly executed.Stability control and six airbags — front, side and full-length curtain airbags — The stepped gauge layout is a little odd at first but once accustomed to the look it is informative.Parents don't seem to want to drive peoplemovers — SUV sales suggest the big seven-seater 4WD is the preferred option with a less sedentary image and even the luxury SUV segment has more sales than peoplemovers. But if you're looking to cart the family in comfort and aren't fond of driving a truck, the Odyssey is a useable and versatile machine.

Transporting a family always presents parents with a dilemma, the bigger the family the bigger the dilemma. Many parents have resorted to driving their families in big, heavy four-wheel drives, which seem to have become the station wagon of the 21st century.But there are other, more efficient means of getting the family members to where they need to be. Vehicles like the Holden Zafira compact peoplemover, which was cleverly conceived to transport up to seven people, large and small, as well as the gear they need to take with them in a flexible package that covered most family transport needs.MODEL WATCH While four-wheel drives, some people call them SUVs or Sports Utility Vehicles, have become the fashionable mode of family transport they come with lots of downsides. They’re big, heavy, and with all of that four-wheel drive gear underneath they guzzle fuel like there’s no tomorrow.Having bought them many families fall out of love with them when they realize they steer like the Queen Mary and are about as big as the mother ship when they have to navigate their way through the morning school rush or the supermarket grand prix.If that’s not enough to put the wind up them, the shock that comes with every stop at the servo is surely enough to put them off their juggernaut. Of course they always have the ability to drive their four-wheel drive offroad on that long dreamt of trip of a lifetime, the one they never seem to get around to.In the meantime they’re driving the extra drive gear under the front of the car, and using up fuel for no reason. Four-wheel drives, SUVs, are an inefficient, expensive way of getting the family around if you don’t need to leave the blacktop.Holden’s Zafira was conceived by Opel in Europe, but built in Thailand, before undergoing a badge transplant and an ‘Australianisation’ program to emerge as a Holden. It’s the European interpretation of family transport.The Zafira was based on the Astra platform with its compact external dimensions, but the compact exterior didn’t compromise the interior efficiency, which boasted a flexible seating layout that would accommodate up to seven in three rows of seats.Holden called it the ‘Flex 7’ seating system because it could be altered to be a two-seater, a five seater or a seven seater through a simple, but clever folding system. By folding one or more of the seats the Zafira’s interior could be rearranged to accommodate all sorts of items of luggage, sports gear, camping equipment or whatever was needed to transport home from the shops, hardware store or wherever. Being based on a passenger car platform the upright Zafira was relatively easy to get in and out of, there was no climbing up into the cabin as there is with a high-riding four-wheel drive.There was one engine, a 2.2-litre double overhead camshaft four-cylinder, offered in the Zafira. Its peak power was 108 kW developed at 5800 revs, while it developed its maximum torque of 203 Nm at 4000 revs. It could be linked to either a five-speed manual gearbox or a four-speed automatic.For a family’s peace of mind the Zafira came with an impressive complement of features, both safety and comfort. Among them were ABS antiskid brakes, traction control, dual front airbags, air, cruise, power steering, power windows and mirrors, adjustable steering wheel, central locking and six-speaker CD sound.An update in 2003 brought even more interior flexibility with a 40/20/40 split-fold second row seat. Comfort was improved for the driver with a height adjustable seat. At the same time Holden released an additional model, the Equipe, a limited edition model with extra gear, including 15-inch alloy wheels, front fog lamps, roof racks, power rear windows, trip computer and a cargo blind for security.IN THE SHOP Owners say they have little trouble with the Zafira, which suggests it was a well-built car that is holding up well as time goes by. The camshafts in the 2.2-litre engine are chain driven so there’s no maintenance required as there would be with a belt. Check cars thoroughly for wear and tear caused by tots; also check for collateral damage from its life in the tough unforgiving world of the school and supermarket.IN A CRASH The Europeans rated the Zafira three out of five in their NCAP test, which is a pass, but not a great result. The Zafira does have a comprehensive package of passive and active safety systems, including ABS antiskid brakes, traction control, and dual front airbags. It also has lap/sash seat belts for all occupants, as well as pyrotechnic seat belt pretensioners and belt force limiters. Child restraint anchor fittings were standard.AT THE PUMP Around town you could expect the Zafira to return around 11 L/100 km, but that should drop to around 8 L/100 km once you hit the highway.OWNERS SAY Rodney Teague bought his Zafira Equipe manual in 2004 after determining what he wanted the car to do. At the time he had one child aged four and another one on the way, and wanted a small car with plenty of space for the kids and their gear, and enough room left for the family when they visited. It would be used mainly for local trips with an occasional trip around his home state of Tasmania. He found the Toyota Avensis motor was too small, the Honda Odyssey was too expensive and the child seat attachments were impractical, station wagons were too large, and other cars like the Daewoo Nubira had too little space. The Zafira was by far the most practical car for the Teagues at the time. It’s now four years old, having done 40,000 km. The car has been excellent for all jobs, he says. It goes well, has good torque for the local hills around Hobart and is fuel efficient on the longer trips, especially using the cruise control. Being high sided and with an upright seating position the Zafira is not too long so it is good for city parking etc. and with 650 kg trailer towing capacity it is easy work for the small towing job like landscape supplies etc.With three children, and often a friend along for a ride, Cathy Cockshott wanted a Zafira from the moment she saw the ads on TV. Eventually she bought a one-year-old car, and says she loves it. It's so versatile, with its flat-folding rear seats, and semi-flat-folding second row, it can even be used to transport small items of furniture! It's very simple to change the seating arrangements to suit your passenger load and/or luggage space. She says the only problem has been with a catalytic converter that was replaced under warranty. She likes the looks and finds it much easier to maneouvre than the Magna she previously owned. It fits into tight parking spaces and visibility is good.Barry Hofert and his family are very impressed with the performance, economy and ease of handling of their 2003 Zafira. He says they find that the seat height is great for entry and exit, and the shape of the body makes it easy to park. Fuel economy averages about 8.6 L/100 km. The only complaints they have are the thick A-pillars that cut into visibility and the hardness of the seats on a long trip.LOOK FOR • good visibility from upright driving position• very flexible interior• capable of carrying seven• good performance• average fuel consumption• easy to manoeuvreTHE BOTTOM LINE Gone, and unfortunately forgotten, the Zafira is a good family transport solution.RATING 80/100

Not all people movers are the same. You may think that they can be simply lumped together as the family bus or van that people with a lot of kids need to buy. The sort of car that would never be anyone's first choice. Well, as someone who has driven most of them, through both need and interest, I can tell you they're not.They roughly fall into four categories. There's the small, such as the Kia Rondo, Toyota Avensis, Renault Grand Scenic and Citroen C4 Grand Picasso which really should be considered five-seaters given the lack of real rear legroom and even smaller cargo areas.Then there's the mid-range, the ones whose ads boast of sex-appeal such as the $40,000-plus range including the Honda Odyssey, Mitsubishi Grandis and the Dodge Journey. In that size too falls the popular Kia Carnival. Above all that are the really big ones. There are the luxury machines such as the up to $77,990 Chrysler Grand Voyager and the Toyota Tarago.Somewhere in that mix sit the people movers that started life as vans including the offerings from VW and Mercedes. And then there's the Hyundai iMax. It's one of the newest people movers on the market and it's no shrinking violet.At $39,990 it combines both the price range of the smaller people movers and the van-like conversion capability of the larger movers. And this one is big. So big that the aerial smacks the roof of underground carparks, so big that the driver sits high enough to nearly eyeball bus drivers, so big that the huge rear door is a wrench to open and shut and so big that you can almost walk through it.But it is also so big that it offers heaps of luggage space in the rear even when the third row of seating is in operation. That's something very few people movers, and basically no SUVs that offer third-row seating can boast.The iMax as tested is a basic machine. Essentially it is a commercial vehicle likely to be mainly used as a company shuttle or by basketball teams needing head room and walk-through space. But as a family van, as tested as a holiday escape machine on the recent long weekend, it lacks a lot of the features seen in comparitively priced cars. The huge gap between the two front seats cries out for a console where you can put cups and mobile phones etc. Honda's Odyssey has for years boasted a neat fold-away tray for this space.Sat-nav and indeed even a display screen with trip information such as average fuel use etc is also missing here. On the steering wheel where cars half the price have push-button controls the iMax just has holes where the controls should sit.Around town road noise is seriously noticeable. There's distinct rattles from the sliding doors as the car hits potholes and Sydney's damaged roads. It sounds like a van or a minibus, not a car.Having said that the improvement in road noise is significant when it escapes the city and hits the highway. But this leads to a new problem. The 2.5-litre 125kW diesel engine is reasonably quiet on startup and on the open flat road, but not when hills are encountered. Laden with two adults and four teenagers and their luggage, it roars when it sinks through the automatic five-speeds of the gearbox up decent hills.Surprisingly the revs don't climb significantly as this happens, indicating there's plenty of torque (392Nm) in the diesel power plant but it is noisy.Apart from independent front and rear air-conditioning and the CD/radio player there isn't much else as far as interior features go for your $40,000.Cloth seats with only manual positioning are standard. This is particularly annoying for the driver who constantly feels as though they are sitting too high. You feel as though you are sitting too upright, which only serves to enhance the idea that you are driving a mini-bus rather than a car.There is a wide-range of options including even a fridge but as a standard unit the car lacks a family-friendly feel.Fuel economy in the diesel runs around 10L/100km and it does boast a big (75-litre) tank meaning we didn't need to even think about visiting a petrol station in our four days away.This is the sort of car that will prove ideal only for a niche of the market. Hyundai boasts that is significantly cheaper than its true competitors but comfort and features are also important.If you don't need to seat eight large people and their goods on a regular basis there are plenty of more suitable options available on the market today.THE BOTTOM LINE Fit for a purpose that will suit only a few families but a lot more companies.Hyundai iMax CRDi Price: $39,990Engine: 2.5-litre/4-cylinder turbodiesel 125kW/392NmTransmission: 5-speed autoEconomy: 9.8L/100km (claimed)Body: 5-door wagonRating: 70/100Rivals Chrysler Grand Voyager: 75/100, from $57,990 Honda Odyssey 78/100, from $43,990 Kia Grand Carnival: 74/100, from $39,390 Dodge Journey: 73/100, from $36,990 VW Caravelle: 72/100, from $50,490

It's the sort of car that more Australian families should be considering, despite the overwhelming popularity of hulking seven-seater SUVs. The 2009 Odyssey is relatively stylish for a family van, comfy and safe, and very good value.The Odyssey has just been through the makeover machine and emerged with a new body, more safety, better performance and economy, and a tight price. It is, in short, just what you would expect.But Honda says the Odyssey is all-new and that is wrong. The 'top hat' bodywork is new for '09 and there is a lot of other new stuff, but the mechanical platform at the base of the car is the same as it was before the update.That's only a minor criticism these days, since even Volkswagen did a similar 'top hat' tweak for the latest Golf, but it shows that Honda is not using the same take-no-prisoners approach to new models which used to set it apart from the Japanese pack. But at least the Odyssey is still made in Japan.These days there are two Odyssey models, the basic car at $43,990 — a price which is not far above the family-favourite Kia Carnival and well under the fully-loaded Chrysler Grand Voyager — and the Luxury model with leather and the rest of the fruit at $49,990. But there is something missing: any sort of parking aid, either a camera or radar, and that's a reflection of the carryover electric system in the car.Still Honda has plenty to trumpet for a car which has been an award winner since the original Odyssey in 1994. The basic idea is still good and the size is right for family use in 2009.Looking at the upgrade work, the 132kW engine promises more go with a five-speed auto and the safety pack of front-side-head airbags and ESP stability control is what is needed these days.Even so, there is tough competition in the people mover class and SUVs totally dominate the family car scene so that means you also need to judge the Odyssey against the Toyota Kluger, Ford Territory and a bunch of other high riders.It is good to slide back into the Odyssey. My previous favourite in the people mover family is the Citroen Picasso, but mostly because of the innovative design work and equipment in the car, and I wanted to see how the Honda stacked up against the French machine and also the top selling Kia Carnival and Chrysler's giant Grand Voyager. Basically, it wins.It's hard to feel the extra go promised by Honda, particularly with a load on board, and I really didn't want to check the improved safety equipment, but the Odyssey is a really relaxing drive and has all the sort of family-friendly stuff you need. It's a seven seater that's more like a car than a giant boring bus, but with plenty of flexiblity.The dash has the latest Honda look — giant circular dial with blue lighting — but the sound system betrays the age of the hidden stuff. We expect better on the entertainment front and the lack of any rear-view camera — Honda says dealers can sell you a radar parking system — is a major mistake in 2009.The Odyssey feels nicely compliant in the suspension, the five-speed auto works smoothy, and the engine is good on the highway and solid — not sensational — around town.The seating position in the front is good and I like the fold-down central table area, which clears space for a walk-through, although it could do with better cupholders. The leather trim in the test car is also compliant and gives a quality look and feel.The test car did well in a variety of roles, from single to multi-purpose trips and even a bunch of heavyweight shopping expeditions. There was very little to complain about.The Odyssey has also been the subject of one reader's search in the past week, including shopping it against the obvious people mover rivals."I was most impressed, and it was top of my list, however the wife was not happy with boot space and ease of getting the kids in the very back. As she will be the main driver the Wife wins," says Ronnie.It's easy to see her points. It's good to have convention hinged doors instead of the barn-style sliders on most family vans, but that means folding the middle bench and creating enough space to get a person through to the very back is not as easy as operating the system in a Voyager.And the luggage space in the very tail is tight-ish, although Honda has a brilliant electric fold-up system for the third-row seat. It zips down into a recess and that leaves plenty of space for bikes or Bunnings, provided you only have five onboard.The Odyssey is not new, but it's newish and didn't really need much changing in any case. Now, if they could just give us a reversing camera...

Before Toyota released the space age Tarago in 1990, peoplemovers were fairly crude devices based on commercial vans. The Tarago was the first purpose-built vehicle for those people who had a tribe to transport, one that had many of the attributes of a regular family sedan.Today’s buyer has a number of capable peoplemovers to choose from, all decent vehicles to drive and with the safety needed to protect the family. Back when the Tarago was new the choice was limited.The smooth bubble-shaped Tarago arrived on the local market in 1990, replacing a model that was based on a Toyota van with all of the dodgy dynamics that were the norm in vans of that time.The new series was purpose designed for the task of transporting people, which meant it came with few of the compromises that vehicles adapted from other models inevitably have.Where the van-based peoplemovers were tall vehicles with a high centre of gravity, narrow track and a layout suited to carrying a payload, the Tarago had widely spaced wheels —one at each corner — and passengers sat low down and inside the track so they had a much lower centre of gravity. All that meant greater safety and stability, better dynamics, and much more comfort.To help get the centre of gravity down Toyota laid the fuel-injected 2.4-litre double overhead camshaft four-cylinder engine flat under the floor. Access for checking the engine’s vitals was through the bonnet.Peak power was 102 kW at 5000 revs, torque is tops at 208 Nm.Toyota offered a choice of five-speed manual gearbox or electronically controlled four-speed auto trans, with a column shift and drive through the rear wheels. There was also the choice of a four-wheel drive model.Inside, there was comfortable and flexible seating for eight. Access to the rear seats was through a kerbside sliding door, or a rear lift-up hatch.At launch there was a choice of base GLi, four-wheel drive RV or luxury GLX models. GLi came with power steering, AM/FM cassette sound, tachometer, and central locking.The GLX also had four-wheel discs, alloy wheels, a roof spoiler, front driving lamps, power windows and velour trim.An upgrade in 1994 added cruise control, remote central locking and ABS to the list of GLX standard features.The Tarago’s body generally remains tight and taut in the long term, but look for bumps and scrapes that suggest neglect. Rear hatch struts can lose their lift after a while, but they’re easily re-gassed if needed.Inside the Tarago had hard wearing trim and well made plastics so there’s little that goes wrong with them, but age will always take its toll so anticipate wear on high traffic affected items like seats.The Tarago’s 2.4-litre engine was designed for low maintenance, important when the engine is laid flat under the floor and access is through the short bonnet.To keep maintenance to a minimum the engine has a timing chain instead of a belt that would need changing on a regular basis.It does, however, have long life spark plugs, which cost plenty when you do need to have them changed. Unfortunately it is such an awkward and time consuming job that many mechanics simply don’t do it.Some owners report a mysterious overheating problem they say they can’t explain, but others claim they’ve found the problem is due to a broken baffle in the radiator that affects coolant flow.Check the engine’s vital fluids to make sure they’re fresh and clean, a sign they’ve been regularly checked and changed as necessary.A verifiable service record is a comfort when buying a used Tarago.Moving away from the old van layout meant much improved crash performance of peoplemovers, and the Tarago led the way with a reasonable crumple zone ahead of the cabin that was able to absorb much of the energy that is generated in a crash.The GLX got a standard driver’s side airbag in 1993, which makes it the pick of the early models.Anne Dwyer and her family bought a 1992 Tarago eight years ago. It had done 90,000 km when bought and now has done 260,0000 km with no sign of trouble. Anne says she it has made transporting her family of five much easier. It is easy to get in to and out of, and there is plenty of room left for sporting gear, shopping, luggage or whatever needs to be transported.John Eliezer brought a 1990 Tarago GLX for his wife, and rates it one of his best ever buys. It is used mostly as a driver-only vehicle, but is fantastic when the family moves about together and is very popular for school car pool runs. John’s plan was to keep it for four years and update it when the lease ran out, but it behaved and felt like new on its fourth birthday so it stayed and to date has stayed taut. Apart from normal service items it has had two starter motors and three sets of rear door struts.Craig Power has owned a number of Taragos. With four kids of his own, and a steady stream of their friends, the Tarago was perfect family transport. The seating could be quickly reconfigured to take less passengers and more luggage as needed. His 1991 car did 100,000 km on LPG without a problem. In his view, the Tarago is fantastic transport for a large family.Lindsay Taylor has a family of five and owns two Taragos, one of which is a 1993 Ultima purchased in 2004 and now has 196,500 km on the clock. Lindsay rates peoplemovers as the best format for transporting a family of five or more in comfort. Overall, he says the fuel consumption is quite reasonable at 12 L/100 km around town and about 10 L/100 km on a trip. Even though it is almost 12 years old it still compares favourably with more recent vehicles when it comes to driving position and passenger comfort.• comfortable transport for the large family on the move• safe and secure handling• reliable drive train• relatively modest performance from four-cylinder engine• breakthrough design for people moversSafe, solid and reliable transport for the large or extended family with plenty of room left for whatever they need to take with them.

Moving people is the most basic of our motoring needs, and once it was a simple choice between a sedan and a wagon, but today the choices are many and varied. The sedan and wagon are still with us, but the four-wheel drive wagon has become a popular choice for families who might once have bought a wagon, as is the peoplemover that offers a range of seating options with plenty of space to carry the gear that goes with the kids.The first peoplemovers were based on commercial vans and were pretty unsatisfactory devices. They had miserable performance, were uncomfortable, unstable, handled poorly and braked in a fashion.With that ancestry it’s no wonder that peoplemovers got a bad rap, but it’s an unfair one now that carmakers have taken them seriously and produced a generation of cleverly engineered, safe and comfortable vehicles. And if you believe Honda’s advertising for the Odyssey peoplemovers are even sexy.MODEL WATCHToyota was one of the first companies to move away from a commercial base when it purposely designed the swoopy Tarago as a peoplemover. It sparked a whole new generation of similar peoplemovers, including the MPV from Mazda.The MPV isn’t perhaps the best known of the peoplemovers on offer, but it was a solid performer that is still giving its owners good service.Unlike the space-age styled Toyota Tarago there was nothing flashy about the MPV’s looks. It was a basic box on wheels, albeit a big box able to seat eight people, at a squeeze, in three rows of seats.The packaging was conventional with a bonnet at the front and drive through the rear wheels, which in many ways was a compromise that ate into the available interior space.Rather than sliding doors as used by most other people-movers the MPV had four regular swing open doors.If the exterior was a trifle bland it was matched by the interior, which was plain to say the least and awash with dull and dreary grey plastic everywhere you let your eye wander.The MPV’s saving grace, however, was its long list of standard equipment, which meant you had to consider it if you were in the market to buy a peoplemover then, and now if you’re thinking of buying a second hand peoplemover.On the features list were dual-zone air-conditioning, cruise control, airbags and ABS, and you could add to that a V6 engine which gave it a turn of speed lacking in most other models in the class.With 115 kW and 232 Nm on tap from the 3.0-litre single overhead camshaft V6 the MPV could outperform most of its rivals. While it was quick off the line the downside was its fuel consumption. It simply couldn’t match the four-cylinder models at the pump.There was one transmission choice, a smooth four-speed auto with a column shift.When launched in 1993 the MPV was a seven-seater with colour-coded bumpers and door handles, central locking, power front windows and mirrors, and a six-speaker radio-cassette sound system.A revised model range in 1996 saw it grow into an eight-seater with a flexible seating arrangement that can be adapted to the many and varied needs of a family on the move.IN THE SHOPWith the last of the first generation MPVs around 100,000 km and due for a major service it’s imperative that you check for a service record. Cam belts need to be changed so make sure they have been done according to the service schedule.It’s worth taking a close look at the interior. A combination of kids and cloth trim can be a sticky one so look for gum, discarded sweets and their wrappers stuck to seats or in crevices.Take a close look at the exterior for signs of panel damage, mismatched paint, scratches, scrapes and dings etc. from action in the supermarket war zones sometimes called parking lots.Generally the Mazda holds up well in service, the engine and driveline give little trouble and rear drive layout is simple.IN A CRASHWith dual airbags standard and ABS brakes the MPV safety picture is quite bright. Its conventional bonneted layout, with rear wheel drive adds to its safety.OWNERS SAYJo and Garry Hubbard have done 128,000 km in the 1996 MPV they have owned for eight years. They say it has been a very reliable family car able to seat eight in comfort with good performance and handling. Their only criticism is its fuel consumption, which they describe as “average”.LOOK FOR• bland but safe styling• high level of equipment• safe, responsive handling• good performance from V6 engine, but at the expense of fuel economy• seats up to eight• generally robust and reliableTHE BOTTOM LINESolid and reliable family transport with good performance. but at the cost of fuel consumptionRATING70/100

Graham 'Smithy' Smith reviews the used Kia Sorento 2003-2005, its fine points, its flaws and what to watch for when you are buying it.

Peoplemovers must be the least glamorous vehicles of any on our roads, but if you’ve got a tribe of kids there’s no better means of transport for carting them around. The good news is they aren’t the dodgy weapons they once were when most were built on the back of delivery vans.Those early peoplemovers were the sorts of vehicles you avoided at all cost. They were unrefined, uncomfortable and had poor performance and even worse road manners. Thankfully that’s now a thing of the past and the peoplemovers of today are much better vehicles that do most things as well as regular passenger cars.Much of that can be attributed to the Honda Odyssey, the peoplemover Honda built off the Accord platform and one of the first to bring car-like road manners and refinement to the class.MODEL WATCHThe Odyssey was based on an Accord passenger car platform, which meant it sat lower to the road, and drove and handled much like the regular passenger car it was closely related to.The lower stance also meant it was easier to get in and out, you didn’t have to haul yourself up to access the interior. While that’s a real plus for the Honda, it does come at a slight cost in head room.Honda released the Odyssey in two forms, a six-seater which had a pair of ‘captains chairs’ in the middle row in 1995, and a seven-seater which substituted a bench seat for the two individual centre seats a year later.To get into the rear seats in the six-seater it was necessary to walk between the two ‘captains chairs’, in the seven-seater you had to tilt the centre seat forward.Once successfully seated, adults would find there was too little space to be comfortable, but let’s face it peoplemovers are mostly used to transport kids and they’d find it adequate. The location of the spare wheel, a space saver, on the side eats into the space as well.The rear seat could also be folded into a well in the floor making a flat cargo carrying space when the seats weren’t needed for little people. It could also be reversed to make a rear facing seat ideal for picnics.Add to that the ability to completely remove the middle two seats in the six-seater, or fold the middle seat in the seven-seater, converting the Odyssey into a two-seater van.Power was from a 2.2-litre single overhead cam fuel-injected four-cylinder engine in those first vehicles. It was the smallest engine in the peoplemover class, but was smooth and quiet in normal circumstances, and provided adequate if not neck-snapping performance.Power was initially 104 kW and 196 Nm, but a small increase in capacity in 1998 saw that jump to 110 kW and 209 Nm.A smooth four-speed auto was the only transmission available.While the Odyssey was a clever piece of packaging it was the way it drove that impressed both road testers and buyers at the time. Its ride comfort was exemplary, as was its handling and performance.There was nothing lacking in the list of features either, the Odyssey came standard with airbags for the driver and passenger, it had dual-zone air-conditioning, ABS, power windows and mirrors, power steering, tilt column, radio cassette sound, central locking and alloy wheels.Cruise control became standard fitment along with 13-spoke alloy wheels in March 1996, the time the seven-seater arrived.IN THE SHOPVery good build quality equates to a reliable run in the case of Honda generally, and that goes for the Odyssey.The Odyssey’s power train, from engine right on through is pretty much bullet proof so there’s not much to worry about there, but it’s still worthwhile asking for a service record to verify that it has been serviced, preferably by a Honda dealer or specialist.The size of the Honda and the difficulty in judging where the corners are means it’s worth taking a close look at the body extremities for damage, even minor, as it can be quite expensive to repair even small scars on the body coloured bumpers and side protection strips. And those scars, minor as they might be, can strip thousands of dollars from the resale price, and create doubt in the minds of potential buyers about the use a vehicle has been subjected to.Also look carefully at the alloy wheels for damage caused by hitting kerbs, again by drivers unable to come to grips with the Odyssey’s size. If the wheels are damaged check for damage to the suspension and underbody.Body tends to stand up well over the long term, staying tight and rattle-free, while high quality of plastics inside mean the interior also stands up well under the relentless attack of even our junior citizens.OWNER’S SAYCharlie Strike bought his ’98 Odyssey in 2000 with 30,000 km on the odo, and has since added another 90,000 mostly troublefree kilometres. Apart from regularly having to wheel align it, he says because of the nose-in parking in the north-west of NSW, and repairing body damage sustained in seven collisions with kangaroos he’s had no problems with it. He praises its ride comfort and fuel economy, but is critical of its flow thru ventilation, which only seems to deliver air heated by the engine.LOOK FOR• good resale value means a good return when you sell• Honda build quality means few problems down the road• good ride and handling a great leap forward for people movers• small engine means good fuel consumption without losing much performance• flexible interior can be used to kids or cargo

Moving large families has always been a problem, until the advent of peoplemovers. The problem was that the first peoplemovers were based on light commercial vans, and as a result lacked the refinement expected of a regular sedan.That was until the development of purpose built peoplemovers, like the Chrysler Voyager, specifically designed for family use.The Voyager came here from America, where it was conceived in the early 1980s, via Austria where our right-hand drive versions were built.It was the most successful peoplemover back home, but by the time it arrived here there were a couple of others, the Toyota Tarago in particular, already on sale and setting the benchmark.Big families have always faced a transport dilemma. If their numbers exceeded the five a normal family four-door would swallow they either had to have a couple of cars, or leave some unlucky family members at home when they travelled.The van was the first solution. Early on some dads simply bolted a few extra seats in a delivery van and created their own peoplemovers, then later bought the rather rudimentary offerings of companies that converted vans already in their catalogues, before finally they were liberated by a new generation of vehicles purposely developed for moving people in larger numbers.The Voyager brought an American solution to the problem when it arrived here in 1987. It had been the most successful peoplemover in its home market, but would face some tough well respected competition here.The Toyota Tarago was the benchmark at the time, the Honda Odyssey was an acclaimed newcomer, and there were others like the Mazda MPV and Mitsubishi Starwagon to keep the American invader honest.A common thread running through all was their safety, performance and comfort, all of which were approaching the level carmakers were delivering in their sedan ranges.The Voyager’s success in its home land lay in its flexibility, which made it attractive across a broad range of buyers, from the young to the young at heart. Young singles found it perfect for transporting their friends and their sporting gear, young families found it perfect for transporting their offspring and all the paraphernalia that went along with family life, while older buyers found it perfect for touring with plenty of space for luggage or camping gear.Two versions landed here in the first Voyager wave, the short 2878 mm wheelbase SE and a longer 3030 mm wheelbase LE version. Both could carry up to seven adults in a flexible seating arrangement that could be adapted to the need of the day.The driver and front seat passenger had comfy bucket seats, the three rear most passengers were seated on a broad bench. In between you could have a pair of buckets or a two-seater bench, making up the total of seven.Being a conventional semi-bonneted configuration instead of the cab-over-engine style of most earlier converted vans it was easier to climb into the cockpit. It was just as easy to climb in the rear seats, through sliding doors on each side.Once inside it was possible then to move back and forth through the length of the cabin to get access to luggage on the move or settle squabbles that inevitably flare up when kids are confined in a relatively small space for extended periods.There was also another side to the Voyager that added even further to its flexibility; the rear two rows of seating could be removed by simply unclipping them and rolling them out. They were on wheels, which made handling them quite easy, and they could be stored in the garage when not needed.It was great when you needed to move furniture, pick up supplies at the local handyman store, or whatever it was you needed to shift.For small business people or tradies it meant the Voyager could be used as a van during working hours, and quickly converted to family use when the whistle blew.Chrysler’s designers were so intent on designing a vehicle in which people would spend considerable chunks of their lives they went to some length to make the cabin comfortable with everything you could need on the move.The seats were comfortable, it had power windows and mirrors, central locking, a tilt adjustable steering column, air-conditioning, cruise control, and an AM/FM radio/cassette sound system. There were lights everywhere, a host of cubby holes for convenient storage, and a dozen cup holders. No one would go thirsty in a Voyager.In packaging terms the Voyager was tops, but you found fairly ancient foundations when you scratched below the surface. There you found a combination of MacPherson Strut front suspension and a leaf spring beam rear axle, front disc brakes with rear drums, and an overhead valve V6 engine with just two valves per cylinder.It certainly wasn’t high tech like some of its rivals were, but that didn’t necessarily mean it wouldn’t perform in service.The V6 engine was a 3.3-litre slugger with fuel-injection in a sea of four-cylinder rivals. Peak power was put at 116 kW at 4700 revs, top torque 275 Nm at 3250 revs.A smooth four-speed auto trans represented the only trans choice, and a sensible one at that.American build quality always comes with a question mark. Jeep quality isn’t the greatest, and the Voyager was built by the same company, albeit in Austria.Unlike the early Jeeps rust doesn’t appear to be a problem with the Voyager with its galvanised body. Paint quality also appears quite good, as it should be to stand up to the tough conditions in the US.Mechanically the auto gearbox can give problems around the 150,000 km mark, but the rest of the drive train appears relatively bulletproof.Underneath the suspension is straight forward, look at replacing wheel bearings at 100,000 kays, but otherwise there shouldn’t be much trouble.Like early Jeeps the interior plastic trim parts are inclined to break, and fall apart, so be prepared to bits and pieces to fail.Safety was an issue with peoplemovers. Often built on van platforms they weren’t nimble, and didn’t brake or steer particularly well, but that changed with vehicles like the Voyager which were more like cars in their on-road behaviour.Being a semi-bonneted configuration meant you were protected by front crumple zones in a crash, while airbags provided added protection when things went seriously awry.The seat belts also featured pretensioners to limit injury in a serious crash.Drum rear brakes was a throwback to an older time, but the presence of ABS was a positive.Pamela Kriesl says her family’s 1997/98 Voyager is a lemon, but still says there is no other peoplemover that matches it. It pulled to the left from the moment she took delivery of it, it was difficult to get into reverse gear, and the auto expired at 99,000 km. Add to that problems with the air-conditioning, the cruise control, the headlights, the plastic interior trim parts which she says are extremely brittle, and a large turning circle which makes it hard to park, and you’d reckon she’s right. Against that, however, she says it is beautiful to drive, the ride is wonderful, the power is fabulous, and the fuel economy is great. Despite the long list of problems she says she just loves it.• great flexible seating arrangement• loaded with features• good economy and performance from V6• comfortable ride• average build qualityLarge roomy transport for seven that can also carry a load of luggage.

Because basically it's got everything that opens and shuts – and lots of it.There are storage bins in just about every bit of spare floor, most of them with removable and washable liners to accommodate holding dirty gear or anything you might want to add ice to. The glove box is split into two with a chill zone to keep a couple of cans (or even a large bottle of wine) cold. And every seat except the driver’s shuts down for more storage space, with the front passenger seat featuring a handy hard tray set into its back.The secondary doors open to a 90-degree angle for easier access to get people and cargo in and out of the back.And if you go for the optional $3250 MyGIG in-dash audio/nav/comms system – which now comes with a 30GB hard drive – you can also have a $1500 second-row DVD player that opens down from the roof.Reclining second and third rows, theatre seating that lets the kiddies all see out, stain-resistant upholstery and foldaway wing mirrors for easier parking.Then there’s the lure of goodies like heated seats and leather trim for the top-spec variant.All that, wrapped in SUV styling with a Dodge crosshair grille on the front? It’s a soccer mum’s dream.And its maker hopes about 100 of them will turn up each month to take one off the showroom floor.Dodge is calling it a crossover between a passenger car, SUV and people mover.But will it cannibalise sales from Chrysler stablemate, the Grand Voyager people mover?Chrysler Australia managing director Gerry Jenkins doesn’t think so.“Grand Voyager is king of all People Movers. It's for those interested in the best with all the bells/whistles and comfort,” Jenkins says.“Journey is targeted to active lifestylers looking for capacity, flexibility and utility in a stylish and affordable package.“Not as much room or comfort as a Voyager but not the same price either.“On the emotional side, great looks and an exciting different brand. On the rational side, tremendous creature comforts, utility, safety, etc. It looks modern, is modern and will appeal to the mass market.”Drivetrains Dodge’s Journey R/T arrives with the choice of a turbo diesel mated to a new dual-clutch automatic transmission for $46,990 or a V6 petrol engine mated to the six-speed auto previously seen in the Avenger for $41,990, with the SXT only available with the petrol engine at $36,990.The 2.0 litre turbo diesel develops 103kW and 310Nm and uses 7.0 litres per 100km.The 2.7 litre V6 petrol engine produces 136kW and 256Nm. Not surprisingly, the petrol uses around three more litres every 100km than the diesel.Exterior Quad halogen headlights, body coloured fascias and the crosshair grille set off the muscular styling that is Dodge’s trademark – although it’s been softened for the Journey.A sloping windscreen starts a flowing line to the rear spoiler, highlighting the stainless steel roof rails and three large side windows. Short front and rear overhangs, sculptured wheel arches and low gloss B and C pillars help give the car a sporty appearance.Safety A comprehensive airbag package begins a long list of safety features for the Dodge Journey, including ABS, ESP, Electronic Roll Mitigation, trailer sway control, tyre pressure monitoring, traction control and brake assist.Driving The first thing you notice about the Journey’s interior is the quality of the surfaces, which are a huge improvement on some of the previous models. The plastics are soft – even padded in some places on the dash – and the fit appears tighter all round.And once you work out the sequence of handles, it’s a snap to lift, drop, fold and stow the seats in their various ways.Cargo space of 397 litres balloons out to close to 1500 when you have all the seats folded flat, and there is excellent room for second row passengers, although the third row is too close to the floor to be comfortable for long legs.Both engines are willing enough, but the V6 fights against the Journey’s 1750kg bulk when you attack hills, and it’s likely to feel the extra weight if you’re packed to the scuppers.The turbodiesel delivers a better response, although it can tend to be a tad noisy at idle.There’s a bit of body roll if you corner quickly, but generally the road manners are quite good at normal speeds for this kind of vehicle, and it soaks up patchy bitumen surfaces easily until you step on the accelerator, which can make it lumber around.The steering was marvellously light at low speeds, however didn’t seem to add enough weight at the higher end of the dial.But all this was going on over some interesting rural roads at the highway speed limit much of the time. And most Journeys will be city ones, which is where features like lighter steering will be an advantage.For buyers looking for an urban family warrior with a good price point, it’s worth taking the Journey.