Volvo Es90 vs Honda Odyssey

What's the difference?

More stylish than ever before, as quiet and refined as you'd expect from a luxury car and yet the stand out feature might once again be safety. Despite seemingly every new car being loaded to the gills with safety features, Volvo has managed to demonstrate industry best-practice and leads the way again.

I would encourage engineers from every other car brand to drive the ES90 to learn how to better integrate the modern suite of active safety features like forward collision warning and lane departure warning.

But beyond that, is the ES90 a car worthy of consideration? Well, pretty much everything it does the EX90 does too, so if you prefer an SUV that’s definitely worth consideration. But if you don’t want an SUV, if you prefer a sedan or just love to be different, the ES90 is a very attractive proposition in more ways than one.

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.

Discussing Volvo design will draw different opinions depending on your age. As a millennial, I grew up at a time when Volvos were, to quote a famous movie line from the 1990s, ‘boxy, but good’.

But over the past two decades Volvo has smoothed off those boxy edges and become one of the most style-conscious car companies in the world. It has embraced its now-unique place as a Scandinavian carmaker and uses softer edges and more Nordic design themes (such as light coloured interior woods) to ensure the ES90 is simply a good-looking car.

What it isn’t, at least not technically-speaking, is a sedan. That’s because it has a liftback rear-end design, rather than a traditional ‘three-box’ sedan with a conventional boot. That shouldn’t be a deal-breaker for anyone and it means it’s a far more practical design.

It also sits taller than a conventional ‘sedan’, which is an increasingly common trait for modern European sedans as they try to woo would-be SUV buyers. It’s not a lot, you certainly wouldn’t call it a tall or high-riding car, but it is noticeable.

Ends up as an ‘in-between’ design, neither one thing or the other. The closest thing it reminds me of is the short-lived BMW 5-Series GT, which is damning with faint praise, but it speaks to the challenge of making something that simply isn’t an SUV appealing to the modern SUV-obsessed market.

The very stylish cabin features that previously mentioned light coloured wood (at least in our test car) and that unique Scandinavian look. It’s the closest you’ll get to sitting in a Swedish lounge room on wheels.

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.

In terms of space the ES90 is very generous, which it should be given it's a five-metre long car. There’s loads of room front and the back so you’ll seat four adults in absolute comfort, and can squeeze in a fifth if needed. Thanks to the relatively flat floor, as well as the panoramic roof that can either be opaque or clear, the cabin feels spacious and bright even in the rear.

As for luggage space, the boot measures 424 litres, and obviously it’s very easy to access via the power liftgate. But it’s still not as big as an SUV. The EX90 offers up 655 litres of space in its five-seat configuration. Which is at least a small part of the explanation why SUVs have become the more popular choice.

But what really stands out in the cabin isn’t the space, it’s the technology. The ES90 Ultra’s multimedia system is centred around a 14.5-inch touchscreen that runs all the car’s key functions; you also get a 9.0-inch driver’s display.

Notably, Volvo has opted to offer Google’s operating systems built-in, which means while you can still run Apple CarPlay or Android Auto, if you have a Google account you can sign-in and have your contacts, address book and other details integrated into the car.

It’s a really fast system, too, supported by the most powerful software Volvo has ever put inside one of its cars. Having a big tablet-style screen is great and feels very modern, but if it runs slowly, with lag between commands, it’s not as useful. This Volvo system, particularly the transitions between menus and even the voice assistant, reacts with lightning-fast speed.

Then there’s the sound system we mentioned earlier. It’s a 25-speaker Bowers & Wilkins set-up with 'Dolby Atmos' and an app called Abbey Road Studios. This app has been produced in conjunction with the iconic recording studio made famous by The Beatles. The speakers and the app were all developed together to provide a superior audio experience.

The speakers themselves are incredibly powerful while staying crystal clear, with the Abbey Road app providing the ability to change the sound between 'Modern' and 'Vintage' settings that make you feel like you’re inside a recording studio.

Put simply, it is as impressive a sound system as I’ve ever experienced in a car.

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. 

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.

As the name suggests, the ES90 Single Motor is powered by a single, rear-mounted electric motor that drives the rear wheels via a single-speed transmission. The motor makes a healthy 245kW and 480Nm, so the 0-100km/h sprint time is 6.6 seconds - sprightly for such a big car.

As alluded to earlier, there is a Twin Motor, all-wheel drive ES90 variant available in overseas markets, with 500kW, but Volvo Australia is yet to confirm when, or even if that will arrive here.

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.

Built on Volvo’s 800-volt electrical architecture, the first Volvo to feature the technology, the ES90 is powered by a 92kWh battery that provides up to 554km of driving range on a single charge.

Volvo quotes an NEDC energy consumption of 18.5kWh/100km, with 300kW DC charging able to take the battery from 10 to 80 per cent in 22 minutes. A full, empty to 100 per cent charge using a 16A outlet will take 10 hours.

It should be noted that the EX90 SUV will be upgraded to the 800V architecture with the 2026 model year introduction.

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.

As you’d expect from a luxury, electric car the ES90 is a quiet and refined vehicle to drive. Being a Volvo, the company has used its experience where it matters, and there is excellent insulation from the outside world. Unlike some EVs that lose the engine and hope that just makes things quieter, the ES90 gives you a genuine feeling of insulation from the exterior hustle and bustle. 

Performance is adequate from the single motor but it’s by no means a sports sedan with only 250kW/480Nm and such a big vehicle. But it has the instant response that is an EV trademark so it has all the performance this type of car and the drivers it will attract would likely need. If buyers start banging on the door for more power, Volvo can oblige, but for now it does the job you expect of a luxury four-door.

While it has the sedan silhouette, the taller body and raised ride height on the air suspension are noticeable. You will find yourself looking up at SUV drivers, but not all of them. It’s roughly the same seat height as you’ll find in a modern small SUV, so a slight elevation rather than a big boost.

The ride is what you expect from this type of car. You can adjust the suspension and steering between ‘soft’ and ‘firm’ settings, but even with the latter selected there is a lot of compliance and the ride remains comfortable.

The steering is fine most of the time, but when you have to do parking maneuvers you certainly notice the ES90's steer-by-wire technology. The steering literally feels like an old computer game steering wheel set-up, with very little resistance as the wheel lightly spins from lock-to-lock. It’s not a bad feeling, but it is a bit odd and takes some getting used to.

The ultimate take-away from the driving experience is just how relaxed it is - quiet and effortless are the two words that probably best sum it up.

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.

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 ES90 is covered by Volvo’s five-year, unlimited kilometre warranty, which is competitive for the luxury market even if it’s shorter than the cover some mainstream brands offer.

Servicing costs are currently unclear, at the time of publication. Volvo Australia typically offers five-year servicing plans for its models but is yet to finalise the cost for its electric vehicles.

Despite its long history in Australia, Volvo still has a relatively small footprint in this country with only 28 dealers/service centres spread across the country. However, more are planned to expand that coverage in the coming years.

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.