Honda Odyssey

It was just a couple months back (Nov. '98, to be exact) that we rocked suburbia to its very foundations by proclaiming the new-for-'99 Honda Odyssey as the best minivan in the history of the genre. Stacked up against a field of its peers, the large, comfortable, powerful, and highly affordable Honda was just a little better, in just about every way.

Since then, a few important events have transpired. First, Honda has set final pricing for the new Canadian-built Odyssey and has remained true to its word about bringing its '99-model people-mover in below the prime competitors. The nicely equipped LX model carries a base price of $23,200, and the up-level EX version stickers at $25,800. On an equipment-matching basis, the Odyssey comes in at thousands less than its prime competition. Advantage, Honda.

The second important development? Ford has just pulled the wraps off the extensively reengineered Windstar, a family wagon so improved it leapfrogs to the top echelon of the minivan class. But is it good enough to dethrone the Honda? We decided to investigate by pitting the top-level Odyssey EX against the opulent Windstar SEL. We've covered the Honda several times in the recent past, so for the purposes of this discussion, we'll concentrate most on the Ford this time.

Walk around the Windstar, and you'll no doubt be struck by its handsome new lines. Most of the key architecture beneath the new skin is an evolution of the previous generation, however. It's available in one length, in four different trim levels, with either a 3.0-liter/150-horsepower V-6 or a 3.8-liter/200-horsepower V-6 (as in our test vehicle). The base Windstar model has a right-side sliding door, while the middle SE trim levels gain a left-side slider, too. In the high-end SEL, both entry ports are power operated. Thumb two buttons on the remote entry key fob, and they quietly open to reveal a fully redesigned, leather-lined interior that incorporates a plethora of convenience and comfort features. Rounded shapes and inviting contours give it noticeably more stylistic warmth than in the slightly Spartan-looking Honda with its cloth upholstery.

Our SEL tester boasted a significant load of optional safety features, including side airbags for front-seat passengers and the new Reverse Sensing System. Using a series of sonar sensors mounted in the rear bumper, the useful RSS alerts the driver with a tone that begins when obstacles are within about 6 feet of the rear of the vehicle, while you're in reverse.

Until the Honda arrived, the Ford's optional 3.8-liter V-6 (carried over from last year) was the most powerful engine in the minivan world. The Odyssey's sophisticated 210 horsepower/3.5-liter SOHC four-valve-per cylinder V-6 is the new dyno king these days, but acceleration testing reveals that the measurable difference between these two practically isn't. Both vans hit 60 mph in the same 9.7 seconds from a standing start (swift indeed by minivan standards).

Seat-of-the-pants driveability provides more meaningful differentiation. The Ford's larger engine is less of a revver (redline is set at 5500 rpm) and has a fatter torque curve through the mid-range. Its peak of 235 pound-feet of torque is barely better than the Honda's 229 pound-foot peak, but the Ford's maximum output arrives 1300 rpm sooner.

The net result is class-leading partial-throttle responsiveness from the Ford, particularly with a full load in the passenger compartment. Push the pedal to the floor, however, and the Ford's OHV V-6 makes no secret of its displeasure at being forced into the upper rpm registers. It's louder and lacks the smooth sweetness of the Honda.