The Honda Odyssey was born in a time of need during Japan’s economic crisis in the 1990s. As such, the first-generation model was much smaller than the model that we know today. That model lasted just long enough for Honda to build a U.S.-based production facility and the Odyssey has been getting better ever since. Each generation of Honda’s resident minivan has been short lived, with the longest being the current and fourth-generation which will run through the 2017 model year. For 2018, Honda is introducing the fifth-generation model that includes aggressive exterior styling with LED lighting, powered rear doors, and an evolution of the “lightning bolt” beltline that has been a subject of controversy in the past. On the inside, the new Odyssey benefits from an all-new infotainment system, camera monitoring system, digital instrument cluster, and a new take on age-old problem of accessing that third row of seats. It gets even better yet, however, as Honda also saw fit to provide more power from its resident 3.5-liter V-6 – effectively raising output to 280 horsepower – and two new automatic transmissions that will help put the Odyssey at the top of its class in the fuel economy department.

So, with an updated and aggressive design, new innovative technology, and a 32 horsepower increase over the outgoing model, the new Odyssey is ready to hit showrooms and bring more stability to the once crumbling foundation of the minivan segment. But, regardless of this new design, Honda is still showing up late to the party as Chrysler redesigned the Pacifica (the Odyssey’s main competition) for the 2017 model year and it’s already established a pretty decent foothold. So, does the new Odyssey have what it takes to compete with models like the Pacifica, or even the aging Toyota Sienna? Well, I spent some time with the new Odyssey when it made its long-awaited debut at the Detroit Auto Show, so let’s dive on in to take a better look and see if we can come up with a good answer to that question.

Update 5/30/2017: Honda has finally announced prices for the all-new Honda Odyssey. It starts out just below the $30k mark at $29,990. Check out the prices section below for detailed pricing on each trim level and what each trim level includes as standard equipment.

Continue reading to learn more about the 2018 Honda Odyssey.

2018 Honda Odyssey

Specifications
  • Make: Array
  • Model: 2018 Honda Odyssey
  • Engine/Motor: V6
  • Horsepower: 280
  • Transmission: 9-speed automatic
  • [do not use] Vehicle Model: Array
Pros
Cons

Exterior

What makes a vehicle attractive to you? Is it well-defined lines, or are you more about finer details such as flashy chrome accents? Or, perhaps you like vehicles like look more aggressive and dominating. Regardless of what means more to you as far as looks go, the Odyssey delivers on all of these points and it does so with style and function.

As you can see from the images above, the new odyssey is significantly more aggressive all the way around, but it’s really the finer details that makes the Odyssey standout in the crowd. The front grille has been redefined with a wider presence and is flanked by smaller and sleeker headlights. You’ll notice some hint’s from Acura here, with LED lights in the middle and an LED stripe outlining the outer edge and bottom of the lens. The lower strip of the dual chrome louvers on the grille extends over the top of the headlights, visually tying both lights together. Down below, Honda ditched that boring body line that ran the width of the fascia in exchange for two well defined lines: One that shoots inward and down from the headlight and another that wraps around the front corners from the front wheel wells. Gone is the long and hardly functional air dam, which was replaced with a design that is similar to that of the Honda Accord. It is flanked by two corner inserts that house a bright chrome accent around each indicator light and a small but circular LED foglamp. The fascia is one piece, but Honda took the extra steps to create a deep line on the lower corners that makes it look like it has a mild splitter – innovative design at its best. Finally, the Odyssey gets an all-new hood that is significantly more muscular than before with tall haunches on the sides that curve inward, running almost parallel to that of the lower edge of the headlight.

Walk around to the side of the Odyssey and take a step back, because it might take your eyes a second to adjust. The outgoing Odyssey was fairly boring here, with the only real defining features being the “lightning bolt” beltline, and the trim insert on the bottom of the doors. Well, that boring design is definitely a thing of the past. First and foremost, the headlights still wraparound to the side, but sit just a little farther forward. The nose of the van is actually a bit longer than before and isn’t quite as slanted. Notice how Honda found a way to accent that muscular hood by adding a bit of bulge to the front fenders? It’s stylish without beint too aggressive. Meanwhile, the wheel arches not get a highly defined accent line and a small, rectangular indicator to the front. Moving farther back, that weird pointed design ahead of the doors is now smaller and now has a flat face. A strong, almost checkmark-shaped body line graces the center of the side doors, while chrome door handles with oval-shaped recesses help to accent the chrome trim along the waistline. Another, not-so-sculpted line runs from the front fenders to the rear, slanting downward at the rear quarters.

What’s more important about the side profile, however, is the evolution of that lightning bolt waistline. On the outgoing model, this line shot downward just before the crease between the side door and rear quarters, and then shot upward to bring the rear quarter glass to a sharp point above the taillights. The new design is much more organic, with that initial downward dive starting more toward the center of the door and taking a less angled approach before leveling out and shooting to the rear where it wraps around to the rear hatch. The rear quarter glass appears to wrap around the rear-most pillar while the roof folds down over the side and gives a winged-look to the upper rear corners. The roof is slightly more slanted than before while the overhang for the rear hatch actually swoops up a bit, adding more character.

In the rear, the new Odyssey (left) has a significantly improved look. Gone is that annoying and uneventful, full-width taillight structure and stamped-looking bodywork. Instead, you’ll notice that the rear has an hourglass look to it, with the area below the waistline being a bit wider that the top side. That chrome strip from the sides wraps all of the way around the hatch, while the overhang is flanked by gloss black side wings that have the same color saturation as the rear glass – a nice touch, if I do say so myself. Down below, the taillights take on a “C” shape with a beautiful lens design. A chrome stripe fills in the area in the middle of the taillights and extends across the rear hatch with a chrome Honda emblem right in the middle. Farther down, a set of bodylines give the hatch a smiling presence while the lower fascia is reminiscent of the old design, but has a wider plateau. The reflectors have ben mover to the corners and are accented by a stylish bodyline at the very bottom.

Competing Appearances

Two strong competitors the new Odyssey will face for 2018 is the Chrysler Pacifica (left) and the Toyota Sienna (right.) When it comes to the Pacifica, Chrysler ushered in a new generation for the 2017 model year, so it’s hot off the grille in terms of design and style. It’s front end takes on some styling cues from the Chrysler 200, with chrome accenting around the grille, air dam, fog lights, and windows. The body work itself is just as striking as that of the Odyssey, but it a completely different way. Where the Odyssey is aggressive and muscular, the Pacifica is sleek and smoothly chiseled. A smoothly swooping line feeds upward from the outside line or the fog light housing and travels upward onto the fender, following the contour of the wheel wells until it feeds into the waistline. Down along the doors, and running just below the door handles is a sharp line that fades into the front fenders and rear quarters. Around back, the Pacifica gets bubbly rear glass that is almost seamlessly integrated with the taillights. There’s a sporty overhang atop the hatch that feeds nicely into the upper rear quarters to go with a fairly smooth but sculpted rear fascia that adds just the right amount of pizzazz to the overall rear look. Finally, there’s a chrome strip at the very bottom that links the rear to the sides and front. All told, it’s a sexy but less-aggressive alternative to the Odyssey.

Considering a model like the Sienna means going with a slightly older design with the most recent generation debuting back in 2011 and only getting a minor update for 2015. As far as appearances go, the Sienna isn’t exactly boring, but isn’t quite as sporty as the Odyssey. It actually blends a somewhat muscular front end with the traditional minivan look on the sides and to the rear. Up front, it gets a fairly sporty fascia that reminds a bit of the Toyota Camry, while the short hood is excessively muscular with sharp and muscular edges. The primary body line travels from the outer corner of the fascia and upward before curving and traveling back to the taillights, taking a path that sits between the door handles and the waistline. Unlike the Odyssey, the Sienna’s waistline doesn’t feature any major design cues, but there is chrome trim on some models.

In the end, it really boils down to a matter of taste in exterior looks. The Odyssey is definitely for those who prefer a more aggressive and unique look while the Pacifica is more sleeker and under the radar. The Sienna sits right in the middle. But, if you’re interested in sizes, here is a chart that breaks down all of the exterior dimensions of all three models.

Chrysler Pacifica

Toyota Sienna

Honda Odyssey

Wheelbase (Inches)

121.6

119.3

118.1 (est.)

Overall Length (Inches)

203.8

200.2

202.9 (est.)

Overall Width (Inches)

79.6

78.1

79.2 (est.)

Overall Height (Inches)

69.9

68.9

68.4 (est.)

Approach Angle (degrees)

14.0

17.3

TBA

Departure Angle (degrees)

18.7

29.4

TBA


Interior

Just about everyone inside the Odyssey has been redesign and refined for the new generation. To start off, the dashboard is now smoother and curvier than before, while the roof over the instrument cluster now features well-defined lines. The T-shaped, lower portion of the dash is still in place, however, the center section that houses the shifter and various audio controls is now a bit thinner and doesn’t protrude from the dash quite as much. The shifter has been replaced with a push-button setup for park, neutral, and drive that is center below the infotainment display. The shifter buttons are flanked by other controls such as the hazard lights, ECO button, and traction control button, among others. A push-to-start button resides in the upper left corner in easy reach of the driver.

Moving to the rear, you’ll find that the second row of seats has changed dramatically. Much like the outgoing model, the outer seats are captain’s chairs. But, where the old seats used to fold flat into the floor, Honda took a different approach for the new model. The new second-row system is called “Magic Slide” and allows the outer seats to slide back and forth. The center seat is completely removeable and, with the outside seats moved far to each side, there is a wide-open path to the third row of seats. Or both seats can be pushed to one side to offer easier entry from either door. The outside seats also fold and slide forward a bit (much like the seats in two-door coupes) to provide access to the third row directly from the doors without having to alter the second row as well. One thing I found of particular interest here is that the stitching layout of the seats isn’t quite as eventful with fewer seems all the way around. There is also an increase in the amount of plastic used on the outside edges of the seat. They still feature their own fold down arms on each side, but the seatbelt systems have been integrated into the seats themselves instead of being bolted to the floor and fed to the passengers from the pillar behind the second row. Sitting in the second row, I found the seats to be comfortable and supportive with just the right amount of lower back support and shoulder support to make it a nice place to spend a few hours on road trips. Unfortunately, the second row isn’t quite as innovative as those of the Pacifica, but they are highly functional, well thought out, and well designed.

The third row, however, left me feeling a little uneasy about the new design. On the outgoing model, the weird, centered headrests were thick. They have been toned down, which is a good thing, as that portion of the third row is now more comfortable, but I was saddened by the fact that the middle seat lost its fold-down insert in the center of the back. This means third row passengers don’t have the option of a center armrest when there isn’t a center passenger. This is partially rectified by the outside armrests integrated into the rear quarter trim that includes dual cup holders, but there is no solution for those wanting an inside armrest. As before, the third row features a 60/40 folding layout and can fold flat into the floor for extra cargo space.

On the technology front, there’s actually quite a bit to talk about. The dual screen layout of the outgoing model has been replaced by a single, seven-inch display that takes a German/American hybrid approach to positioning. The screen effectively floats atop the forward portion of the dash, but it still flanked by a supporting arm on each side. An analog volume knob exists in one corner while a set of touch-sensitive buttons offer a back, home, and brightness control function. Down below the screen sits a number of mechanical buttons that allow control of the front and rear HVAC settings, as well as fan speed. A digital read out displays current cabin temperature as well as the desired temperature settings. EX and above trim levels can be equipped with an eight-inch, high-resolution display as well, but it is optional and will set you back a little bit as far as pricing goes. This system features a newly developed operating system that includes Apple CarPlay and Android Auto connectivity to go with a rear entertainment system (pictured below) 4G LTE internet connection, Wi-Fi connectivity, and a USB connection.

This eight-inch system also comes with Honda’s new “CabinWatch” system that uses strategically placed cameras inside the cabin to allow mom and dad to monitor the kiddos in the rear. The rear, ceiling mounted display is a 10.2-inch WSVGA screen that includes features like PBS Kids, iHeart Radio, and Spotify, among others. There’s also a new app called “How Much Farther” that lets rear passenger monitor the progress of the trip. This system can be controlled via most smartphones with a downloadable app, which also allows control of rear HVAC functions and gives the ability to add destinations to the navigation system. Basically, Honda has found a way to make even the longest road trips absolutely void of almost any conversation whatsoever. Whether that’s a good thing or bad thing remains to be seen, though.

Competing Technology and Comfort

Inside, you’ll find that each of the three models we’re comparing here feature a lot of similar technology and amenities, but each are subtly different in their own way.

Inside the Pacifica (pictured above,) you’ll find that it’s in line with what the Odyssey is offering in terms of style and functionality. Like the Odyssey, the Pacific has a soft-touch dash that is two-tone in color with a dark accenting on top and lighter accenting down below. Like most minivans these days, the center stack protrudes from the face of the dash to offer space for the gear shifter, audio, and HVAC controls. Where the Odyssey has a push-button shifter setup, the Pacifica has a knob shifter that is turned into one of four positions for gear selection. The infotainment display is an 8.4-inch Uconnect system that offers the usual phone connectivity and app usage, but also has the unique feature of having a digital version of the owner’s manual pre-installed for easy reference when needed. It includes operating instructions, warranty information, fluid standards, and many other useful details. You’ll find that most of the dash features a leather-wrapped, soft-touch surface, while the front captains chairs are perforated and offer heating and ventilation when properly equipped.

The rear seats carry on with “Stow N’ Go” functionality that allows the second row captain’s chairs to electrically fold flat into the floor for increased cargo room when needed or easy access to the third row. The third row offers seating for three, but much like the other minivans on the market aren’t quite as comfortable as the front rows. For rear passengers, there are two 10-inch touchscreens that can play movies or be connected to gaming consoles while three audio options mean choosing between a standard six-speaker system, 12-speaker Alpine system, or 20-speaker Harman Kardon system.

Then you’ve got the Sienna (interior show in the pictures above) that offers its own take on the minivan layout. Set up in a similar fashion the Pacifica, the infotainment display is integrated into center stack above a protrusion from the center of the dash that houses the gear shifter, and various push-button controls. Unlike the Odyssey and Pacifica, however, the Sienna has a standard lever as a gear shifter, which is somewhat refreshing at this point as manufacturers have continuously tried to reinvent the way we put transmissions into gear. While it doesn’t have the interior camera system like the Odyssey, the Sienna does have a fold-down mirror that allows parents to observe the little ones in the rear, and what really sets the Sienna apart is that the second-row captain’s chairs have the ability to recline – something not offered by other models on the market right now. The third row does fold flat into the floor to allow for extra cargo room, but the second row is only able to slide forward to allow easier access and doesn’t offer the ability to fold flat into the floor. When updated for the 2015 model year, the Sienna got a new interior color option that brings black leather with white contrast stitching into the list of available options.

Chrysler Pacifica

Toyota Sienna

Honda Odyssey

Chrysler Pacifica

Toyota Sienna

Honda Odyssey

40.1/39.6/38.7

41.0/39.7/38.3

TBA

Headroom first/second/third row (Inches)

41.1/39.0/36.5

40.5/37.6/36.3

TBA

Legroom first/second/third row (Inches)

63.8/63.0/61.2

65.0/64.4/61.1

TBA

Shoulder room first/second/third row (Inches)

59.0/64.8/49.5

58.6/66.1/50.3

TBA

Hip room first/second/third row (Inches)

165.0

164.4

TBA

Maximum Passenger Volume (cu. ft.)

140.5

150.0

TBA

Maximum SAE Volume behind First Row (cu. ft.)

87.5

87.1

TBA

Maximum SAE Volume behind Second Row (cu. ft.)

32.3

39.1

TBA


Drivetrain

Note: The image above was taken after the Odyssey made its debut at the Detroit Auto Show. The red wire shown here is for auxiliary wiring purposes at the show and doesn’t exist on official production models.

Honda has yet to release full specifications for the new Odyssey, but we do know that the heart of the van is an updated 3.5-liter that has an increase of 32 horsepower over the outgoing model – bring peak output up to 280 ponies – still a few shy of the Chrysler Pacifica and 16 ponies short of the Toyota Sienna. But, that isn’t necessarily a bad thing, as compromising in one area offers benefits in others. While the Odyssey falls short in the power department compared to competitors, it is said to offer class-leading performance and “top-in-class” EPA fuel economy ratings. Honda has yet to divulge what those ratings may be, but we’ll surely see those figures closer to its official launch later in 2017.

What’s more important here is the addition of two new transmission to the lineup. Lower trim levels get a newly designed, nine-speed automatic while higher trim levels (likely EX and above) will get a 10-cog unit, which is actually a first for any minivan currently on the market. While the use of either transmission does offer benefits in the fuel economy department, they can’t take all of the fame. See, the body of the new Odyssey is composed of ultra-high-strength steel, aluminum, and magnesium to help shed weight and increase rigidity. The body is also more aerodynamic than before to help cut back on wind resistance at speed. The chassis is also new, and likely uses the same materials as the body. Steering duties are handled by a dual-pinion electric power steering system that offers increased response and easier maneuverability. The design of the rear suspension includes a new trailing arm setup to go with a stabilizer bar that provides better ride quality and improved handling while providing better cargo space inside – that’s what you can a win-win. All told, torsional body rigidity is up by 44 percent while overall weight is down by as much as 96 pounds, depending on the specific model and options selected.

Competing Performance and Economy

Note: Chrysler Pacifica engine pictured here.

Honda has made a pretty bold statement when it claims that the new Odyssey will be in the top of its class for fuel economy, but the EPA has yet to rate it, so for now we just have to take their word for it. The competition, already being on the market, has shown the world their specs and they promise to give the Odyssey a run for its money. In terms of the Chrysler Pacifica, you’ll find the standard 3.6-liter Pentastar that delivers 287 horsepower and 262 pound-feet of torque. Shifting duties are handled by an all-new for 2017, nine-speed, TorqueFlight automatic transmission. For now, the Pacifica is offered as front-wheel drive only, but rumor has it an all-wheel drive version will eventually make its way into showrooms. The EPA rates the Pacifica at 18 mpg in the city, 28 mpg on the highway, and 22 mpg combined.

With all manufacturers working on their electrification strategies these days, it’s important to note here that the Pacifica is offered as a plug-in hybrid as well. It uses a 3.6-liter Pentastar engine as well, but it’s a bit different than that of the gasoline model, as it doesn’t use two-step valve lift or a cooled exhaust EGR system. Instead it runs on an Atkinson combustion cycle and makes use of a 16-kWh lithium-ion battery pack. It is said to have a 30-mile all-electric range and can be fully charged in as little as two hours with a level two charging system. FCA estimated the Plug-in hybrid model to offer a rating of 80 MPGe in the fuel economy department.

Note: Toyota Sienna pictured here.

If you’re thinking about the Toyota Sienna, you’ll find that it offers the most power with its 3.5-liter V-6 pumping out 296 horsepower and 263 pound-feet of torque. Front-wheel drive is the only option here, and a Direct-Shift, eight-speed automatic transmission is responsible for sending power to the front wheels. As far as fuel economy goes, models get the same EPA rating of 19 mpg in the city, 27 mpg on the highway, and 22 mpg combined. There is no plug-in or hybrid option available at this time, but when Toyota ushers in a new-gen model it’s likely one will pop up in showrooms.

Chrysler Pacifica

Toyota Sienna

Honda Odyssey

Chrysler Pacifica

Toyota Sienna

Honda Odyssey

3.6-liter V-6

3.5-liter 6-cylinder

3.5-liter V-6

Engine

287 HP @ 6,400 RPM

296 HP @ 6,600 RPM

280 HP

Power

262 LB-FT @ 4,000 RPM

263 LB-FT @ 4,700 RPM

TBA

Torque

nine-speed automatic

8-speed Electronically Controlled automatic

9-speed automatic

Transmission

18/28/22

19/27/22 (FWD)
18/24/20 (AWD)

TBA

Fuel economy city/hwy/combined

Independent MacPherson strut front/Independent twist-blade with coil springs rear

Independent MacPherson struts w/stabilizer bar front/ Torsion beam with coil springs (sport-tuned coil springs on SE model) with stabilizer bar rear

Dual-Pinion Electric Power Steering (EPS) with .44 fewer turns lock-to-lock/trailing arm rear suspension with stabilizer bar rear

Suspension

4,330 Lbs

4,430 Lbs

TBA

Curb Weight

3,600 Lbs

3,500 Lbs

TBA


Safety

Honda has become known for its Honda Sensing suite of safety and driver assistance aids, however, they don’t come standard in the entry-level LX trim level. EX models and above get the full suite that includes collision mitigation braking, lane keep assist, road departure mitigation, and active cruise control. As far as airbags go, it gets a full arsenal, including the introduction a pair of knee airbags for front passengers. Honda has made it a point to target an NCAP five-star and Safety Pick + rating, so it’s quite likely that it will make the honor roll when testing of 2018 models takes place.

Prices

The All-new Honda Odyssey is on sale now and starts out at $29,990, representing an increase of just $50 to the entry-level model. Considering everything it comes with as standard equipment over the last-gen model (see the chart below) that’s a hell of a deal. The EX trim level will be stickered with a $33,860 price tag while the EX-L and EX-L Navi trims come in at $37,360 and $39,360, respectively. Finally, the Touring trim level commands $44,510 and the range-topping Elite, which used to be known as the Touring Elite, commands $46,670. These prices slot the Odyssey a bit higher than competing models like the Pacifica and Sienna, but when you compare it to the competition, you’ll understand why. The chart below details all standard equipment included with each trim level.

Trim

MSRP

Major Feature Upgrades by Trim

All-new to Odyssey LX

New to LX trim

LX

$29,990


- 3.5L direct-injected i-VTEC® V6

- 9-speed automatic transmission

- New ACE™ body structure

- Front seat knee airbags

- Full-color TFT driver’s meter

- Steering wheel paddle shifters

- Active Shutter Grille

- Capless refueling


- 18-inch alloy wheels and tires (+1 inch)

- Acoustic-laminated windshield

- Dual-zone automatic climate control

- Active Noise Control technology

- Acoustic laminated windshield and front door glass

- Thicker rear door, rear quarter window and rear windscreen glass


EX

$33,860

All-new to Odyssey EX

Additional feature upgrades from LX

Above plus:


-* 18-inch wheels and tires (+1 in.)

-* Magic Slide 2nd-row seats™

-* Honda Sensing®

-* Blind Spot Information (BSI)

-* New Display Audio

-* Apple CarPlay™/Android Auto™

-* SiriusXM satellite radio

-* CabinControl™ app

-* Auto High Beams

-* LED daytime running lights


-* Power sliding rear doors

-* Rear cross-traffic monitor

-* Heated front seats

-* Tri-zone automatic climate control

-* Smart Entry

-* Remote engine start

-* 4-way power lumbar for driver’s seat

-* Auto on/off headlights

-* Heated door mirrors

-* HD Radio

-* 2nd-row sunshades

-* +1 2.5-amp USB port

-* HondaLink® Assist

EX-L

$37,360

All-new to Odyssey EX-L

Additional feature upgrades from EX

All above plus:

-* CabinTalk™ in-car PA system

-* Leather seating surfaces


-* Leather-wrapped steering wheel

-* Power tailgate

-* 2-position memory driver’s seat

-* Moonroof (power slide and tilt)

-* Auto-dimming rearview mirror

-* Homelink® remote

-* +2 USB charging ports

EX-L Navi Res

$39,360

All-new to Odyssey EX-L Navi-Res

Additional feature upgrades from EX-L

All of the above plus:


-* Rear Entertainment System with

-* Blu-Ray and streaming video

-* New Honda satellite-linked Navigation System by Garmin

-* 1st-row 110V outlet


-* 2nd-row HDMI outlet

-* Two wireless headphones

-* 3rd-row sunshades

Touring

$44,510

All-new to Odyssey Touring

Additional feature upgrades from EX-L NR

All of the above plus:


-* 10-speed AT (replaces 9AT)

-* LED headlights

-* LED fog lights

-* CabinWatch™

-* Hands-free power tailgate

-* HondaVac™(previously on Touring Elite only)

-* 4G LTE Wi-Fi (with data plan)

-* HondaLink® Subscription Services

-* Front and rear parking sensors

-* Body-colored side sills

Elite (previously Touring Elite)

$46,670

All-new to Odyssey Elite

Additional feature upgrades from Touring

All of the above plus:


-* 19-inch wheels and tires (+1-in.)

-* Heated steering wheel

-* Wireless device charging

-* Power folding side mirrors

-* LED interior accent lighting

-* Additional cabin noise insulation

-* Rain-sensing wipers

-* Acoustic laminated rear door glass

-* Gloss black exterior and interior trim


-* Body-colored tailgate spoiler

-* Heated and ventilated front seats

-* 550-watt, 11-speaker premium audio


Competitive Pricing

While there isn’t a ton of competition in the minivan segment, pricing is fairly competitive. The Chrysler Pacifica is offered in seven different trims, including two hybrid models. The entry-level LS starts out at $28,595 with pricing increasing marginally to as much as $42,495 for the range-topping, non-hybrid Limited trim. The Hybrid Premium runs $41,995 while the range-topping Hybrid Platinum commands a whopping $44,995.

The Sienna is offered in eight different trim levels with the entry-level L model commanding $29,750 while the LE and SE command $32,540 and $36,100, respectively. Moving up the line, you can get the XLE trim for $36,310 or the XLE Premium for $39,505, while the SE Premium commands $40,830. The Limited trim level starts out at $42,800 and the range-topping model approaches luxury vehicle pricing at $46,170. Selecting the right option boxes on the order list can push the range-topping model to more than $50,000, so be mindful if you’re on a tight budget while at the dealer.

Chrysler Pacifica LX

$28,595

Chrysler Pacifica Touring

$30,495

Chrysler Pacifica Touring-L

$34,495

Chrysler Pacifica Touring-L Plus

$37,895

Chrysler Pacifica Limited

$42,495

Toyota Sienna L

$29,750

Toyota Sienna LE

$32,740

Toyota Sienna LE V6 6ECT 8 PASS

$32,540

Toyota Sienna LE V6 6ECT Auto Access Seat

$38,555

Toyota Sienna SE

$36,110

Toyota Sienna SE Premium

$40,830

Toyota Sienna XLE

$36,310

Toyota Sienna XLE Premium

$39,505

Toyota Sienna XLE V6 6ECT 7 PASS Auto Access Seat

$42,145

Toyota Sienna Limited

$42,800

Toyota Sienna LE V6 AWD

$35,080

Toyota Sienna XLE V6 AWD

$38,520

Toyota Sienna Limited Premium

$46,170

Toyota Sienna XLE Premium AWD

$41,715

Toyota Sienna Limited V6 AWD

$43,940

Toyota Sienna Limited Premium AWD

$47,310


Other Options

The minivan market isn’t packed anywhere near as tight as say the SUV or sports car market, but there are more than just a couple of options to consider. We’ll discuss a couple of them below, in case you’re looking for another viable option.

Nissan Quest

The Nissan Quest has been around since the 1993 model year, and has since seen two generational shifts. The third-gen model was introduced for the 2011 model year and has soldiered on relatively unchanged for the last six years. In comparison to other models on the market, the Quest has a more boxy approach in the rear that’s similar to that of the Ford Flex while featuring a more bubbly front end. Being an older design, it doesn’t really compete with the looks of newer models like the Odyssey or the Pacifica. Under the hood, you’ll find an aged 3.5-liter that delivers 260 horsepower and 240 pound-feet of torque. Front-wheel drive is standard as is a CVT transmission. It starts out significantly cheaper than other options out there, with the entry-level S model starting at just $26,580, but pricing increase to $30,540 for the SV model, $34,110 for the SL model, and $43,230 for the range-topping platinum model.

But, there’s something really important to note here in the safety department. When tested by the IIHS, the Quest scored good ratings in the moderate overlap and side impact tests, and received a good rating for head restraints and seats. It achieved an Acceptable rating for roof strength, but it failed miserably in small overlap testing, receiving a Poor rating. The model has remained unchanged since 2011, when it was first tested. After the 2011 crashing testing took place, Dave Zuby – the Executive VP of IIHS – was reported by CNBC as saying that the small overlap testing results of the Quest was “one of the worst crash tests we’ve seen,” pointing out that the front of the cabin was so compacted that the driver’s seat had to be cut out to remove the crash dummy. So, if you’re considering the Nissan Quest, that’s certainly something to keep in mind before making the decision to purchase.

Read more about the Nissan Quest here.

Kia Sedona

Unlike Nissan, Kia has actually kept up with its resident minivan, and introduced a third generation for the 2015 model year. This generation brought about a new exterior design that includes Kia’s famed “Tigernose” grille, and a sleek exterior profile that is still relevant today when compared to newer models like the Odyssey and the Pacifica. On the inside, it’s a little different than other models out there, featuring a car-like center console and dash. With three rows of seats, the Sedona has what’s called a “Slide-n-Stow” system that automatically slides the second row forward when the seatback is tipped forward to allow easier entry to the third row of seats. Under the hood, you’ll find a 3.3-liter V-6 that delivers 276 horsepower and 248 pound-feet of torque. Fuel economy ratings come in at 18 mpg in the city, 24 mpg on the highway, and 20 combined on the entry level model with the upper two trim levels varying a bit, with the SX getting a combined rating of 21 mpg and the SXL getting a combined rating of 19 mpg.

Here’s the real kicker when it comes to the Sedona, though. It starts out at $26,900 as of the time of this writing and climbs to as much as $41,900 in range-topping SXL form. So, it’s a few grand cheaper than the Odyssey and Pacifica but was also named as a 2017 Safety Pick + for the 2017 model year – scoring “Good” ratings in all testing, and a Superior rating for frontal crash prevention with the optional safety and driver assistance packages equipped. It did achieve a poor rating for headlights, however, that is easily remedied by purchasing aftermarket LED bulbs for the headlights. All, told, this is a cheaper option that models like the Odysey and Pacifica, and still has a fairly recent look as well – not a bad option if getting close to a $30,000 entry price isn’t within your budget.

Find out more about the Kia Sedona here.

Conclusion

After spending some time looking over the Honda Odyssey and playing with the various technology features inside, I have to say I’m quite impressed with what it brings to the table for the 2018 model year. If you’re in dire need for a minivan right now, you may have to go with something like the Kia Sedona (called the Carnival in some markets) or the Chrysler Pacifica, but if you can wait just a little while longer, you’ll probably find yourself highly impressed with the new Odyssey once it hits showrooms. The seats are comfortable, and the rear isn’t a bad place to spend a considerable amount of time. There’s enough features to keep the younger family members happy on road trips, and there’s plenty of cargo room if you’re someone who hauls more material goods than humans. And, with the additional power brought forth by the new generation that happens to be paired with expected class-leading fuel economy, you can’t really go wrong as long as you can afford to pay at least $30,000 for the entry-level model.