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What's the difference?
This is actually the Carnival that Kia always wanted.
See, the last Carnival, the one this replaces, was Covid compromised, missing out on key technologies, as well as skipping an in-depth ride and handling localisation program, due to part supply issues and a freeze on international travel.
This one, though, addresses all of that, which is why you get a new cabin experience, new tech, and a complete overhaul of the steering and handling.
It is, however, significantly more expensive, right across the range.
So, is the Carnival still worth it? Let’s find out.
Nearly every car brand has jumped well and truly onto the SUV bandwagon in 2021, offering models in small, medium and large varieties for buyers of all budgets and lifestyles.
Honda Australia is a notable exception here however, and while it has the HR-V and CR-V to satisfy small- and medium-crossover buyers, there is nothing for those after a large SUV that seats seven.
To try and fill that gap, Honda has updated its Odyssey people mover with fresh looks, more safety and new tech to not only compete against the Kia Carnival and Toyota Prius V, but also the likes of the Toyota Kluger, Mazda CX-8 and Hyundai Santa Fe.
Can Honda’s Odyssey still cut it in a world that has gone SUV crazy? Let’s find out.
Ok, here's the rub. Everything you just read could well be pointless. You like the Carnival. In fact, it sometimes makes up close to 90 per cent of the sales in its segment, and outsells all of its competitors combined.
So whether I like it or not, I suspect you'll be buying one anyway.
But I can say this - the new Carnival improves the formula right across the board. Well, everything except for price.
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.
Surely the greatest trick the Carnival pulls off, and it does so convincingly, is that it manages to make something so quintessentially uncool, the people-mover, and make it look good. Somehow sporty, even.
I like the Carnival's big, bold and blacked-out front end of the GT-Line, and with its two-tone 19-inch alloys, wide stance and low ride height, it looks almost like some mad attempt at a JDM tune car, rather than a sensible people mover.
Elsewhere, the boxy profile, the sharp body creases and the third-row compartment that kind of juts over the rear tyres like a house that's been extended all somehow work, and give the Carnival far more street cred than you might expect.
Inside, we spent time only in the flagship GT-Line and its GT-Line Lite sibling, and both present as calming, comfortable spaces, and Kia's minimalist approach to combining the climate and audio controls into a single strip (it's functionality can be changed by pushing a button) helps keep the cabin fuss free.
The tech in the top-spec models feels modern and on-point, too, and the materials are all nice under the touch. Be warned though, the cabin plastics get progressively worse the further back you sit, and the third row is cocooned by hard and scratchy plastics.
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.
The Carnival measures 5115mm in length, 1995mm in width and 1775mm in height, and it rides on a sizeable 3092mm wheelbase.
And those mini-van dimensions have a predictably positive impact on luggage space, with room growing from 627 litres with all seating rows in place, to a massive 2827 litres with the third row stowed.
The key practicality perk here, though, is space, and lots of it. At 175cm, there was ample room for me in the middle row, and you can configure the cabin to your liking, too. You can slide the row on rails, for example, to prioritise leg room where you need it, and the middle seat folds down to reveal cupholders in a kind of hard plastic travel tray.
But even in the third row I could easily get comfortable, though head room begins to get a little tighter. There are cupholders and USB connection points, too, and I can honestly say you could send full-size humans back there and not feel overly guilty about it.
The Carnival will tow 2000kgs braked, too.
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.
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.
Bad news first. The price is higher this time around, right across the five-trim line-up, with the prices up between around $2600 and $5300, depending on which trim level you’re shopping for.
Prices start at $50,150 for the entry-level S petrol, and climb to $72,910 for the top-spec GT-Line diesel. There’s also a GT-Line Hybrid, which tops the group at $76,210, but it’s not here yet, so we’ll cross that electrified bridge when we get to it and stick with the ICE range for now.
The range opens with the S ($50,150 petrol, $52,380 diesel), which scores 17-inch alloys, LED headlights and DRLs, heated mirrors, cloth seats, an electronic parking brake, and a smart key with push-button start, which is new for this update.
On the tech front, there is a new integrated 4.0-inch driver display, and a new 12.3-inch central screen with Apple CarPlay and Android Auto, linking with an eight-speaker sound system, now with a surround-sound function.
Stepping up to the Sport ($56,050 petrol, $58,280 diesel) adds 18-inch alloys, rear LED combination lamps, a leather steering wheel and shifter, and dual-zone climate up front with single-zone temperature control in the second row. New for this update is a wireless charging pad and artificial leather seats.
Next is the Sport+ ($62,380 petrol, $64,610 diesel), which gets a whole host of new safety equipment, which we will come back to in a moment, along with a powered tailgate, automatic sliding doors and auto windows, and heated seats in the first and second rows. It also ups the tech, with twin 12.3-inch screens taking care of multimedia and driving info duties.
Then comes the GT-Line Lite ($66,350 petrol, $68,580 diesel), which is fitted with bigger 19-inch alloy wheels, scores LED interior lighting, gets a dual-pane auto sunroof and some chrome embellishments on the exterior. The trade-off, though is that the powered windows are now for the driver only, as is the powered front seat.
Finally, there’s the flagship GT-Line ($70,680 petrol, $72,910 diesel), which nabs dual-projection headlights, a heated steering wheel, a 12-speaker BOSE sound system, ventilated seats up front, a big head-up display and a digital rear-view mirror, along with a slightly better interior treatment and the return of the auto window and powered seat to the passenger side of the car.
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.
There are two ICE options on the table here. The first is what I reckon is the lesser of the two, a 3.5-litre petrol V6, producing a rev-happy 216kW and 355Nm.
The better option, I think, is the 2.2-litre, four-cylinder diesel, which makes 148kW and 440Nm, and just suits the nature of the car a little better.
Both pair with an eight-speed automatic, and send their power to the front tyres.
All 2021 Honda Odysseys are powered by a 129kW/225Nm 2.4-litre ‘K24W’ four-cylinder petrol engine, which drives the front wheels via a continuously variable automatic transmission (CVT).
Peak power is available at 6200rpm, while maximum torque is on stream from 4000rpm.
Honda diehards might note the K24 engine designation and be reminded of the rev-hungry 2.4-litre unit of the Accord Euro from the early 2000s, but this Odyssey’s powerplant is built for efficiency rather than performance.
Compared to the likes of the Kia Carnival (which is available with a 216kW/355Nm 3.5-litre V6 or 148kW/440Nm 2.2-litre turbo-diesel) the Odyssey is noticeably down on power.
The Australian Odyssey also doesn’t feature any form of electrification, such as the Toyota Prius V, which would excuse the lower outputs and push the Honda people mover more into green territory.
The petrol engine will sip a claimed 9.6 litres per hundred kilometres on the combined cycle, and produce 220g per kilometre of C02. The diesel lowers both those numbers, to 6.5 litres and 170 grams.
Both models are fitted with a 72-litre fuel tank, which means you’ll be sailing well north of $100 to fill one up.
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.
Forgive the horrific paraphrasing, but it seems rumours of the death of diesel have been greatly exaggerated, at least when it comes to the Kia Carnival.
Get this – diesel sales make up some 90 per cent of the Carnival's total haul, with petrol providing a pittance towards the sales total, presumably being picked up by fleet buyers.
And to be honest, that means nine out of 10 people are making the right choice here. Yes, the petrol makes more power, but it's the torque on offer from the diesel that makes pushing the Carnival around feel far more effortless.
The petrol engine can definitely get you moving, but it feels a bit too rev-happy and thrashy when you really put your foot down, and its significantly thirstier to boot.
The diesel isn't perfect – the thrum of the engine is a constant companion whenever you put your foot down, and there's actually too much torque on offer at times, like if you're accelerating up hill from a standstill on a damp road, and so the front tyres can scrabble and scramble for grip.
But it otherwise so perfectly suits the nature of the Carnival that it is definitely the best and most satisfying choice.
Another big change for this update is the fact that Kia's complete ride and handling program has been rolled out here. Kia says local work done on the outgoing car, the one this replaces, was curtailed by Covid and bushfires, and so ended up being done by correspondence.
This one, though, has had the whole enchilada thrown at it, and it shows. They've succeeded in making a bigger car feel smaller around you. It's not a sports car by any measure, but nor does it ever feel too big and unwieldily.
Part of that is down to the steering, which is direct and confidence inspiring, but mostly I suspect it's because of the ride, which is firmer than you might expect in a family hauler, but also offers a connection to that road below that makes you feel in control.
Whether a firm-ish ride is a perk or negative is up to you, but it definitely works for me.
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.
Part of the change package for this updated Carnival is in its safety kit, some of which simply wasn’t available when Kia launched its predecessor.
Which is why every model now gets a centre side airbag, 'Forward Collision Assist AEB', 'Rear Occupant Alert', 'Trailer Stability Assist' and front parking sensors, joining the rear ones that were already there.
Sport+ Models and up now add a 'Blind Spot View Monitor' and rain-sensing wipers, as well as rear AEB through the 'Parking Collision Avoidance' function.
I have to say, though, when your entry-level car is $50k-plus, there’s no real excuse for limiting the best safety kit to the upper-spec models.
Also standard are lane keep assist, with 'Lane Follow Assist', multi-collision braking, a speed-limit warning (which you will turn off) and a reversing camera.
The Carnival range carries a five-star ANCAP safety rating, which it earned in 2021.
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.
Like all Kias, the Carnival arrives with a seven-year, unlimited-kilometre warranty, with capped-price servicing throughout.
Kia’s servicing costs are higher than some of its competitors, though, so you might want to compare them, as well as compare what’s included, and the diesel model will usually cost slightly more to maintain than the petrol version.
Service intervals are every 12 months or 15,000kms, and while the brand is still finalising the petrol servicing costs, the diesel prices are $386, $682, $480, $869, $434, $845 and $461, covering the first seven years of ownership.
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.