2011 Honda Odyssey Touring Elite Long

Nov 02, 2023

Underappreciated though they may be, minivans are a crucial cog in the modern suburban machine. From crosstown errands to interstate voyages, the one-box formula rules at hauling cargo, especially the fleshy, carbon-based kind. That Honda has historically imbued its Odysseys with some sense of driver involvement has made it our first choice for family outings to Walley World.

Revised for 2011, the fourth-gen Odyssey sticks to the plan with its styling (yes, it has some if you look hard enough), fairly respectable road manners, and a well-appointed in­teri­or. A comparison-test win against the latest Chrysler Town & Country, Nissan Quest, and Toyota Sienna [May 2011] confirmed its goodness. With an eye toward preserving our holiday-making sanity, we welcomed this new Dark Cherry Pearl example into our garage for a 40,000-mile stint.

All Odysseys power their front wheels with Honda's ubiquitous 3.5-liter V-6, which makes 248 horsepower and 250 pound-feet of torque. Depending on engine loads, it can operate on three, four, or six cylinders for greater fuel efficiency; we averaged a decent 25 mpg overall, meaning the 21-gallon tank affords 500 miles or better of range.

Models with an LX designation start just below 30 grand and offer a five-speed automatic, seating for seven, and lots of necessary gear: projector-beam headlights, two 12-volt outlets, four child-seat anchors, multi-zone climate control, an eight-way power driver's seat, 10 cup holders, a plethora of airbags, and Honda's splendid Magic Seat third row (which easily stows into the load floor without power assist).

Trim levels progress from there to EX, EX-L, Touring, and finally to our Touring Elite model—the latter two noteworthy for their six-speed automatic transmissions. Starting at $44,030, the Touring Elite has a lot more of everything, including 18-inch wheels, HID headlights, and a blind-spot-warning system. The rear hatch and the side doors are motorized, and leather covers the seats, the front two now heated and powered. There's nav and a rearview camera display via an eight-inch monitor in the dash, as well as a 650-watt audio system with 12 speakers. Mounted just aft of the power sunroof is a fold-down, 16.2-inch monitor with an HDMI input and split-screen viewing, allowing simultaneous Xbox and DVD action for disparate attention spans.

Additional power outlets, a fifth child-seat anchor, 15 cup holders, a clever sliding second row (for a total of eight seats), and more also are included. With roof rails ($210) and crossbars ($163) thrown in, our tester wore a $44,403 sticker.

Tweaks to the Odyssey's angular styling keep the design fresh yet innocuous, although the lightning-bolt kink in the beltline looks rather forced. That lowered glass, Honda claims, is functional, allowing third-row riders more outward visibility. This may help divert cranky occupants from hurling Cheerios through the cabin.

Passenger comfort and convenience were never an issue, and its protean versatility kept the Odyssey in high demand for long excursions. Overall ease of entry and exit are great, and the second-row bench has both a fold-down center console and the ability to slide fore and aft for less tortured access to the very back. All of us praised the Magic Seat system for how easy it was to figure out and use, collapsing the rear row into the floor to make serious cargo space for large objects, such as one staffer's portable generator. There are 38 cubic feet of storage behind that third row, 93 cubes with it stowed, and a whopping 149 if you remove the middle row, too.

This van's cabin layout also is a plus, with storage cubbies everywhere and a "cool box" in the bottom center of the dash to keep your beverages and Gogurt chilled. Some found the central control knob and high button count annoying, but their large size made it easy to find our desired function. Forward visibility is excellent, and the big mirrors and parking aids make quick work of tight maneuvering.

In other kinds of maneuvering, though, we started to have issues. Although its ride is agreeable and its handling competent, the Odyssey's steering is slow, at 3.5 turns lock-to-lock. And the helm always felt overboosted and dead, despite a new variable-displacement hydraulic steering pump that's supposed to vary effort with speed and limit drag on the engine.

A minivan shouldn't corner like a Lotus (abrupt directional changes can accelerate video-game controllers frighteningly), but there's a big gap between limited feedback and having no idea where the front wheels are actually pointed. Lateral grip on the skidpad petered out at a woeful 0.77 g.

We had reservations about the brakes as well, which when new hauled the 4573-pound Honda to a "grinding halt" from 70 mph in a lengthy 188 feet, accompanied by a soft pedal. That figure improved to 170 feet upon its return to the track at 40,000 miles—more on the brakes shortly.

While some of us wished for more power (yes, even from a family hauler), the Odyssey remains the quickest of the current crop of minivans. There's plenty of grunt for merging onto highways, and the automatic transmission went about its business dutifully. The run to 60 mph took 7.5 seconds when new, 7.2 after we loosened up the V-6. The quarter-mile time dropped similarly, from 15.9 seconds at 89 mph to 15.6 at 90.

Our Odyssey spent most of its time touring the Midwest but stretched its legs on expeditions to the Carolinas, the Virginias, and Washington, D.C., where its easy-to-use navigation system, extensive entertainment options, and La-Z-Boy comfort proved invaluable. A set of Bridgestone Blizzak DM-V1 snow tires helped the Odyssey cope with Michigan's winter months. Sadly, the tires’ soft, wiggly tread blocks further diminished the van's responses, with one editor quipping that it now felt like it cornered "on pudding."

But it was quite inexpensive to operate. Our service total was just $423. The Odyssey monitors its own oil status and asked for only four transfusions (and inspections), at 9500, 18,200, 27,000, and 36,600 miles. Our dealer fixed a couple of minor rattles and updated the battery sensor, both covered under warranty.

The brakes, however, continued to give us problems, as the rotors warped repeatedly under the stress of stopping this heavy box. The first episode occurred when the front discs began to taco at 15,000 miles and needed truing. More lapidary was necessary at 18,000 miles, this time for all four discs. The issue, um, resurfaced at 38,600 miles, forcing the replacement of the front rotors and a front-caliper service. We were past the Honda's 36,000-mile warranty at this point; opening our wallets when the dealer offered to split the bill cost us $193. Along with $16 wiper-blade inserts at 27,000 miles, the nonwarranty repairs and normal wear totaled $209.

Our largest expense by far was $1969 to repair the Honda's nose after some jerk in Ohio clobbered the left-front fender while our minivan was parked. The perp drove off without leaving a note. Choice words ensued, none fit for the Disney Channel.

We stand by the Odyssey as a great people mover and vacation tool; it swallows miles effortlessly, is beautifully packaged, and has enough features to keep occupants relatively sane for long periods. But after living with the disconcerting brakes and less-than-satisfactory steering, our Odyssey felt less like a Honda and more like just another good minivan.

VEHICLE TYPE: front-engine, front-wheel-drive, 8-passenger, 5-door wagon

PRICE AS TESTED: $44,708 (base price: $44,335)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 212 cu in, 3471 ccPower: 248 hp @ 5700 rpmTorque: 250 lb-ft @ 4800 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:Wheelbase: 118.1 inLength: 202.9 in Width: 79.2 in Height: 68.4 in Curb weight: 4573 lb

PERFORMANCE: NEW Zero to 60 mph: 7.5 secZero to 100 mph: 20.5 sec Zero to 120 mph: 40.9 sec Street start, 5-60 mph: 8.0 secTop gear, 30-50 mph: 4.0 secTop gear, 50-70 mph: 5.6 sec Standing ¼-mile: 15.9 sec @ 89 mphTop speed (governor limited): 120 mph Braking, 70-0 mph: 188 ft Roadholding, 300-ft-dia skidpad*: 0.77 g*Stability-control-inhibited.

PERFORMANCE: 40,000 MILESZero to 60 mph: 7.2 sec Zero to 100 mph: 19.5 sec Street start, 5-60 mph: 7.5 sec Standing ¼-mile: 15.6 sec @ 90 mph Top speed (governor limited): 120 mph Braking, 70-0 mph: 170 ftRoadholding, 300-ft-dia skidpad: 0.77 g** Stability-control-inhibited.

FUEL ECONOMY:EPA city/highway driving: 19/28 mpg C/D observed: 25 mpgUnscheduled oil additions: 0 qt

WARRANTY:3 years/36,000 miles bumper to butmper5 years/60,000 miles powertrain5 years/unlimited miles corrosion protection

Date: December 2011Months in Fleet: 10 monthsCurrent Mileage: 28,655 milesAverage Fuel Economy: 24 mpgRange: 504 milesService: $292Normal Wear: $16Repair: $0 Damage and Destruction: $1969

Minivans are the true automotive appliances: unsexy, underappreciated, and indispensable to many families. That the Honda Odyssey is entertaining to drive—as far as these vehicles go—is something we’ve recognized before and why we jumped at the chance to add the latest version to our long-term fleet for a 40,000-mile test. Besides, we all appreciate a good living room on wheels every now and then—or, as it turns out, all the time. More on that in a bit.

Introduced in late 2010 as a 2011 model, the new, fourth-generation Odyssey further refines Honda's people-moving mission and came out on top in our last minivan comparison test, besting the revised Chrysler Town & Country, the Toyota Sienna, and the Nissan Quest. There, we gave it another nod for good road manners and noted its excellent ergonomics and configurable seating for up to eight.

Six Cogs and Features, Features, and More Features

Upper-level Touring and Touring Elite models like ours are noteworthy for their six-speed automatic transmissions, which replace the five-coggers in lesser models and are a first for Honda in the segment. Starting at $44,335, our top-trim Touring Elite example is a far cry from the $28,885 LX base model. All 2011 Odysseys come with Honda's 248-hp, 3.5-liter V-6, which can run on three, four, or six cylinders, switching seamlessly depending on engine load. Even the entry-level LX is well equipped: automatic projector-beam headlights; MP3 and auxiliary audio inputs; two 12-volt outlets; four LATCH ("Lower Anchors and Tethers for CHildren") positions for child seats; separate front and rear climate controls; an eight-way power driver's seat; Honda's 60/40-split Magic Seat third-row—which stows into the floor; front, side, and curtain airbags; active head restraints; and 10 cup holders.

By the time Honda customers have bypassed the EX, EX-L, and Touring trim levels and arrived at the Touring Elite's doorstep, they’ve amassed everything a large modern family needs or wants on the road. That includes the aforementioned six-speed automatic, a power hatch and power side doors, and leather seats—power-adjustable and heated for the driver and front passenger. There's an eight-inch infotainment screen in the dash—with navigation and a rearview camera—as well as a 16.2-inch split-screen monitor hanging over the second row, the latter equipped with an HDMI input so the kids can simultaneously watch a movie and play video games. The basic stereo is swapped out for a 12-speaker, 650-watt audio system with navigation, satellite radio, steering-wheel controls, Bluetooth, and a two-gig hard drive. The Touring Elite also has a sunroof, a 115-volt outlet, an additional 12-volt plug, a fifth LATCH anchor, a third climate-control zone, second-row seating that can slide fore-and-aft and slide outward to allow easier passage to the rear seat, and a cup holder count of 15. Not quite satisfied, we opted for roof rails ($210) and crossbars ($163) for additional luggage capacity, bringing our as-tested total to $44,708. Whew. (Feel free to take a break before continuing on.)

It's a Minivan: It Goes, Stops, and Turns

Our Dark Cherry Pearl Odyssey has actually been in the C/D fleet for a while now; once initial testing was complete, it took to the highways for our fair-weather travels and amassed nearly 30,000 miles before sitting still long enough for us to snatch its logbook and write up an initial report.

With all the family detritus cleared out of the van's many cubbies, our 4573-pound Odyssey was able to reach 60 mph in 7.5 seconds and trip the quarter-mile lights in 15.9 seconds at 89 mph; respectable numbers, but just behind those of the other 2011 Odysseys we’ve tested. Since only some of our commuting happens at the test track, we’ve been able to split our van's 19 mpg city and 28 highway fuel-economy ratings with a 24-mpg average.

A 188-foot stop from 70 to 0 mph and 0.77 g of grip around the skidpad slightly trail the performance of other Odysseys we’ve taken to the track, as well. The van's primary dynamic demerit continues to be focused on the steering. It's slow, numb, overly boosted, and too light—complaints that, with its new variable-displacement power-steering pump, are new to this generation of Odyssey. "The steering is still terrible, but I got used to it, and it's not so bad if you don't turn," noted one editor.

Comfy Travel Companion

The Odyssey has meandered all around the Midwest and stretched its legs as a photography and support vehicle for our annual Lightning Lap at Virginia International Raceway. Our impressions and comments have been mostly positive, with lots of praise for the van's ability to swallow eight occupants or a whole apartment's worth of stuff and for the ease with which the trick third row disappears into the floor. The second row, on the other hand, has given us a bit of trouble, with a couple of staffers having had difficulty removing it.

The new gearbox has been a solid plus and works well with the V-6. Combined with the smooth ride and the entertainment system's ability to occupy restless passengers, miles disappear quickly. Other notables include the ease of entry and exit for the first two rows, as well as a center stack that is easier to decipher at a glance than those of other Hondas. "The great goiter center [infotainment] knob is dumb, but at least there's less button overload than in other Hondas," quipped executive online editor Erik Johnson.

Low Service Costs and Some Jerk in Ohio

A couple of miscellaneous rattles cropped up and were easily addressed, but our main quality concern involves brake rotors warping. The front discs needed smoothing out at 15,000 miles, and all four needed truing at 18,000. The procedure was covered under warranty both times.

The Odyssey determines its own oil-change schedule by monitoring its oil quality. When the computer determines that only 15 percent of the oil's useful life remains, it issues a warning, followed by another when the oil's life drops to 5 percent. For us, the first oil-and-filter change came at 9500 miles and totaled $60, including an inspection. A second, similar visit at 18,200 miles coincided with the resurfacing of the brake rotors and ran $49. At 27,000 miles, the third visit cost us a more substantial $199 and included a new air filter and fresh transmission fluid, as well as $16 in windshield wipers.

Our biggest issue came at 1700 miles. While the van waited outside a water park in Ohio, some jerk clobbered its left-front fender and headed for the hills. No note, just crumpled metal. The Odyssey was wounded but still drivable. We dropped it off at the body shop and picked it up as good as new a couple of weeks and $1969 later.

Winter Prep

With about 10,000 miles to go in our test, we have fitted our Odyssey with a set of Bridgestone Blizzak DM-V1 winter tires. The snow shoes diminish the Odyssey's responses and dry-weather grip—one editor noted that it now corners like it's "on pudding"—but they should nonetheless keep it rolling through the winter months. Actually, the Odyssey doesn't even need to be moving to be useful. It's a perfect extra bedroom when visiting relatives get carried away with the eggnog.

VEHICLE TYPE: front-engine, front-wheel-drive, 8-passenger, 5-door wagon

PRICE AS TESTED: $44,708 (base price: $44,335)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 212 cu in, 3471 ccPower: 248 hp @ 5700 rpmTorque: 250 lb-ft @ 4800 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:Wheelbase: 118.1 inLength: 202.9 in Width: 79.2 in Height: 68.4 in Curb weight: 4573 lb

PERFORMANCE: NEW Zero to 60 mph: 7.5 secZero to 100 mph: 20.5 sec Zero to 120 mph: 40.9 sec Street start, 5-60 mph: 8.0 secTop gear, 30-50 mph: 4.0 secTop gear, 50-70 mph: 5.6 sec Standing ¼-mile: 15.9 sec @ 89 mphTop speed (governor limited): 120 mph Braking, 70-0 mph: 188 ft Roadholding, 300-ft-dia skidpad*: 0.77 g*Stability-control-inhibited.

PERFORMANCE: 40,000 MILESZero to 60 mph: 7.2 sec Zero to 100 mph: 19.5 sec Street start, 5-60 mph: 7.5 sec Standing ¼-mile: 15.6 sec @ 90 mph Top speed (governor limited): 120 mph Braking, 70-0 mph: 170 ftRoadholding, 300-ft-dia skidpad: 0.77 g** Stability-control-inhibited.

FUEL ECONOMY:EPA city/highway driving: 19/28 mpg C/D observed: 25 mpgUnscheduled oil additions: 0 qt

WARRANTY:3 years/36,000 miles bumper to butmper5 years/60,000 miles powertrain5 years/unlimited miles corrosion protection

Mike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver's reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines.

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