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Tim Britten25 May 2014
REVIEW

Honda Odyssey v Citroen Grand C4 Picasso 2014 Comparison

France takes on Japan as Honda’s latest Odyssey faces off against Citroen’s brand new Grand C4 Picasso

Honda Odyssey VTi v Citroen Grand C4 Picasso Exclusive BlueHDi
Comparison Test

People movers, or MPVs (Multi-Passenger Vehicles) may represent a minuscule one per cent of the Australian new car market, but the genre is alive and well, with a number of importers battling for position across various size categories, from small to large.

Here, we take a look at two brand-new contenders bristling with technology and armed capabilities that rate them less as utilitarian mini buses than as land-bound executive jets.

Our mission: To discover whether Citroen's brand-new Grand C4 Picasso has enough Euro flair to trounce Honda's bigger, highly capable fifth-generation Odyssey.

THE NUMBERS GAME
People movers might not be as sexy as contemporary SUVs, but that doesn’t mean the genre has no place in the market. The family-friendly conveyances are consistently represented on the sales charts and, as a general rule of thumb, account for more than 10,000 annual sales across Australia.

In fact, looking at current year-to-date figures, people movers are showing every sign of making a big jump over last year with a 35 per cent sales increase over the same period in 2013. Even so, it's a minuscule one per cent of the total market.

Regardless of its limited impact though, the genre continues to move with the times.

Taking a plunge into the segment is hardly likely to generate big sales for a car-maker. But many manufacturers are nevertheless involved and significant development funds are consistently being shovelled in the people-mover direction.

Witness two recent arrivals in Australia: Honda's new Odyssey, and Citroen's latest, somewhat confusingly titled Grand C4 Picasso.

Although both vehicles have quite different origins, it is the similarities, rather than the disparities, that focus a potential buyer's attention.

Both occupy a similar amount of road space, are powered by front wheel drive four-cylinder engines, have similar suspension systems and offer the versatile seating arrangements that are a must-have in the category.


It’s only when you start drilling down into the detail that the real differences begin to emerge.

Most significant perhaps is the Citroen's 2.0-litre turbo-diesel powerplant. It offers less power but more torque than the 2.4-litre normally-aspirated petrol Odyssey, and blitzes it in terms of fuel economy and CO2 emissions. And the Citroen uses a conventional six-speed automatic transmission where the Honda drives through a continuously variable transmission, or CVT.

For passengers and luggage alike, the Honda’s interior measures up marginally larger and it is able, at base VTi level, to seat as many as eight passengers in a 2+3+3 configuration.

Citroen, which offers its seven-seat Grand C4 Picasso in one form only – the high-level, Exclusive BlueHDi – comes as standard with self-parking, blind spot monitoring and multi-view cameras.

And the Citroen’s seating is generally more versatile. The 2+3+2 arrangement embraces three separate mid-row seats that can be configured (and even removed!) in an almost bewildering array of positions via an equally bewildering arrangement of pull straps, buttons and levers that only an owner will find time to familiarise with. Folding of the rearmost seats is generally easy, although there is plenty of exposed metal frame to potentially trap small fingers.

The Honda's third-row seat is a bit friendlier with a relatively simple flip-fold into deep well that becomes, in eight-passenger mode, a commodious 330-litre boot. The only let-down is the cheap-looking strap and clip arrangement that holds down the folded seat.

The Citroen provides just 165 litres of boot space in seven-passenger mode, although it opens out to a maximum of 2181 litres on an expansive, flat floor when all but the front seats are folded.

Access to the third-row seating is relatively easy in both vehicles, although a basketball team would not be welcome. Legroom is entirely dependent on who is travelling in the (fore-aft adjustable) second-row.

Seat comfort in both is generally acceptable, with some deterioration towards the back. The lower-slung Citroen is a bit less generous with headroom and, particularly in the third-row, legroom.

Like the Honda, front passengers are well catered for, although neither offers an ideal driving position. The Citroen gains a little with its generally good cushion support and enough shaping to help hold passengers firmly in place.

The Citroen has face-level climate-control ventilation outlets for first- and second-row passengers only. The Honda accommodates all three rows, but the roof-located vents continue, unless closed down completely, to leak air even in the shut position.

The Honda is accessed via sliding side doors – powered on the passenger's side In VTi – while the Citroen has conventionally-hinged doors. Depending on how you look at it, the Honda is a bit trickier to enter or leave, although there is something to be said for the lower risk of “dooring” adjacent parked cars or passing cyclists. Middle row passengers lack outer armrests as a result though.

Both have space-saver spare tyres: The Honda's centrally located beneath the cabin floor, the Citroen’s more conventionally, under the boot floor.


BELLS, WHISTLES AND A FEW BRISTLES

Both vehicles favour a clean dash presentation as free as possible of knobs and levers. The Odyssey’s has virtually no moving parts; most functions are controlled either by steering wheel buttons or two touch-screens – an upper screen for the satnav (we'll come to that later) and a lower one for HVAC controls. The upper screen functions more or less effectively with large-enough buttons, but the lower screen is not so user-friendly, and activates only after a hard rap from the finger.

The Citroen has two screens also, but only the (7.0-inch) lower one is a touch-screen controlling not just the HVAC, but also the trip computer, satnav, Bluetooth, parking cameras and multiple other functions. The central, upper 12.0-inch screen displays a plethora of information, including such things as road speed, fuel level and gear position.

The Citroen's bells and whistles continue: There's the trademark Zenith Panoramic windscreen that allows a significant extension of the forward overhead view, a big fixed-glass sunroof with a power-operated blind, fixed cornering lights and a ‘black panel’ function that shuts down all but the major instrument lighting when required. Surprisingly, all seat adjustments are made manually.

Being the base-grade, the Odyssey VTi is less generously equipped. It does come with an electrochromatic rear-view mirror, tyre pressure monitor, reversing camera, cruise control, auto headlights, Bluetooth, radio, CD and MP3 – but it also has what is perhaps the least likeable satnav system currently available.

To access the Odyssey's navigation system, a latest-generation iPhone (5S) is a basic requirement. And, if you do have the correct phone, it must be set up to talk to the car's electronics via an ugly set of cables running from an HDMI and USB port in the lower dash. Only then do you get satnav.

Honda has yet to make available Android phone functionality so, unless you have the latest Apple iPhone technology, you are in the cyber dark.


ROLLING THROUGH THE 'BURBS

Both the Honda and the Citroen feel more nimble than you might expect – particularly in the case of the weighty 1776kg Odyssey.

The Citroen, which uses the PSA group's latest EMP2 platform, has shaved 100kg off the previous model and weighs in at just 1440kg. No wonder it feels brisk on the road and returns excellent fuel and emissions figures.

An idle stop-start function contributes to the combined fuel figure of 4.5L/100km (and CO2 emissions of 117g/km), which is far from shabby considering the vehicle’s size.

The Odyssey – with its reluctant to activate idle stop-start system [Ed: it did not activate once during the on-road component of our test] – is more ordinary in this regard with respective figures of 7.6L/100km and 178g/km.

But it’s the Citroen, with just 2.0 litres to play with before forced induction kicks in, that falters a bit from a standing start. The big 370Nm torque hit arrives relatively quickly after that (at 2000rpm) so elsewhere it feels strong and responsive, helped along by the quick-shifting six-speed auto.

The BlueHDi diesel is not the quietest or smoothest oiler, though. It is a constant presence throughout the car with a subdued rumble and a touch of vibration exacerbated by the transmission’s tendency to upshift quickly for maximum fuel economy.

The Honda acquits itself well, with the CVT seeking out the best part of the power band. Even so, the Odyssey's close to 1.8-tonne weight is a burden. There are times when the driver yearns for a more useful power surge.

The engine/transmission combination makes for a smoothness only marred when the driver asks for maximum acceleration. Then the familiar, relentless-revving CVT characteristic steps in as the engine moves into, and stays in its maximum power zone.

TICKET TO RIDE
In terms of road behaviour there's not a lot to separate the two. Both have electrically-assisted steering, and both have 17-inch alloy wheels, all of which tends to bring similarities in overall grip and steering response.

Although the Odyssey has slightly more communicative steering, both are acceptably weighted, stable in a straight line and responsive to driver inputs. Neither Honda nor Citroen is a sports car, but both – up to a point – are quite wieldy on the road.

Partly because it’s slightly heavier, the Odyssey has a slightly cushier ride. Overall comfort is nevertheless very close, with only the Honda's at-times clunky suspension making an unexpected intrusion.

Both share an identical 10.8-metre turning circle that is impressive given the size of the vehicles. We appreciated the Citroen's standard self-parking system too, as well as the electric park brake. Less satisfactorily, the Honda continues with a foot-operated parking brake.

Good visibility is a feature of both, although the Citroen takes a slight lead with its generous glasshouse and minimal A-pillar blind spots.

TERMS AND CONDITIONS APPLY
As the new Odyssey awaits confirmation of an expected five-star safety rating, it’s the Grand C4 Picasso that is the only vehicle on test to carry a full complement of five EuroNCAP stars. It's a pity though that Citroen doesn't standardise its optional Driver Assist Pack that includes active seat belts, lane departure warning, active cruise control, anti-collision warning and smart headlight beam functions.

Otherwise both vehicles are similarly equipped with the usual array of six airbags, electronic stability control, traction control and anti-lock brakes.

Citroen may not be as high profile a presence in Australia as Honda, but there can be no arguing with a six-year, unlimited-kilometre warranty that embraces roadside assist for the full period.

Both the Honda and the Citroen are offered with capped-price servicing. The Odyssey’s is for three years or 100,000km (the same as the warranty period) while the Grand C4 Picasso’s is for an impressive six years or 90,000kmgs (its warranty is six-years / unlimited kilometres).

The Honda must be serviced every six months or 10,000km (whichever comes first) while the Citroen can wait a little longer at 12 months or 15,000km (again, whichever comes first). At the first interval, the Honda will cost $243.00 to service while the turbo-diesel Citroen is a little more at $495.00.

The Honda does not offer roadside assistance as part of the deal whereas the Citroen is covered for the duration of the warranty period.


Does the Odyssey VTi's lower pricing, impressive upgrades, general refinement and eight-seat carrying capacity elevate it above the new Grand C4 Picasso?

Or does the innate cleverness and new levels of efficiency – not to mention impressive standard equipment – favour Citroen’s latest and greatest?

Essentially, yes.

The Citroen Grand C4 Picasso is an obvious winner in this company. Its smart interior design, with its comfortable accommodation including the three separate centre-row seats, more user-friendly instrument panel and airy glasshouse – combined with significantly better fuel economy and exhaust emissions figures – elevate it well above the evolutionary improvements of the Honda Odyssey.

Sure, the Grand C4 Picasso might be more expensive, but it is also much more comprehensively equipped, and better backed in terms of warranty, roadside assist, and dealer support.

Honda’s latest Odyssey is improved in terms of carrying capacity over the previous generation, but in most other respects is more a sideways promotion than a big step up the ladder.

2014 Honda Odyssey VTi:

2014 Citroen Grand C4 Picasso:
Price: $38,990 (plus on-road costs) Price: $43,990 (plus on-road costs)
Engine: 2.4-litre four-cylinder petrol Engine: 2.0-litre four-cylinder turbo-diesel
Output: 129kW/225Nm Output: 110kW/370Nm
Transmission: Continuously variable Transmission: Six-speed automatic
Fuel: 7.6L/100km (ADR Combined) Fuel: 4.5L/100km (ADR Combined)
CO2: 178g/km (ADR Combined) CO2: 117g/km (ADR Combined)
Safety Rating: Five-star ANCAP* Safety Rating: Five-star EuroNCAP
What we liked: What we liked:
>> Eight-seat capacity >> Seating versatility
>> Luggage carrying ability >> Fuel economy, low emissions
>> Good road manners >> High standard equipment levels
Not so much: Not so much:
>> CVT transmission >> Diesel slightly noisy
>> Clumsy satnav system >> Small boot (in seven-seat mode)
>> HVAC touch controls >> Tricky centre-row seat folding

*Honda was awarded a five-star ANCAP score after this test was conducted. For more information, click here.

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Written byTim Britten
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