NOTE: Information in this document is preliminary, subject to change without notice, and intended for media use–not for consumers. For final information, visit automobiles.honda.com.
Powering the 2018 Odyssey is a 3.5-liter direct injected i-VTEC® 24-valve SOHC V6 engine with Variable Cylinder Management™ (VCM™). The new engine is common with the powerplant in the 2017 Pilot and is mated to one of two new transmissions – a 9-speed automatic (9AT), also introduced in the Pilot, for LX, EX, EX-L and EX-L NR trims, and an all-new minivan and front wheel drive-first 10-speed automatic (10AT) for Touring and Elite models. For the first time ever, all Odyssey models are equipped with steering wheel mounted paddle shifters, to give drivers greater control over transmission operation, which is particularly useful in mountainous driving or when towing. Models equipped with the new 10AT also have a new Idle-Stop capability, which further enhances fuel efficiency.
3.5L V6 Engine
10-Speed Automatic Transmission
The Odyssey’s new engine – from the Honda EarthDreams® Technology powertrain series – is rated at 280 peak horsepower and 262 lb.-ft. peak torque. Peak engine output is up 32 horsepower and 12 pound-feet of torque from the previous model, with increased torque over the engine’s entire operating (rpm) range.
The new, more efficient engine and transmissions, along with as much as a 75-pound reduction in vehicle weight (EX-L trim) and improved aerodynamics, among other reductions to running resistance, result in enhanced performance and fuel efficiency.
Key Powertrain Features
Engine
- New 3.5-liter, SOHC V6 engine
- i-VTEC® (intelligent Variable Valve Timing and Lift Electronic Control) for intake valves
- Variable Cylinder Management™ (VCM®) cylinder deactivation
- Computer-controlled Direct Injection (DI) with multi-hole fuel injectors
- Idle-Stop capability (models with 10AT)
- 11.5:1 compression ratio
- High-tensile strength steel crankshaft
- Drive-by-Wire throttle system
- Direct ignition system
- Detonation/knock control system
- Maintenance Minder™ system optimizes service intervals
- 100,000 +/- miles tune-up interval
Emissions/Fuel Economy Ratings
- High-flow, close-coupled next-generation precious metal catalytic converters plus under floor catalytic converter
- High capacity 32-bit RISC processor electronic control unit
- LEV3/ULEV-125 emissions compliant
- Improved EPA highway fuel-economy rating
- 19/28/22 mpg1 (+0/+1/+0 mpg vs. 2017 Odyssey)
Transmissions
- New 9-speed automatic with paddle shifters (LX, EX, EX-L, EX-L NR), a first for Odyssey
- New 10-speed automatic with paddle shifters (Touring Elite), the world’s first application in a minivan, or front drive vehicle, and a first for Honda
Engine Architecture and Features
Cylinder Block and Crank
With its 60-degree V-angle, the Odyssey’s V6 engine is inherently smooth and has compact overall dimensions that allow efficient packaging within the vehicle. The engine has a high-pressure die-cast lightweight aluminum alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin-casting process, the thin-wall liners are high in strength and low in porosity. The block incorporates a deep-skirt design with four bolts per bearing cap for rigid crankshaft support and minimized noise and vibration. The engine also uses a high-tensile strength steel crankshaft is for minimum weight.
A cooling control spacer positioned in the water jacket surrounding the cylinders helps control warm-up and operating cylinder liner temperatures to reduce friction. Plateau honing of the cylinder lining further reduces friction between the piston skirts and the cylinder walls by creating an ultra-smooth surface. This 2-stage machining process uses two grinding processes instead of the more conventional single-stage honing process. Plateau honing also enhances the long-term wear characteristics of the engine.
Pistons/Connecting Rods
Designed with “cavity-shaped” crowns, the 2018 Odyssey’s pistons help maintain stable combustion and contribute to stratified-charge combustion. Ion-plated piston rings help reduce friction for greater operating efficiency. Heavy-duty steel connecting rods are forged in one piece and then “crack separated” to create a lighter and stronger rod with an optimally fitted bearing cap.
Cylinder Head and Valvetrain
Like other Honda V6 powerplants, the Odyssey engine’s 4-valve cylinder heads are a single-overhead-camshaft design, with the cams driven by the crankshaft via an automatically tensioned timing belt. Made of low-pressure die-cast, low-porosity aluminum, each cylinder head incorporates a “tumble port” design that improves combustion efficiency by creating a more homogeneous fuel-air mixture. An integrated exhaust manifold cast into each cylinder head reduces parts count, saves weight, improves flow and optimizes the location of the close-coupled catalyst on each cylinder bank for quick “light off.”
i-VTEC with 2-Stage Variable Cylinder Management™ (VCM®)
The Odyssey’s V6 engine combines Variable Cylinder Management (VCM) with Variable Valve Timing and Lift Electronic Control (i-VTEC), which changes the lift profile, timing and lift duration of the intake valves. A switching mechanism allows each cylinder to operate with low-rpm valve lift and duration or high-rpm lift and duration. While operating in 3-cylinder mode, the rear cylinder bank’s rocker arms deactivate, closing all intake and exhaust valves to minimize pumping losses.
The “intelligent” portion of the system is its ability to vary valve operation based on the driving situation and engine rpm. At low rpm, the i-VTEC intake valve timing and lift are optimized (low lift, short duration) for increased torque, which allows a wide range of 3-cylinder operation. As engine rpm builds past 5,350 rpm, the i-VTEC system transitions to a high-lift, long-duration intake cam profile for superior high-rpm engine power.
Drive-by-Wire Throttle System
The Odyssey’s Drive-by-Wire throttle system replaces a conventional throttle cable with smart electronics that “connect” the accelerator pedal to a throttle valve inside the throttle-body. The result is less under-hood clutter and lower weight, as well as quicker and more accurate throttle actuation. Plus, a tunable “gain” rate – the relationship between throttle pedal application and throttle opening – offers improved drivability and optimized engine response to suit specific driving conditions.
Honda’s Drive-by-Wire throttle system establishes the current driving conditions by monitoring throttle pedal position, throttle valve position, engine speed (rpm) and road speed. This information is used to define the throttle control sensitivity that gives the Odyssey’s throttle pedal a predictable and responsive feel that meets driver expectations.
Direct Injection System
The Odyssey’s new direct-injection system enables increased torque across the engine’s full operating range along with higher fuel efficiency. The system features a compact, high-pressure, direct-injection pump that allows both high fuel flow and pulsation suppression, while variable pressure control optimizes injector operation. A multi-hole injector delivers fuel directly into each cylinder (not to the intake port, as in the previous generation Odyssey), allowing for more efficient combustion.
The multi-hole injectors can create the ideal stoichiometric fuel/air mixture in the cylinders for good emissions control. Theoretically, a stoichiometric mixture has just enough air to completely burn the available fuel. Based on the operating conditions, the direct-injection system alters its function for best performance. Upon cold engine startup, fuel is injected into the cylinders on the compression stroke. This creates a weak stratified charge effect that improves engine start-up and reduces exhaust emissions before a normal operating temperature is reached.
Once the engine is fully warmed up, for maximum power and fuel efficiency fuel is injected during the intake stroke. This helps create a more homogeneous fuel/air mix in the cylinder that is aided by the high-tumble intake port design. This improves volumetric efficiency, and the cooling effect of the incoming fuel improves anti-knock performance.
ECON Mode
Every 2018 Odyssey is equipped with an ECON button that helps improve fuel efficiency by modifying throttle mapping and HVAC operation. When the system is operating, a green ECO indicator appears on the instrument panel and the Drive-by-Wire throttle system provides a more gradual response. To save additional energy, the climate control system characteristics are altered based on the conditions. A green coaching light in the instrument display gives the driver feedback to help improve their real-world fuel economy and instant or average fuel economy can be displayed.
Direct Ignition and Detonation/Knock Control
The Odyssey’s Electronic Control Unit (ECU) monitors engine functions to determine the best ignition spark timing. Two engine block-mounted acoustic detonation/knock sensors “listen” to the engine, and based on this input, the ECU can retard the ignition timing to prevent potentially damaging detonation. The engine has an ignition coil unit for each cylinder positioned within each spark plug’s access bore.
Idle-Stop System
To help improve fuel efficiency, the Odyssey Touring and Elite are equipped with Idle-Stop capability. When the system is enabled by the driver and certain operating conditions are met, the Idle-Stop system will automatically shut off the engine when the vehicle comes to a stop. The engine is automatically restarted when the driver releases the brake pedal after a stop, or if the steering wheel is turned. If the Brake Hold system is in use, the engine quickly restarts after the throttle is depressed.
The system is engineered to operate smoothly and seamlessly. When stopped, a special cold storage evaporator in the air conditioning system helps maintain a comfortable cabin temperature even in warm weather. Idle-Stop operation is also integrated with the operation of the Odyssey’s Brake Hold system.
The Idle-Stop feature can be turned on/off and the system will automatically turn itself off in certain circumstances, including:
- If the driver’s seatbelt is not fastened
- If the engine coolant and/or transmission fluid temperature is too high or low
- If the vehicle comes to a stop again before vehicle speed reaches 3 mph
- If the transmission is in a position other than “D”
- If the battery state of charge is low, or the battery temperature is below 14°F
- If the climate control system is on and the outside temperature is below -4°F
- If the rear HVAC fan is set to maximum speed
Close-Coupled Catalysts and High-Flow Exhaust System
The exhaust manifolds of the 3.5-liter V6 are integrated into the aluminum cylinder heads to reduce weight, minimize parts count, and maximize under-hood space. The result of this casting design is that the two primary catalytic converters are positioned close to the combustion chambers, enabling extremely rapid converter “light-off” after engine start. A significant weight savings is realized by eliminating traditional exhaust manifolds. Downstream of the close-coupled catalytic converters, a hydroformed 2-into-1 collector pipe carries exhaust gases to a secondary, underfloor catalytic converter.
Emissions Control
The 2018 Odyssey 3.5-liter V6 engine meets the tough EPA Interim Tier 3/Bin 125 and CARB LEV3/ULEV-125 emissions standards, and is certified to this level of emissions performance for 150,000 miles. Numerous advanced technologies are factors in the emissions performance. The unique cylinder head-mounted close-coupled catalytic converters light off quickly after engine start up, and a 32-bit RISC microprocessor within the Electronic Control Unit (ECU) boosts computing power to improve the precision of spark and fuel delivery.
The engine features Programmed Fuel Injection (PGM-FI) that continually adjusts the fuel delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor critical engine operating parameters such as intake air temperature, ambient air pressure, throttle position, intake airflow volume, intake manifold pressure, coolant temperature, exhaust-to-air ratios, as well as the position of the crankshaft and the camshafts.
To further improve emissions compliance, the 3.5-liter V6 makes use of an after-catalytic-converter exhaust gas recirculation (EGR) system that allows cleaner, cooler EGR gas to be fed back into the intake system. An EGR system, especially one that delivers a cleaner, cooler charge, reduces pumping loss for better fuel efficiency.
Noise and Vibration Control
With its 60-degree V-angle and compact, rigid and lightweight high-pressure die-cast aluminum cylinder block assembly, the 3.5-liter V6 powerplant is exceptionally smooth during operation. Other factors that help reduce engine noise and vibration are a rigid forged-steel crankshaft, die-cast accessory mounts, and a stiff cast-aluminum oil pan that reduces cylinder block flex.
Active Control Engine Mounts
A powerful 28-volt Active Control Engine Mount system (ACM) is used to minimize the effects of engine vibration as the VCM system switches cylinders on and off. The 28-volt ACM is a key factor in the VCM’s broad range of operation in the new Odyssey. Sensors alert the Electronic Control Unit (ECU) to direct ACM actuators positioned at the front and rear of the engine to cancel engine vibration using a reverse-phase motion.
100,000+/- Mile Tune-up Intervals
The Odyssey’s 3.5-liter V6 requires no scheduled maintenance for 100,000+/- miles or more, other than periodic inspections and normal fluid and filter replacements. The first tune-up includes water pump inspection, valve adjustment, replacement of the camshaft timing belt, and the installation of new spark plugs.
Battery Management System
The Battery Management System (BMS) is designed to increase the overall service life of the battery, reduce the chance of a dead battery and help improve fuel efficiency. Should the owner accidentally leave the headlights on or fail to fully close a door causing an interior light to remain on, the BMS will automatically terminate power delivery after a set period to prevent the battery from being drained of power. Because of the discharge protection afforded by the BMS, the battery should always have enough reserve capacity left to start the engine.
The Odyssey engine makes use of a powerful 150-amp alternator that charges in a range between 12 and 14 volts. By controlling the alternator charge voltage range, BMS works to keep the battery in a specific charge range, which can extend the service life of the battery by more than 25 percent. With BMS keeping the battery in a specific charge range, the alternator can run more often in the low range, which generates less drag on the engine resulting in improved fuel efficiency. Application of numerous electrical power reducing items (such as the use of efficient LED lighting and a highly efficient FET-based electrical power delivery system) allows the BMS to operate the alternator even more frequently in the more efficient low charge mode.
Maintenance Minder™ System
To eliminate unnecessary service stops while ensuring that the vehicle is properly maintained, the Odyssey has a Maintenance Minder™ system that continually monitors the vehicle’s operating condition. When maintenance is required, the driver is alerted via a message on the Multi-Information Display (MID).
The Maintenance Minder™ system monitors operating conditions such as oil and coolant temperature along with engine speed to determine the proper service intervals. Depending on operating conditions, oil change intervals can be extended to a maximum of 10,000 miles, potentially sparing the owner considerable expense and inconvenience over the life of the vehicle. The owner-resettable system monitors all normal service parts and systems, including oil and filter, tire rotation, air-cleaner, automatic transmission fluid, spark plugs, timing belt, coolant, brake pads and more. To reduce the potential for driver distraction, maintenance alerts are presented on the MID only when the ignition is first turned on, not while driving.
Advanced Transmissions
9-Speed Automatic Transmission
Odyssey LX, EX, EX-L and EX-L NR models are newly equipped with a 9-speed automatic transmission that is common with the transmission in Pilot Touring and Elite models. The 9-speed automatic is 61 lbs. lighter than the Odyssey’s previous 6-speed automatic, with more closely spaced gear ratios and 25-percent faster gear shifts and the capacity for multi-gear downshifts that enhance performance. The 9-speed automatic transmission has a 63 percent wider overall gear ratio spread compared to the Odyssey’s previous 6-speed automatic, further enhancing acceleration performance and efficiency.
10-Speed Automatic Transmission
Odyssey Touring and Elite models are equipped with an all-new, Honda-developed 10-speed automatic transmission, the first of its kind for front-wheel-drive vehicles. Engineered for high efficiency with low internal inertia and an exceptionally wide ratio range, the 10-speed automatic maximizes the Odyssey’s performance and fuel efficiency.
The 10AT is designed to be lightweight and compact. It features four planetary gear sets that work together to provide an exceptionally wide gear ratio spread. Its overall ratio spread of 10.1 compares with 9.81 for the Odyssey 9-speed and the 6.03 spread on the previous generation Odyssey 6-speed, a 66 percent increase. The 10-speed also has substantially faster upshift and downshift performance than either the available 9-speed or the previous generation 6-speed transmission. For greater responsiveness, the 10-speed transmission is capable of 4-gear direct downshifts, for example from 10th gear to 6th, or from 7th to 3rd.
To maximize fuel efficiency and minimize interior noise, the transmission’s 10th gear is exceptionally tall, resulting in 70 mph cruising at just 1560 rpm. By comparison, at the same road speed, the Odyssey with the available 9-speed transmission cruises at 1735 rpm and the previous generation Odyssey with its 6-speed transmission cruised at 1960 rpm.
Common Transmission Features
Shift-By-Wire Gear Selector
In the 2018 Odyssey, the conventional shift lever is replaced with a fully electronic, shift-by-wire gear selector. Park, Neutral, Drive and Sequential are selected with the push of a button. Reverse is selected by pulling back a dedicated switch. Indicator lights near the buttons indicate the mode selected. As an added safety feature, if the vehicle is brought to a stop in Drive or Reverse, the system will automatically select Park if the driver’s seatbelt is unbuckled and the driver’s door is opened. A steering wheel-mounted paddle shifter system lets the driver take manual control of transmission gear selection.
Paddle Shifters
For the first time, all Odyssey models feature a steering wheel-mounted paddle shifter system that lets the driver take manual control of transmission gear selection. Particularly useful in mountainous terrain or when towing, the paddles give the driver greater control over transmission operation. On long downgrades, the driver can command downshifts with the paddles that allow engine braking to be used to reduce the load on the brakes and help control the Odyssey’s downhill speed.
Automatic Modes
Both Odyssey automatic transmissions can be operated in two different fully automatic modes: the D (or “Drive”) mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S (“Sequential”) mode is for more demanding driving, and features more aggressive shift mapping to keep engine rpm higher for greater acceleration and pulling power.
When in the D mode (optimized for normal driving), the transmission incorporates an advanced Grade Logic Control System, Shift Hold Control and Cornering G Shift Control – all of which reduce unwanted shifting and gear hunting. The result is smart transmission operation that optimizes fuel efficiency and keeps the transmission in the appropriate gear for driving conditions, generating excellent performance and smooth operation.
While ascending or descending hills, Grade Logic Control alters the transmission’s shift schedule to reduce shift frequency and improve speed control. The transmission ECU continually measures throttle position, vehicle speed and acceleration/deceleration to determine when the vehicle is on a hill. The shift schedule is then adjusted – during ascents to hold the transmission in lower gears to boost climbing power, and during descents to provide greater engine braking.
Shift Hold Control keeps the transmission in its current (lower) gear ratio during aggressive driving, as in the case of decelerating at a corner entry. Shift Hold Control leaves the chassis undisturbed by eliminating excess shifting and ensures that power will be immediately available (without a downshift) at the corner exit. Cornering G Shift Control monitors the speed of each rear wheel independently to determine when the Odyssey is turning. When the system detects a sufficient speed differential between the rear wheels, it will suppress any unwanted upshifts. This prevents the transmission from upshifting during a corner, which could upset the chassis balance thus requiring downshifting again at the corner exit when the throttle is applied.
Paddle Shifter Operation in Drive Mode
While in Drive mode, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters. When the driver operates the paddle shifters, the transmission responds to the driver’s shift command and then returns to its normal fully automatic mode if further paddle shift inputs are not made within a few seconds depending upon driving conditions. This special logic makes it easy for the driver to command a quick downshift without leaving the convenience of Drive mode.
Paddle Shifter Operation in Sequential Mode
By selecting the “S” position with the shifter, Sequential mode is engaged. This mode offers automatic operation with more aggressive shift mapping. A pull on either of the paddle shifters places the transmission in fully manual mode until another mode of operation is selected with the shift-by-wire gear selector (e.g., switched to Drive mode). A digital display in the instrument cluster indicates which gear the transmission is in.
A double-kick-down feature lets the driver command a sporty double downshift – such as from fifth to third gear. By pulling on the left downshift paddle twice in rapid succession, the transmission will drop directly to the chosen lower gear ratio. The Drive-by-Wire throttle system also creates a “blip” of the throttle to help match gear speeds while downshifting.
To prevent harm to the powertrain when the transmission is paddle shifted by the driver (including during double-kick-down shifts), the system will inhibit potentially damaging shifts. As an added safety measure, the Electronic Control Unit (ECU) can also cut off fuel to the engine to prevent over-revving. If fuel cut-off is insufficient to prevent engine over-revving, as may be possible when the vehicle is on a steep downhill, the transmission will automatically upshift to prevent damage. On downshifts, the transmission will not execute a driver command that will over-rev the engine.
For improved stop-and-go performance and to help prevent “lugging” the engine, the Sequential SportShift transmission will automatically downshift to first gear even though the transmission has been left in a higher gear, (except in second gear) as the vehicle comes to a stop.
Cooperative Control
Both shift performance and smoothness are improved by cooperative control between the Drive-by-Wire throttle system and the electronically controlled, Sequential SportShift automatic transmission. The engine is throttled by the engine management system during upshifts and downshifts; thus, the function of the engine and transmission can be closely choreographed for faster, smoother shifting. As a result, the peak g-forces (or “shift shock”) are reduced significantly during upshifts and downshifts.
Gear Ratio Comparison
Drivetrain Architecture and Features
Intelligent Traction Management System
The 2018 Odyssey features a new push-button-operated Intelligent Traction Management System that offers two modes: Normal and Snow. Developed, tuned and tested at various locations in the U.S. the Intelligent Traction Management system allows the driver to select the operating mode that best suits the driving conditions by simply pushing a button on the vehicle’s center console.
Operation in Snow Mode adjusts the drive-by wire map, transmission shift map and Vehicle Stability Assist™ to better maintain traction and control. With less aggressive throttle response and 2nd-gear starts, Snow Mode offers less wheel slip and a more linear feel when traction is limited.
System information and an animated selected mode icon is shown on the color Multi-Information Display (as shown in the second image on the following page). Based on the setting selected, the system adjusts the drive-by-wire map, transmission shift map and Vehicle Stability Assist™ for optimal performance in varying road or surface conditions.
Powertrain Feature Comparison
Powertrain Features
Transmissions
Fuel Economy and Emissions Ratings
1Based on 2018 EPA fuel-economy ratings. Use for comparison purposes only. Your mileage will vary depending on how you drive and maintain your vehicle, driving conditions and other factors.