The 2005's sliding side doors are power operated on all but the LX model. And work was done to ensure that these doors glide much more smoothly than their progenitors. Advanced pinch sensors are integrated into the rubber molding on the entire leading edge of the sliding door and will reverse a closing door's motion with even a slight touch. And now, a torque sensor ensures that the doors will even reverse their movement if they encounter an impedance while opening. The only noteable omission are the handy B-pillar mounted open/close switches that are found in the Toyota Sienna.

Apparently, it's been determined that 21st century minivans aren't complete without rolldown 2nd row windows. I don't quite see it that way, but the 2005 Odyssey's 2nd row windows roll down too - not quite all the way, but they do go down. Drop these babies while whizzing down the freeway and treat the whole family to timpanic trauma as the Helmholz effect pulses everyone's eardrums to an oozing pulp. In EX-L and Touring models, you have one more instrument of torture with which to carry out your fiendish experiments in cabin pressurization: a generously sized power moonroof. Mmwuhahahaha!!!

We keep mentioning this "Touring" model, and by now you might be wondering what it's all about. It's a new-for-2005 top-shelf trim level, billed in PR materials as the "ultra-premium" model. Starting at about $34k, it certainly wears a "premium" price tag. The Touring model gets every available feature, with only a single option. This would be the excellent Navigation system, which comes bundled with the DVD Rear Entertainment system. No word yet on the price of that option, but a guesstimate would peg it at around $3500, making for a very pricey minivan indeed. What else do you get for this wad of C notes? Almost too much to list. But digital ink is cheap, so here goes:

• Power Adjustable Pedals
• Tri-Zone Automatic Climate Control
• Power Tailgate
• Optional Satellite-Linked Navigation system with Voice Recognition and integrated Rearview Camera
• 380-Watt Premium Audio System
• Automatic headlights
• Parking sensors
• XM® Satellite Radio (with Navi)
• 6-disc CD changer and a 2nd-row removable center console
• New i-VTEC engine is first ever application of Variable Cylinder Management^TM (VCM^TM) technology in a minivan and results in class-leading power and fuel efficiency

Since this is a "First Drive" article, we'll save some of the other gory details for another feature, but given our interest in drivetrains, the engine deserves a bit of our attention. The Odyssey was already at the top of the heap in terms of performance, and now it moves the game forward with two new motors, the J35A6 (LX and EX trim levels) and J35A7 (EX-L and Touring models). Both motors bear the same output figures - power has been increased by 15hp (255hp at 5750rpms), while torque increases by 8lb-ft (250lb-ft at 5000rpms). Not only are these engines more powerful, they are less thirsty than last year's J35A4, and continue to run on Regular grade unleaded fuel. High zoot EX-L and Touring models get an i-VTEC version of the standard 3.5L VTEC motor. In this case, the "i" doesn't indicate infinitely variable valve timing (as it does on 4-cylinder i-VTEC Honda motors). Instead, it's an indication that the J35A7 is equipped with Honda's cylinder deactivation system (VCM). This relatively simple system allows the Odyssey to pick up an extra 3mpg (compared to the regular J35A4 and J35A6) of EPA freeway fuel economy, for an impressive total of 28mpg. Around town, VCM's benefit tapers off quite a bit, delivering 20mpg (+1 mpg). But if the idea of running on 3-cylinders conjures unpleasant thoughts of clapped out Geo Metros, fear not - Honda's way ahead of you. They employ a four-way strategy involving active engine mounts, active noise cancellation, drive by wire technology, and intelligent torque converter lockup control to effectively eliminate the boominess, vibrations, and "switching shock" associated with transitioning from 6-cylinder to 3-cylinder operation (and back). The application of all this technology makes VCM's operation utterly transparent. If it weren't for a green "ECO" indicator on the gauge cluster, you'd likely never know when the i-VTEC motor was operating in 3-pot mode. One other distinction of the J35A7 is that it makes use of a dual stage intake manifold, where the J35A6 (found in LX and EX models) manages with a standard intake manifold. I must confess that I only became aware of this difference by reading through the press kit, and this was after I had driven the '05 Odysseys. Most of my day's driving time happened to be in EX-L and Touring models, so perhaps this is why I didn't notice the difference behind the wheel, but for what it's worth, Honda claims both motors make exactly the same power at the same rpms.