Kia Grand Carnival SLi CRDi 2010 Review

Kia Grand Carnival SLi CRDi

Road Test

RRP: $48,590 (manufacturer's list price, excluding on-road costs and dealer delivery)
Options fitted to test car (not included in above price): Metallic paint $450
Crash rating: Four stars (ANCAP)
Fuel: Diesel
Claimed fuel economy (L/100km): 8.5
CO2 emissions (g/km): 224
Also consider:Chrysler Voyager, Mercedes-Benz Viano, Volkswagen Caravelle

Overall rating: 2.5/5.0
Engine/Drivetrain/Chassis: 2.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 2.0/5.0
Behind the wheel: 2.5/5.0
X-factor: 3.0/5.0

Kia's eight-seat Grand Carnival has been recently facelifted with a Schreyer schnozz, just like other cars in the Kia range. At the same time, the company has rationalised the range slightly, but there's little technical difference between this variant of the peoplemover and its predecessor, which was named the Grand Carnival Premium.

While the petrol V6 in the Grand Carnival range has been upgraded to Euro IV compliance to match the engine in the vehicle tested, a 2.9-litre four-cylinder turbodiesel -- it's the turbodiesel that is more in need of updating. Turbo lag was very noticeable and held back acceleration from a standing start for a couple of seconds.

This will discourage drivers from making right turns across traffic unless the gap is generous enough to allow the engine to pick up some boost. On occasion, the transmission kicked down before the turbo spooled up.

Once the turbo was up to speed, the engine actually performs well. It delivers hefty torque, in keeping with its role as a powerplant for a vehicle designed to cart loads of people and goods.

The engine has very strong diesel traits in its soundtrack -- including a bit of boom at speeds below 1500rpm -- but it seemed fairly frugal considering the sheer bulk it was propelling. We didn't get a chance to check fuel consumption, but it used just over half an 80-litre tank during a week when the Kia spent more time in the suburbs than on the open road.

While noisier around town, it settled down a lot at highway speeds, when wind noise predominates, but the engine could still be detected as a low, rumbling presence.

For a lot of users (hotels picking up passengers from airports, for instance), the engine's performance and response won't play a major part in the purchase decision for the Grand Carnival. Price and packaging will weigh much more heavily.

In regard to the packaging aspect, the Kia has a lot to offer. There's adult-size accommodation in all three rows of seating, but the driving position lacks reach adjustment for the steering column and the driver may feel too close to the pedals. Even the tilt adjustment for the column is a half-baked affair, with steps between the positions lacking fine adjustment to the right degree. The Grand Carnival also lacks a footrest for the driver.

We liked the powered sliding side doors, but not so much the lack of a powered tailgate, which is arguably more important. Buyers need to stump up for the Platinum-grade flagship for this feature.

The tailgate in the Grand Carnival SLI is about the only access point in this variant that's not powered. Even the hinged side windows for the third-row seat can be opened remotely from the driver's seat (as well as the third-row seating) by electrical switches. Power to the sliding doors can be disabled by a switch in an overhead console.

If the driver or front-seat passenger chooses, the rear zone of the climate control can be operated solely from the front, or control can be handed over to occupants in the middle-row seat. HVAC outlets for the second and third-row seats are located in the headlining, which worked very well, heating such a large volume quickly during wintry Melbourne days.

The luggage space is deep and capacious even with the third-row seat raised. According to the specs for the vehicle, the Grand Carnival will accommodate 912 litres of luggage, with all three rows of seats in use. This and the Kia's packaging generally make it a cut-priced alternative to Chrysler's Grand Voyager.

The downside of that is the sheer bulk of the car in carparks and narrow driveways. Its turning circle is fair given its wheelbase, but that doesn't mean drivers won't experience difficulty in tighter parking manoeuvres. At just under two metres wide, it feels every millimeter of it.

For its size, the Grand Carnival is easy to reverse; the all-round field of vision is very good, but the reversing camera isn't as useful for backing the Kia as one would hope. Once again, this is where spending the extra for the flagship model, which comes with ultrasonic parking sensors and acoustic guidance would be a better choice.

As it is, in fact, the only advantage to the reversing camera is in checking for the presence of toddlers directly behind the vehicle. The camera display in the rear view mirror, is readily 'burned out' by bright sunlight and provides just a narrow-angle view anyway. Without some spatial point of reference and with such a relatively small display in the mirror, the camera is ineffectual for use while parking.

Drivers may also find themselves squinting at the camera display and then having to readjust eyesight for the exterior mirrors. Some will surely find it faster and simpler just to look over the shoulder. At least the Grand Carnival provides a very good field of vision for that.

For a male adult of average size, the Grand Carnival offers easy access by dint of its right-sized H-point. Kids climbing into the rear will have no trouble either.

The Grand Carnival is a nominal eight-seater, but if you're going to squeeze three people in the third-row seats, only kids need apply.

We note that there are no lap/sash (three-point) belts for the centre-seat occupants in second or third rows. That, as a safety issue, may colour the decision to buy the Kia or not.

Given the need to fold the second-row seats forward for access to the rear-most seats, the lack of three-point belt in the centre-seat position is, on one hand, entirely understandable for the sake of convenience, but on the other hand it begs the question of why a lap-sash belt couldn't be mounted to the seat itself?

Ride comfort is better over larger bumps, but the Kia is actually a bit firm on the smaller and sharper variety.

Steering feedback was better than expected and the suspension -- with no load other than the driver onboard -- provided surprisingly high levels of roadholding. It's not a sports car, but turn-in was good, as was the near-neutral handling. If anyone should feel inclined to give it a fang, however, be advised that whatever cornering ability the Grand Carnival has to offer is largely outweighed by the turbo lag and general lack of response from the engine and transmission combined.

As buyers have come to expect of this type of vehicle, the Grand Carnival offers a folding tray between the front seats. It will hold all the paraphernalia of your life -- including cups of coffee -- or you can leave it permanently lowered for a walk-through facility to the second-row seating.

Contributing to the walk-through access is the gear shifter, which is mounted in a centre console that juts from the centre fascia in the dash. It incorporates a pull-out drawer and a bin for storing CDs with a drop-down door. Both are useful storage features.

Seats were relatively comfortable, but were designed more for ease of access than holding the occupant properly while the vehicle corners and brakes.

In 2010, the Grand Carnival needs a powerplant like Hyundai/Kia's R-Series diesel engine to give its best. And if it's parking sensors and a powered tailgate you want, spend the extra money and go for the Platinum grade.

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