Kia Rondo 2013 Review

What we liked:
?>> Diesel engine option
?>> Ride/handling balance
?>> Better value, even with price hikes

Not so much:?>> Petrol engine underwhelms?
>> You can’t get a diesel Platinum-spec?
>> Which means you can’t have diesel with sat-nav

But that’s what Kia has done with its second-gen Rondo seven-seat compact people-mover. That’s because the company is convinced those in search of space, style, kit-for-cash and seats for a couple of extra littlies every now and again will struggle to do better, even at the new prices.

The second-gen Rondo continues the company’s brand reinvigoration with an all-new exterior, adopting the design language brought to Kia and parent company Hyundai by German designer Peter Schreyer. As the hand behind Audi’s TT and Volkswagen’s New Beetle, Schreyer knows that clothes maketh the car no less than the man.

With chassis engineers providing the walk to go with Schreyer’s visual talk, Kia has elevated itself from daggy little sibling to its major shareholders -- first Ford, then Hyundai -- to a locus of excitement in its own right. The new Rondo carries the mantle into the MPV segment with a compelling mix of space, standard equipment and on-road competence. And it still starts below $30K, before you put it on the road, anyway.

For $29,990 (plus on-road costs), base Si buyers get most of what one might expect of a $30K wagon these days, with a bit extra for competitive edge: 16-inch alloys, remote central locking, air-conditioning, power tinted windows, static cornering lights, cruise, trip computer, tilt-telescopic steering, six-speaker audio with MP3/CD player, Bluetooth with media streaming and steering wheel-mounted controls, a 11cm touch control screen, split-fold second and third row seats, folding heated wing mirrors, rear parking beepers, and a luggage screen.

The mid-spec SLi gets 17-inch alloys, dual-zone climate control, leather seat trim, electric driver’s seat, fold-flat front passenger seat, paddle shifters, a 10.5cm colour TFT info screen between speedo and tacho, auto switching on all windows, privacy glass, front parking beepers, LED daytime runners, indicators and puddle lighting on the wing mirrors, and roof rails capable of holding up to 100kg.

A diesel engine option adds $2500 to both Si and SLi.

The top-spec Platinum bumps the alloys up (literally, it turns out) to 18-inch, also adding an electronic park brake, heated/cooled front seats, heated steering wheel, keyless entry and start, HID headlights with washers, LED tail-lights, a two-row sunroof, window blinds for the mid row, glovebox cooling and sat-nav with a 17.5cm full touch screen.

All variants get the three-way Flex Steer variable steering weight system standard -- press a small button on the wheel to switch between super-light Comfort mode for low-speed moments like parking, Normal for day-to-day urban stuff and Sport for extra weight on freeways and the like.

One issue with spec is the lack of overlap between two important options. No diesel Platinum and no sat-nav option below it means you can’t get a diesel-powered Rondo with a navigation system, at least for the time being. A glance at the centre stack reveals that the infotainment units for all specs fit in the same hole. It can’t be hard to serve it up as an option on Si and SLi.

The option list is limited to premium paint at $695.

Gone is the choice of five-speed manual or four-speed auto; in their place are no-choice, six-speed autos all round.

The major news here is the oiler, a first for the Rondo. Good for 100kW from 4000rpm, it hits its 320Nm torque band at 1750rpm and stays there until 2500rpm; driving up to the Central Coast north of Sydney for the launch program, Kia’s claimed 0-100km/h time of 12.0 seconds seemed pessimistic.

It’s a lively performer, well matched to the auto for a bit of verve on take-off and seamless shifts through the escape from Sydney’s CBD, through the long, smooth undulations of the F3 and the twists and hills of Old Pacific Highway and back roads.

With no effort on our part, our base diesel Si averaged 6.8L/100km on the run, suggesting the official figures of 6.4 combined/8.2 urban/5.4 highway aren’t beyond reach with a bit of care.

On paper, the 122kW/213Nm petrol engine boasts palpable improvement in power and torque over its 106kW/189Nm predecessor. But after the oiler on the way up, the engine in our petrol-only Platinum spec didn’t feel as well matched to the vehicle.

All its performance mojo comes at relatively high revs, with peak torque arriving at 4700rpm. But it felt asthmatic by comparison. At 10.8 seconds, the official 0-100km/h sprint time is more than a second better, but it doesn’t feel it. Pedalling it a bit on the mostly-freeway ride back to Sydney, with the last 30 kay in afternoon traffic, we averaged a creditable 8.9L/100km, again meaning the 7.9 combined/10.6 urban/6.3 highway official figures are pretty realistic.

Aided by a 64 per cent improvement in torsional rigidity, the rejigged front MacPherson struts and an all-new torsion beam rear end work to the benefit of ride and handling, road noise and steering. The Rondo is better insulated from rough surfaces than its predecessor, at least in lower specs -- the Platinum’s 18-inch rims make themselves felt and heard at times.

With no ventilation and very limited legroom, the third row is skewed towards short-haul duties for kids.

An exceptionally versatile layout with a 35:30:35 split-fold mid-row and 50:50 third row makes for 64 different interior configurations, Kia says. All mid and rear seats fold flat, along with the front passenger seat in SLi and Platinum variants. The third row goes into the floor when it’s not needed.

Cargo space varies from 103 litres with all three rows of seats in use, through 492 litres with the third row down and 1650 litres with the second-row seats down. Drop the front passenger seat in up-spec variants and it goes over 2000 litres, with room for long loads like planks or surfboards.

Neat storage touches abound, starting with a decent-sized glove box, centre box and console tray; mid-row passengers also get fold-out tray tables with built-in cup-holders (i.e. holes). All door pockets take drink bottles while two storage bins under the mid-row floor make useful hidey holes for things like iPads. There’s also a storage spot under the boot floor for the cargo screen when it’s not in use.

The cockpit is classy for the money, especially in up-spec models, although the plastics get a bit cheap in less visible places.

The switchgear’s busy, but the ergonomics are decent. Pairing a Samsung S3 was a bit tedious, but that’s not unique to Kia. The front seats are comfortable and we found a comfy driving position with ease. Visibility is good all round.

Downstairs is an industry-standard suite of chassis and brake electronics: anti-lock brakes with electronic brake-force distribution and brake assist; stability and traction control, and vehicle stability management.

Every model gets headlights that look round corners, rear-view cameras of varying image size and clarity, hill-start and park assistance.

No crash testing has occurred as yet, but at the launch event, Kia Australia execs told media the company is confident the Rondo will earn a spot on the five-star podium. ANCAP gave the superseded model four stars.

After a period of dormancy, the MPV segment appears to have found some resurgence. Kia execs put this down to the threat of fuel price rises. This niche is all about how many people you can cart round affordably.

The Rondo was launched hot on the heels of Fiat’s Freemont (from $25,990 plus on-road costs), the Italian giant’s cut-price take on recent acquisition Chrysler’s Dodge Journey ($32,400 plus on-road costs).

Even at the base end of the Kia lineup, Nissan serves up a compelling alternative in its Dualis +2 from $31,190 (plus on-road costs).

Later this year, GM will re-launch the Zafira MPV Down Under, this time as an Opel rather than a Holden, and very likely with a sub-$40K starting price tag to compete with Honda’s ageing Odyssey ($37,100 plus on-road costs).

At that end of the price scale, you might also consider the unloved six-seat Subaru Liberty Exiga ($37,990 plus on-road costs).

For a vehicle of its ilk, the Rondo is a taut handler, its structural integrity presenting in a supple ride, competent handling, low road and wind noise. It’s relatively sure-footed and free of body roll through corners, although you hardly feel compelled to stretch the friendship.

The diesel is the pick of the two engines, expressing its compatibility with its gearbox in an intuitive ease and smoothness, rendering manual shifting virtually redundant.

The petrol engine is competent for a light MPV’s purposes, but I have no doubt it would feel the strain under a full load of people. Peak torque comes too far up the tacho for comfort, taking its toll in NVH -- something exacerbated downstairs by the Platinum’s thin-soled 18-inch wheels, with no payoff in handling.

Flex Steer is a relatively rudimentary system that proves there’s more to steering feel than weight. Geometry and responsiveness remain unchanged through all modes, making it useful in car parks, but limiting its value for those looking to make the most of a decent ribbon of back road.

One of our test vehicles’ brakes were effective but a bit grabby at times. But as a new car, it deserves the benefit of the doubt. A couple of thousand more kays and it’ll probably be right.

Overall? Such is the chasm between old and new that Kia’s price hikes on the Rondo shouldn’t elicit a fuss. The only surprises for the money are pleasant ones.

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