2007 Kia Rondo EX

The minivan isn't dead, it's just getting smaller.

At least that's what Kia and Mazda are betting on with their Rondo and Mazda5, respectively. Sized and priced like other tall wagons such as the Chrysler PT Cruiser or Chevrolet HHR, both the Kia and Mazda feature the added qualities of a minivan, such as three-row seating and flexible cargo space.

Based on front-wheel-drive cars – Rondo on the mid-size Magentis, Mazda5 on the compact Mazda3 – both offer many sensible attributes for potential compact sport-utility vehicle buyers.

Compared to a Ford Escape or Honda CR-V, the Kia and Mazda are less expensive to own and run, more fuel-efficient, roomier and more fun to drive.

Popular in Europe, this is a new class of vehicle in Canada. For now, the Rondo and Mazda5 are it.

So which one of these "mini-minivans" is best to drive and what's a 5-door non-minivan alternative?

2007 KIA RONDO EX V6

Depending on your household's birth rate, the fact Rondo can seat seven – one more than Mazda5 – may be the only number that matters. Judging by the Rondo's other numbers, it may very well finish first, depending on your own priorities.

Starting at $19,995, you can get a Rondo with only five seats and a four-cylinder with a four-speed automatic. Add the third row (and requisite additional standard equipment) and you're looking at $23,995. My fully loaded EX V6 seven-seater was competitively priced against the Mazda, at $25,995.

Despite having to carry an extra 119 kg, the Kia's 182 hp 2.7 L V6 easily outperformed the Mazda when accelerating from 0-to-100 km/h; the Kia being quicker by almost one second, at 9.0. Also, Rondo has one more gear – five – than Mazda5's optional manu-matic tranny.

Both offer similar fuel consumption numbers at about 10 L/100 km.

From the driver's seat, the Kia initially scores well, with a low, sedan-like seating position and good visibility provided by its low glass beltline. It makes for a stress-free, in-town driving experience.

Numbers aside, like the mid-size sedan it's based upon, Rondo drives well when the roads are straight and flat.

But just like Magentis, steering is numb and light. And regardless of larger 17-inch rubber (225/50 versus 205/50 on the Mazda) the Kia's handling mimics its steering with a general lack of communication back to the driver.

Luxurious? Yes.

Fun? Ehh, not so much.

WHY BUY: Seven-passenger seating, performance, ride.

WHY NOT: Steering, handling, no sliding rear doors.

COMPACT ALTERNATIVE: 2007 Kia Spectra5 LX Convenience at $18,695

2007 MAZDA5 GT

Seemingly, whether you're hauling ass or just people, Mazda5 can't match Rondo.

Its 2+2+2 seating arrangement (which does not provide a middle position for a child seat), 153 hp 2.3 L four-banger, optional four-speed manu-matic and skinnier tires all fall behind its only mini-minivan rival, at least on paper.

But if you care more about how – rather than how fast – your small family hauler gets around turns, dips or freeway on-ramps, then Mazda5 is an easy choice.

Base model starts at $19,995. Add the GT/Luxury Package and $1,000 four-speed manu-matic to match the Kia in features, and the Mazda ends up at $26,125.

Although it's based on the Mazda3 platform, the 5 is much larger and heavier with 112 mm more wheelbase and 203 more kilogram.

Its automatic is geared aggressively, but another gear would quiet the cabin at highway speeds. And, as mentioned above, its bigger size maxes out the little van's mill, especially with all six seats filled. (If Mazda ever wanted to create a sportier version using the Mazdaspeed3's 263 hp engine, we're in!)

The Mazda's easy-to-use ergonomics and supportive seats show why it's the driver's choice over the Kia.

For such a tall vehicle (although 25 mm shorter than the Kia), the Mazda easily carves into turns in a flat and steady nature. Its steering offers plenty of feel. In fact, its smaller rubber may help in this department compared to Rondo's fatter tires.

Definitely not as fast as Rondo, Mazda5 more than makes up for it with an overall eagerness.

WHY BUY: Handling, quiet at speed, sliding rear doors.

WHY NOT: No centre-row middle position for child seats, performance suffers when loaded up.

COMPACT ALTERNATIVE: 2008 Mazda3 Sport GT/Luxury package, $25,790

Car companies love their snappy advertising slogans, and Kia's no exception: it promises "The Power to Surprise."

But here's the thing: this time around, it really did surprise me.

I went into the Rondo expecting Kia's take on the average, overstuffed seven-passenger sport-cute, but I came away extremely impressed with the vehicle's spaciousness, performance and price.

Based on the platform that underpins the Magentis sedan, the Rondo is new to North America, but it's been available overseas since 1999, where it's sold as the Carens; our Rondo is the Carens's third generation.

Two engines are available. The 2.4-litre four-cylinder comes in five-passenger seating in two trim lines, starting at $19,995, and one seven-seater at $23,995.

A 2.7-litre V6 model is $22,995 in five-passenger configuration, or in my tester's seven-seater EX-V6 Luxury at $25,995.

That starting price mirrors that of the six-seat Mazda5, the Rondo's closest logical competitor; the Rondo's four puts out 162 hp to the Mazda's 153 hp, and the Mazda5 does not come with a six-cylinder.

The Kia V6 makes 182 hp, and while it's a gutsy engine, it's surprisingly quiet; only on very hard throttle does it exhibit any kind of a growl. There's plenty of power in reserve for passing, even at highway speeds.

The four-cylinder uses a four-speed automatic, while the V6 gets a smooth-shifting five-speed autobox.

Somewhat surprisingly, the V6's fuel figures aren't massively different from the four's: the smaller engine rates at a combined 9.2 L/100 km, the six at 9.8. Using the annual average calculated by EnerGuide, that's only $108 per year more to run the stronger engine.

If you're going to be loading the Rondo up regularly with passengers and their cargo, the six is the better choice.

This Kia never seems top-heavy. The turning circle is tight, and the steering feels substantial.

The platform is stiff, giving it a sporty feel that makes one long for a manual transmission (Europe gets one, of course, along with a diesel engine). Even so, the ride is smooth and quiet.

Rondo is well-planted and feels confident at speed.

The tall seating, combined with the large windows, means visibility is excellent all around.

The stylized dash is quite attractive and well-fitted. Everything is backlit, including the cruise and stereo buttons on the wheel, although I was disappointed that the snappy little orange accent lines on the centre stack didn't glow as well.

The tall windows are attached to tall doors, which make getting in and out easier, especially when exiting the third row.

My tester came with the third row, and it's the feature that generated the most surprise for me. Normally, I'm not a fan of them: most are torture-chamber uncomfortable and too cramped for anyone but kids.

By contrast, the Rondo's third seat is surprisingly spacious, given the vehicle's size; I've been less comfortable in the rear of some full-size SUVs.

The second row folds and slides ahead to open a large passage. It's also very roomy, made even better by high-mounted front seats that allow for slipping one's feet under, while the front-row chairs are supportive, with large footwells.

Both third and second rows fold flat.

The only thing missing is a fold-flat front passenger seat, which would give the Rondo near pickup-truck capability.

You get a lot of features for the price. The base LX lacks air conditioning, but includes four-wheel disc brakes with ABS, six airbags, electronic stability control and more. The EX adds a/c, cruise control, fog lamps, heated seats and mirrors, keyless entry and roof rack.

jil@ca.inter.net