Holden Captiva 2011 review

If the question was posed as to what was Holden's third-best selling model in Australia was, would this car be the answer? It should be. If you combine Captiva 5 and 7 sales, the wagon range is third behind Commodore and Cruze. Given the market's appetite for SUVs it's not hard to see why, but a recent stint in the top-spec LX petrol model raised doubts about its comfort day-to-day. The mid-spec turbodiesel CX seven-seater has turned the tables.

Value

The $39,490 CX turbodiesel costs an extra $1000 above the lacklustre three-litre petrol V6 but it's money well spent. The features list is not short of gear - fog lamps, power-adjustable heated exterior mirrors, cloth trim with a leather-look bolster, functional and easy-to-use seven seater set-up, cruise control, rear parking radar, a trip computer (within a quirky but informative centre display), a leather-wrapped steering wheel with phone, audio, cruise control and even fan switchgear. There's also Bluetooth link for the phone and sound system, automatic headlights, a six-speaker 6CD sound system (but lacking a USB input), climate control, power windows and three 12v outlets.

Technology

Top of the list for technical highlights is the new double-overhead cam 2.2-litre intercooled particle-filtered turbodiesel, which employs a variable-geometry turbocharger - the turbo's vanes adjust to the best angle for the engine's demands, something that is becoming more common in the new-car ranks. Fuel is supplied via a common-rail direct fuel injection system, using multiple fuel injections for efficient but quiet combustion (the extra injections reduce the diesel rattle). The all-wheel-drive system runs predominantly front-wheel drive, bringing the back end into use when required by means of an electronically-controlled clutch-pack within 100 milliseconds from 100 per cent front to as far as 50/50 front to rear.

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Explore the 2011 Holden Captiva Range

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Design

Looking sharper and less "Plain Jane" than its predecessor, the current Captiva's narrower headlights and gaping front air intake give it a handsome snout, while the twin-piped rear end is less adventurous. The cabin's seven-seater set-up is user-friendly, with the third-row quite literally child's play to operate, although there's not a massive amount of room for cargo with all three rows upright. The driver and front passenger do get plenty of space in the centre console, with the sliding cupholders opening to reveal a good storage space below, but the seating could be a little more cushioned - to sit in rather on.

Safety

Aside from the inherent safety of an all-wheel drive system. The active safety features list encompasses stability, roll-over and traction control, anti-lock brakes with brakeforce distribution and brake assistance systems. While the Captiva doesn't pretend to be a mud-plugging rock-hopper SUV, it does have hill-descent and hill-start assist systems. There are dual front and side airbags up front, as well as side curtain airbags.

Driving

Just because it's the most expensive, doesn't make it the best - that's the lesson learned from the LX Captiva. Stop, take a breath, give the satnav (which was a bit out of whack in the LX) a miss and get into a CX turbodiesel. The turbodiesel is quiet (and well-insulated from cabin as well) but has a solid band of grunt with which the automatic works well. There's a brief hesitation on take-off but the diesel has character, unlike the three-litre V6, which feels dulled (and nowhere near its output claims) and doesn't team as well with transmission. It's reasonably frugal too, despite being driven with scant regard for fuel economy - we averaged 10.5 according to the trip computer, 65 litre tank.

The other area where the CX excelled was the ride, which was apparently thanks to 18in wheels and slightly taller-sidewalled tyres (the LX has 19in wheels and lower-profile rubber). This is where the CX pulls ahead of its more luxurious counterpart - the ride comfort is much better and yet the CX can still be flung at a corner well above the recommended speed sign (but below the speed limit, may I hasten to add) without fear of massive body roll or an electronic driver aid frenzy. Unsealed surfaces are also easily traversed at speed, with the AWD system more responsive in bringing the rear axle into play than some of its on-demand AWD opposition, all without paranoid reactions from the stability and rollover control systems - although I still have a personal preference for a 50/50 ballpark split a la Subaru.

In five-seat mode the boot space is a reasonable 465 litres, although it suffers a little for depth with the presence of a third row of seats. For big loads the back seats drop to expand that figure to 930, or for serious (and long) loads, the front passenger's seat can folded down to increase the loadspace to a claimed 1565 litres, says Holden. Folding out the third row is a simple enough task, with enough accommodation for average-sized adults on a short hop, or kids for a longer day-trip, but pack light if you're transporting 7 - there's only 85 litres of cargo space.