2007 Holden Captiva Reviews

Holden came to the SUV party quite late and, without a home-brewed SUV of its own, it gave us the Captiva, a rebadged Daewoo.The Captiva’s formula has always been a simple one: Lots of car (and seats) for the money.Earlier versions could be had with a five-seat layout, but in the very last of them, Holden was offering just the seven-seat layout as acknowledgement that this was a pragmatic family purchase in the majority of cases.You also got lots of choice with two or four-wheel-drive and petrol or turbo-diesel power.

By the early part of this century, it was painfully obvious that nobody was going to survive selling or making cars here if they didn’t have an SUV in their showrooms.Ford took the step of designing and building the Territory here, but Holden’s first attempt was the neither fish-nor-fowl Adventra.But instead of having a post-Adventra crack at another local SUV, Holden simply dipped into the General Motor’s-owned Daewoo grab-bag and came up with this, the South Korean-built Captiva.Not that buyers were worried, and the Captiva sold rather well, beginning in 2006, and getting a facelift for 2012. By 2018, it was missing from Holden price-lists.But time and kilometres have revealed that just because a car has a Holden badge, doesn’t necessarily mean it’s Holden-tough.How many seats you need will be the big test here as the Captiva was a medium-size SUV wagon which was available with five or seven seats.From there, it gets pretty complicated, so make sure you know exactly what Captiva you’re looking at in the dealer’s yard, to make sure you don’t pay an all-wheel drive price for a front-wheel drive vehicle.Use this information as a broad guide and assess each individual car on its own merits.Along the way there were a variety of steps on the price list, so the Captiva covered a range of budgets.The very first batch of Captivas arrived with an Australian-made V6 petrol engine and all-wheel drive.But by 2007, Holden had expanded on that to include the then-sexy option of a turbo-diesel which could also be had as a front-wheel drive to save a few dollars.Trim levels started with the SX, CX and LX models and there was also a top-of-the-range Maxx model which was actually based on a slightly different vehicle and was a little shorter overall but had similar interior dimensions.In late 2009, Holden moved to simplify the range and instituted the Captiva 5 and Captiva 7 (named for their seating capacities) but stuck with the SX, CX and LX tags.How was that simpler? Well, the Captiva 5 became a petrol four-cylinder only model, while the Captiva 7 could be had with the turbo-diesel or petrol V6.March 2011 saw a facelift and 'Series 2' badge with squarer styling and a revised cabin, while the Captiva 5 could now be had with the four-cylinder petrol front-drive or the turbo-diesel and all-wheel drive, making things as complex as they had ever been.But the Series 2 also bought a new V6 petrol engine, a smaller 3.0-litre unit shared with Aussie Commodores as well as a new flagship badge, the LTZThe final fiddle came in 2015 when Holden changed tack again, offering just a single model with the trim level determining the rest.So, a Captiva LS was a five-seater with the option of seven seats while the LT and LTZ got seven seats as standard.The petrol four-cylinder was standard on the LS and the V6 was standard on the LT and LTZ. The turbo-diesel could be optioned on either.All-wheel drive was reserved for the upper-spec LT and LTZ models.Got all that?The point is that you really need to make sure a particular car has the options and driveline you want.And because there were so many permutations and spec changes along the way, each car needs to be taken on its own merits.All Captivas over the years have featured standard equipment that included alloy wheels, MP3 compatibility, cruise-control, remote central locking, power windows and mirrors and an immobiliser.The later the build-date the better the level of standard equipment will be, and later, high-spec Captivas had decent stereos, lots of electrical gear and leather seats.That could include anything from a GPS navigation system (sat nav), Bluetooth connectivity, keyless entry, and a touch screen. Apple CarPlay was standard on later models, so don’t take the seller’s word for it that it’s fitted.Some Captivas were optioned with a sunroof, a DVD player with screens for the back seat, while additions like air conditioning and a CD player and radio were standard in all versions.Because the Captiva was largely a private-buyer model (not a fleet model) owners tended to add accessories.Sweeteners at the dealership often included floor mats and (for a while) side steps (of questionable value) while plenty of owners added nudge bars, alloy rims and other features that don’t actually add much (if anything) to the resale value.But the Captiva was never seen as sporty, so don’t bother looking for one with a rear spoiler or body kit.What you might find, however, is a Captiva from a regional area which may have a bull bar and a light bar, although the space saver spare tyre turned off a lot of country buyers.You won’t immediately pick the Captiva’s interior as a Holden, but it is pretty generic stuff with the usual plastics and the odd splash of chrome here and there.There are enough cupholders and air vents to keep everybody happy but the Captiva suffers from the one thing that afflicts a lot of these vehicles.When you have all seven seats occupied, there’s precious little boot space in the back despite the Captiva having similar internal dimensions to its comparably sized competitors (which share the same problem).It’s no accident you see a lot of SUVs in the school holidays towing trailers to increase their luggage capacity. Roof racks (and the Captiva features roof rails as standard) are another way around this problem.The seven-seat version rules out a cargo barrier or luggage cover, but you might find a five-seater with such features.While practical enough in its layout, the Captiva could be a bit noisy on coarse-chip roads.The Captiva presented buyers with the classic diesel versus petrol dilemma.The only engine available on the very first Captivas was a 3.2-litre V6 petrol engine which made 169kW of power and 297Nm of torque.It was smooth in normal use but could get a bit raucous if you revved it out which, with a full load of bodies and luggage on board, was sometimes necessary.The 2.0-litre turbo diesel in the first model made 110kW and a beefy 320Nm and, unlike the V6, could also be had with a five-speed manual option, although you’ll be doing well to find one.Despite the lack of engine size, the motor used a turbocharger to boost power and a diesel particulate filter to reduce emissions.In any case, the automatic transmission worked very well with the way the turbo-diesel made its power, and the engine provided the sort of effortless oomph that made diesels so sexy back then.Despite that, it had slightly less towing capacity (1700kg plays 2000kg) than the petrol version, but a tow-bar was still a popular accessory on a diesel Captiva.The 2009 facelift – for the 2010 model year - brought with it a new entry-level engine, a 2.4-litre capacity petrol four-cylinder that was only available in front-drive.With engine specs of 103kW and 220Nm, it was pretty breathless and didn’t like hills at all.It’s very much the poor relation these days.Other variants were available with a choice of AWD (4WD) or front-wheel drive. The latter will use a little less fuel.The major facelift in 2011 saw the 3.2-litre V6 replaced by a slightly smaller, 3.0-litre unit with similar specifications that was also found in base-model Holden Commodores at the time.Although smooth and technically more efficient, the smaller size meant the new V6 produced its power and torque (190kW/288Nm) very high in its rev range, so it needed to be worked hard all the time and full use made of the six-speed automatic transmission.That wasn’t helped by the kerb weight of a V6 Captiva which was getting close to 1800kg.And while the V6 was getting smaller, the turbo-diesel actually grew, to 2.2 litres, and in the process now made 135kW and a full 400Nm, making it the one to have, especially since its real-world fuel economy was actually very good.That was helped by a fuel tank capacity of 65 litres, giving a decent range.Compared with the SUVs the Captiva was selling against, the driving experience was nothing out of the ordinary.Beyond that, the Captiva also paid the price for its ride height: The stiff springs that attempted to tame the body roll in any car with such a high centre of gravity also spoiled the ride quality on anything less than a perfect surface.Low profile tyres on alloy rims didn’t help one bit.The all-wheel drive models were also fairly heavy cars for their size, and that also had an effect on how they steered and cornered.Fundamentally, there were more dynamic, more fun-to-drive alternatives from other makers.In performance terms, the Captiva was a mixed bag.The lower fuel consumption diesel (particularly the later, 2.2-litre one) had a very unruffled feel and was able to use its torque to great effect.The four-cylinder petrol, meanwhile, was simply underdone and even though, on paper, the V6 had what it took, the reality was a bit different.Even though it lacked the diesel fuel economy advantage, the V6 didn’t really make up for it in any major way, apart form a small performance advantage, yet 0-100km/h still took at least eight seconds.The earlier 3.2-litre version wasn’t too bad, but the later 3.0-litre unit with its sky-high power and torque peaks needed to be flogged along to get decent performance.And when you did that, your fuel mileage could take a real dive around the city and suburbs.The automatic gearbox in the later V6 also seemed to sometimes lose the plot and either forget what gear it was in, or have trouble deciding on which gear to select next.As for the optional all-wheel drive platform, well, don’t go looking for an off-road review.With limited ground clearance (and Holden didn’t offer a lift kit) the Captiva’s all-wheel drive might be of use if you’re visiting the snowfields, but in terms of heading into the bush, forget it; the Captiva had zero off-road pretensions.The Captiva wasn’t tested for a safety rating by ANCAP when brand-new, but it did undergo testing according to EuroNCAP standards.The first-generation Captiva scored four stars, while the post 2011 models scored the maximum five stars.In ANCAP’s local used-car assessments, the same models scored three and four stars respectively.All Captivas got front and side airbags and most of them also had side-curtain airbags covering the third row of seats.The exception to that was the very early (pre-2007) base-model car (SX) which did without the curtain bags.Traction-control and stability control were standard fitments from day one, but if you want electronic brake-force distribution, hill-decent control, brake-assist and roll-over control, you need to buy a Captiva with a build date after the 2011 face-lift.High spec second-gen cars (LT and LTZ) got a standard reversing camera while parking sensors were standard on the LX from 2007.All Captivas sold in Australia had ISOFIX child-restraint mounts.Sold at a time when diesel engines were the new black, a turbo-diesel Captiva carries the same caveats, issues, complaints, problems, common faults and reliability issues as any other make or model diesel with a soot filter fitted.That surrounds the possibility of the filter never getting hot enough to clean itself and if that happens, you’re looking at big bills to replace the filter.The turbo-diesel engine also required replacement of the toothed rubber timing belt at 90,000km, so be very wary of a diesel Captiva with 85,000km that seems like a steal.The earlier 2.0-litre diesel was also prone to bearing failure in the rocker arms, a problem made worse by a lack of servicing.Holden eventually even issued a recall to fix the affected vehicles.The petrol V6 engine uses a timing chain rather than a belt, but these are prone to stretching, at which point they require replacement.Given the east-west engine location in the Captiva, this is not an easy (nor, therefore, cheap) job.The problem is more likely to crop up in cars that have suffered skipped oil changes, so a look at the service handbook will tell you a lot.The first signs of a stretched timing chain might be a rattling noise from the top of the engine when it’s hot, or a `check-engine’ light on the dashboard as the computer becomes confused by the slack chain.The V6 has also been accused of rough running and a poor idle and the industry fix is to fill the tank with premium ULP rather than the standard brew.That will often fix the problem but adds considerably to the running-cost bottom line.The other fix for the same problem is sometimes to replace the oxygen sensor.Again, a bung sensor will often trigger a dashboard light but some Captivas have also taken it upon themselves to randomly switch on their `ECU’ light.Some owners have reported replacing the on-board computer multiple times to try to fix this and other electrical problems, including a sudden loss of power which the trade reckons is a faulty connector in the wiring harness.In that case the fix is simple; the connector which has acquired moisture needs to be dried out and re-sealed, but that’s only possible once the problem has been diagnosed.Anybody who has replaced tyres on a Captiva may also have discovered that the vehicle seems very difficult to wheel-align correctly.The wheel-alignment industry reckons the Holden is very hard to accurately set-up, but incorrect camber settings (in particular) will lead to accelerated tyre wear.The Captiva doesn’t seem too prone to automatic transmission problems, apart from getting used to the sometimes patchy shift pattern that seems part and parcel of the vehicle.All Captivas also fall under Holden’s lifetime capped price servicing regime which was announced a couple of years ago, so the ongoing service cost should be contained.But you won’t find details in the owners manual (since the scheme is retrospective) and you’ll need to talk to a Holden dealer for the full details.On the recall front, the Captiva has been recalled to check some diesel models for a variety of potential fuel line faults that could have created a leak as well as a batch of early cars from 2006 to check for a missing clip on the brake linkage.Perhaps the most serious recall, though, was to check for a steering shaft that could become disconnected, leading to a total loss of steering control.Check with a Holden dealer to see what recalls affect a particular car and whether they’ve been carried out.MORE: If anything crops up, you’ll probably find it on our Holden Captiva problems page.Seven-seat option can't save it from ordinary dynamics and quality.

Holden Captiva is a medium-large SUV that is imported from a General Motors factory in South Korea. It has a lot of Australian input in its body styling and mechanical components. Interestingly, the Captiva is offered in two different body styles, with the Maxx having a sporty look and five seats. The others are built as five or seven-seaters. The third row seats are larger than those in many of Captiva’s competitors but are still better suited to children than adults. It can carry adults in moderate comfort, though ideally not on long trips. Storage space when all seven seats are in place is very restricted. This is not unusual in this class, but check for yourself if you’re planning to use all seats for people. The rear seats can the folded down in various ways, when all are flat, you have up to 1565 litres of luggage space. There are a number of smaller stowage compartments including a large wet/dry area beneath the load compartment floor. Interior storage is excellent, with seatback pockets; a glovebox cooler; front and rear centre console storage; door bins; drink holders; and an overhead sunglasses holderWhen introduced in launched in 2007 the only Captiva powerplant was a 3.2-litre V6 petrol built in Australia by Holden. The engine was shipped to the South Korean factory to be installed in Captivas used on many global markets. A 2.0-litre diesel engine was added to the range a few months later.Initially all Captivas had a part-time 4WD system, with drive normally being to the front wheels and the rear wheels being engaged when extra traction was demanded. The 4WD system is well engineered and the Holden Captiva can tackle some quite tough off-road areas as it has good approach and departure angles. While Holden Captiva is not a heavy-duty 4WD but can go surprisingly far in the hands of an experienced operator.A 2WD version, driven through the front wheels, was introduced in December 2009. Called the Captiva 5 and using the Maxx style body it’s a powered by a 2.4-litre four-cylinder petrol engine. A five-speed automatic with manual overrides was the only transmission until the arrival of the Captiva 5, which is offered with a six-speed manual as well as the automatic transmission. The automatics were upgraded to six forward ratios with the introduction of a facelifted Captiva in February 2011.All Captiva models come with electronic stability control, ABS brakes with brake assist, traction control, active rollover protection and descent control. There are dual front airbags in all models with side curtain airbags optional in the lower cost models and standard on the others.Holden dealers operate in most areas of Australia and most are likely to carry the more common spare parts for the Captiva. Other components can usually be shipped in within a couple of working days. Prices are often lower than average for an imported vehicle in this class.Parts and servicing costs are reasonable and the relatively simple layout of the Captiva means the good amateur mechanic can do a fair bit of their own work. Safety related items should only be worked on by professionals.Insurance costs are pretty reasonable and we haven’t seen a big variation between companies. However, it’s always smart to shop around for the best deal making sure that you’re comparing apples with apples when doing so.Check for rust in the lower area of the body and in a Captiva that may have been used on the beach. Look over the interior for signs of dirt having been ground into carpets. Similarly, check for damage and/or stains on the seats. Look for off-road damage to the bumper corners, the door sills and for light scratches in the paintwork on the doors and the front guards. If the load area has been used to cart heavy gear and/or has been damaged by poor loading and/or fastening there could be severe damage to the carpets. Again, signs of sand may be bad news.Engines that are slow to start or blow smoke when worked hard may be due for major repairs.Automatic transmissions that don’t go into Drive quickly when moved from Neutral or Reverse may need servicing.If living in a remote area it’s a good idea to check that trained mechanics are locally available before going too deeply into your choice of vehicle.

Holden’s answer to the SUV wave seemed to fit the bill — initially New Holden was caught with its corporate pants down when SUV sales surged at the dawn of the new century. Quite simply, the brand didn’t have one. Ford was in a similar predicament and responded by building the Territory. Holden dithered,

Holden Captiva is a medium-large SUV that has a lot of Australian input in its design and engineering teams. It is available in two slightly different body styles, with the MaXX having a sporty look and five seats, while the other body type can be purchased as a five- or seven-seater.The third row seats are larger than those in many of Captiva’s seven-seat competitors and, while still better suited to children than adults, can carry the grownups in reasonable comfort.Storage space when all seven seats are in place is severely restricted, hardly unusual in this size of vehicle. The seats can the folded down in a variety of ways and, when all are flat, you have up to 1565 litres of luggage space.There are a number of smaller stowage compartments including a large wet/dry area beneath the load compartment floor. Interior storage is excellent, with seatback pockets; a glovebox cooler; front and rear centre console storage; door bins; drink holders; and an overhead sunglasses holderWhen introduced in 2007 the only Captiva powerplant was a 3.2-litre V6 petrol built by Holden. The engine was shipped to the South Korean factory to be installed in Captivas used on many global markets. A 2.0-litre diesel engine was added to the range in March 2007.Initially all Holden Captiva models used the same part-time 4WD system, with drive normally being to the front wheels and the rear wheels being engaged when extra traction was demanded.The 4WD system is well engineered and the Holden Captiva can tackle some quite tough off-road areas as it has good approach and departure angles. It’s not a heavy-duty 4WD but can go surprisingly far in the hands of an experienced operator.A 2WD version, through the front wheels, was introduced in December 2009. Called the Captiva 5 and using the MaXX style body it’s a five-seater powered by a 2.4-litre four-cylinder petrol engine.A five-speed automatic with tiptronic-style manual override was the only transmission option until the arrival of the Captiva 5, which is offered with a six-speed manual as well as an automatic transmission. The automatics were upgraded to six forward ratios with the introduction of an upgraded Captiva in February 2011.All Captiva models come with electronic stability control, ABS brakes with brake assist, traction control, active rollover protection and descent control. There are dual front airbags in all models with side curtain airbags optional in the lower cost models and standard on the others.Holden is very well represented in most areas of Australia and dealers in all regions are likely to carry the more common spare parts for the Captiva. Other components can usually be shipped in within a couple of working days. Prices are lower than average for an imported vehicle in this class.Parts and servicing costs are reasonable and the relatively simple layout of the Captiva means the good amateur mechanic can do a fair bit of their own work. Safety related items should only be worked on by professionals.Insurance costs are pretty reasonable and we haven’t seen a big variation between companies. However, it’s always smart to shop around for the best deal making sure that you’re comparing apples with apples when doing so.Check for rust in the lower area of the body and in a Captiva that may have been used on the beach. Look over the interior for signs of dirt having been ground into carpets. Similarly, check for damage and/or stains on the seats.Look for off-road damage to the bumper corners, the door sills and for light scratches in the paintwork on the doors and the front guards. If the load area has been used to cart heavy gear and/or has been damaged by poor loading and/or fastening there could be severe damage to the carpets. Again, signs of sand may be bad news.Engines that are slow to start or blow smoke when worked hard may be due for major repairs. Automatic transmissions that don’t go into Drive quickly when moved from Neutral or Reverse may need servicing.So few SUVs ever get taken off-road that it’s probably worth passing up one that has been used as an SUV. Silly, isn’t it? 

With sales of SUVs booming in the early part of this century it was only a matter of time before Holden got into the act with its own model. The Korean-sourced Captiva was launched in 2006 in the midst of Holden's shift to Asia for most of its imported models.If Holden diehards were keen for the brand to have an SUV they could get into, there were others who remained skeptical about the idea of Holden-badged Korean cars. Three years later those fears have evaporated, and with a diesel engine now part of the offering the Captiva offers something others can't.MODEL WATCH Holden was caught with its corporate pants down when SUV sales surged at the dawn of the new century. Quite simply it didn't have one to offer. While Ford also recognized the need for an SUV and built the Territory, Holden tried to plug the gap in its model range with the all-wheel drive Adventra wagon that was spun off the Commodore.It didn't work. While the Adventra was a decent car it was initially only available as a V8, which set it back, and although competent it was heavy and clunky on the road.Ford's success with the Territory was a clear message to Holden that the Adventra hadn't worked and that they needed an SUV urgently to have a competitive presence in the market.The SUV market was new territory for Holden, but the Captiva ticked most of the required boxes. It looked stylish, it was of a similar size to the booming BMW X5, and could accommodate up to seven.While it came from Korea the Captiva was powered by Holden's 3.2-litre Alloytec V6 made in Melbourne. The V6 was the only engine available at the launch in 2006, but Holden read the market's move towards diesel engines well and added a 2.0-litre turbo diesel engine in 2007. With Ford sticking to its tried-and-true six cylinder engine and not offering a diesel Holden's move to diesel power was a masterstroke.The Aussie-built V6 delivered peaks of 169 kW at 6600 revs and 297 Nm at 3200 revs in most models, but a different exhaust system reduced the peak power slightly in the top-of-the-range MaXX. The diesel meanwhile gave 110 kW at 4000 revs and 320 Nm at 2000 revs when at its peak and was available in all models but the MaXX.The only transmission choice for the V6 was a five-speed Aisin auto with sports shift, but the diesel could be had with a five-speed manual 'box as well as the auto. In most situations the drive went through the Captiva's front wheels, but when needed drive was also sent to the rear wheels. The all-wheel drive system was electronically controlled and used two clutches.The Captiva also boasted a comprehensive array of electronic driving aids, including electronic stability control, traction control, electronic brakeforce distribution, brake assist, hill descent control, ABS antilock braking, and rollover protection. Holden engineers had a hand in tuning the suspension ensuring the Captiva's ride and handling was in tune with the local roads, with the result it rode comfortably and handled well.Inside the Captiva was roomy, with fold-flat seating making it a flexible carrier of people or loads of luggage. As many as 20 storage options were built into the Captiva's interior, including a useful wet-dry area below the rear floor, a glovebox cooler, large rear centre console bin, and numerous other handy bins. Four models were offered in the range, which included the five-seater SX, the seven-seater CX and LX, and the sporty five-seater MaXX.IN THE SHOP With the earliest cars just three years old and done 75,000 km or so at most it's early days for the Captiva. Apart from some initial complaints about the fuel consumption of the V6 there have been few complaints about the Captiva, and none of them have been of a serious nature.At this point in its life it's important to ensure the maintenance has been kept up so the car you are considering buying hasn't been neglected. Most SUVs are used around town, but check for offroad use, and any damage that might have been sustained in the bush.IN A CRASH The Captiva scrubs up pretty well on the safety front, with dual front airbags standard across the range, and curtain airbags optional on the SX and standard on all other models. All models also have seat belt pretensioners and belt force limiters on the front seats to limit the load on the chest in a crash. There's also a comprehensive array of electronic aids to provide a high level of active safety.AT THE PUMP Holden claimed the Captiva V6 would do 11.5 L/100 km on average, while the diesel would better that with 7.6 L/100 km for the manual and 8.7 L/100 km for the auto. Many owners complained about the high fuel economy of their V6 Captivas, which they were reporting was tending more towards the 12-14 L/100 km than the official Holden figures. The diesel seems to be hitting the mark with owners reporting quite reasonable fuel economy numbers.OWNERS SAY Barry Watson says his two-year-old LX Captiva diesel is better than he was expecting it to be. He was attracted to the Captiva by its safety, diesel engine, and high level of equipment. Two years on he says it is well finished, the body is very tight with no rattles anywhere, the ride and handling is quite acceptable, and it has been very reliable with no problems experienced to date. He also praises its fuel economy and reports he gets 10-11 L/100 km around town and 7.9 L/100 km on interstate trips. His main complaint is that the trip computer does not give an in stant readout of fuel consumption, so it can't be used as an economy gauge. In summary he says he is a very satisfied owner and would not hesitate to buy another one.LOOK FOR . Attractive looks. Seats up to seven. Thirsty V6. Frugal diesel. Competent chassis. Electronic driving aidsTHE BOTTOM LINE Attractive all-wheel drive wagon with Aussie influenced looks and chassis settings, and the option of a diesel engine is worth a look.RATING: 80/100

The idea of a people mover sounds about as appealing as recycled water.But the prospect of captaining a large offroad juggernaut is daunting to say the least.That makes you a candidate for what's known as a sports utility vehicle (SUV), a cross or crossover between a car and an off-roader.SUVs offer the functionality of people movers, with the added versatility off a four-wheel drive the best of both worlds.Like most of us you don't have a fortune to spend, but you still want an auto and you've heard diesels are cheaper to run.That narrows the field to two main contenders Holden's Captiva CX and the Hyundai Santa Fe SLX CRDi (priced from $39,990 and $43,490 respectively).Cheaper petrol powered versions of both are available, but they simply don't perform as well especially when fully loaded.Before beginning we'd like to point out that both vehicles are excellent and offer fantastic value for money. It's only when driven back to back that differences start to emerge.Captiva is newer, sleeker and wears the Holden name. Santa Fe has been around longer, quietly earning accolades even from the four-wheel drive mags.Although one wears an Aussie badge, both vehicles are built in Korea.Captiva is $3500 cheaper and that cannot be ignored, but there's more to the equation.Santa Fe has a larger 2.2-litre turbo diesel compared to Captiva's 2.0-litre unit.Both engines produce about the same power (110kW versus 114kW) but Santa Fe at 343Nm produces 23Nm more torque and does so 200rpm lower down.It makes a big difference in performance, particularly on hills, overtaking and carting the children.Even though it has a larger engine, Santa Fe returns better economy at 8.2 litres/100km and has a larger tank (Captiva is rated at 8.7 litres/100km).Both vehicles are fitted with a five-speed auto that allows drivers to change gears manually. But Captiva is slow to respond below 2000rpm.In terms of safety both vehicles come with the full quota six airbags, anti-lock brakes and electronic stability control.Captiva adds rollover protection while Santa Fe's active front head rests move forward in the event of a crash for better protection.Both vehicles sit on 17-inch alloys, but Santa Fe is fitted with a slightly taller 65 profile tyre. It also has a wider track (distance between wheels), both of which contribute to a smoother ride and quieter interior.Both seat seven but the Hyundai is roomier and its third row of seats is larger and more comfortable, with additional air vents and fan controls provided.Suffice to say it was Santa Fe's third row that got the nod from our young guinea pig.With the third row of seats folded (they fold flat in both), Santa Fe also has more cargo area.Inside, the Holden has a darker, sportier Euro finish, with less glass area while the Hyundai makes use of lighter, more airy greyer shades.Also, the Holden's tailgate glass opens separately for quick access.Entertainment in Captiva is catered for with a six-stack CD player and MP3 auxiliary input, while Santa Fe makes do with a single CD and has no input (but can play MP3 CDs).Both vehicles perform strongly onroad, the narrower Captiva with a little more body roll.Even though they are unlikely Leg 1 to spend much time there, both wagons are surprisingly competent offroad.Front-wheel drive most of the time, power is transferred to the rear wheels when they slip.Captiva has hill descent control to automatically brake the vehicle, while Santa Fe's all-wheel drive can be locked equally between the front and rear which ultimately gives it an edge.Those who venture offroad regularly will welcome Santa Fe's full-size spare (Captiva's space saver is limited to 80km/h).Both vehicles can tow a two-tonne load.That's it in a nutshell, but we recommend buyers take both vehicles for a drive and compare equipment lists before deciding.

Once it gathers momentum the Captiva is smooth and tractableWith pricing this competitive it appears there is little choice; it's diesel or nothing.That's how Holden have shaped its charges on the petrol versus diesel equation for the Captiva wagon.The diesel joined the Captiva crowd only recently after the launch of petrol models in October last year.There is a rather mild $1000 price premium to pay if you want diesel over petrol.The Captiva diesel starts from $34,990 for the SX and rises to $39,990 for the CX with the LX topping the range at $42,990.As driven on this test, the CX reconfirmed initial thoughts the Captiva is a totally competent and viable four-wheel-drive family wagon.What's more is that, not including the extras such as on-roads and delivery charges, the Captiva proposes essentially an all-you-need-package for under $40,000.Okay, there's still plenty on offer on the accessory and options fronts but much of the big ticket boxes are already ticked, stock standard.And that psychological sub-$40k price is a moot point, particularly as you are getting room for seven, plenty of active safety devices, key equipment and the frugality of a modern common-rail diesel.On this drive the 60-litre tank was good for about 650km which cannot really be described as great.But it is considerably better than the petrol Captivas tested earlier this year that averaged close to 12 litres/100km.The CX diesel is quite a capable wagon, possessing excellent mid-range torque for those towing jobs and passing opportunities on the highway.Everything was clearly laid out in a functional cabin that contained good storage space for the multitude of bits and pieces that people carry in cars.Getting away from a standstill means overcoming a pronounced delay before the turbine in the turbocharger spools-up but once it gathers momentum the Captiva is smooth and tractable.The brakes are quite good, although at first you need reassurance as the pedal calibration is quite spongy.So Holden's effort to stem the massive head-start Ford has enjoyed with the outstanding but more expensive Territory has been given more emphasis with the arrival of the oil-burning power plant.Dimensionally the Holden versus the Ford is an interesting comparison.The Ford is the best part of 200mm longer, is wider and has a significantly longer wheelbase than the Captiva.But the Captiva has a decent 200mm of ground clearance compared with the Territory's 179mm and, at 1720mm (1700mm for the MaXX), is slightly taller than the Territory (1714mm).Price is the overwhelming weapon. The Captiva loads a hell of a lot into a $39,990 price package.

The good is that Holden's share arrangement with Daewoo seems to have worked splendidly on the quality and refinement front with the Captiva — a huge relief since the same can't be said for the little Barina and Viva cheapies.The bad is that there is a confusing number of trim levels which stand at four with a diesel to join the stable this year.The ugly is that it is questionable whether the so-called range leader, the Captiva MaXX, is really justified in topping the prices at $42,990 when the LX is arguably more tasteful in luxury decor and appearance for $1000 less.Anyway, to each their own but from a product planning viewpoint, the positioning of the variants is rather perplexing.So as for how the MaXX stacks up in functionality and on-road application, it really is quite a good effort.Where it does differ, apart from clear design cues (see below for more details), is dynamically it is a little sharper in the steering and handling, which is more slanted toward European sportiness.The ride quality is a little jiggly at times but overall dynamics probably just shave what is expected of a modern SUV.The powertrain of the 3.2-litre Alloytec V6 from Holden's global engine plant in Melbourne and the Japanese-built Aisin five-speed automotive is quite a strong collaboration.There is none of this lack of response on kickdown as has been criticised by some testers on other variants. It is quite sharp and obedient in that respect.Overall fuel consumption was a tick over 12litres/100km on this test - a bit of Sunday driving in the hinterland, breaking up predominantly freeway and slower city work through the week.As a package, this five-seat MaXX was on the pace, stacked with equipment and adds all the electronic safety hoo-ha as well as Hill Descent Control.This model, like all the others, has no reverse camera, which can be an issue with some buyers.The leather-clad seats offer good side and lateral support and the dash and console is ergonomic and is pretty much straight out of the Astra and is easy to interpret and operate.Underneath the rear floor area, a full-size spare is housed, which won a few extra brownie points from this tester.Unlike the CX ($38,990) and LX which have three rows of seats standard, giving them seven-seat capacity, the MaXX comes off the showroom floor as a five-seater.A bit of room is wasted in the rear with the intrusion of the rear wheel arches, although this is a sufficient enough package all-round for a one- or two-kid family seeking a little weekend escapism.The MaXX is refreshingly refined and gives little hint as to its Korean origin with quality interior fittings.When it comes to laying money on the table, personally, I'd swing toward the seven-seat LX for purely subjective reasons.

For two years Holden's SUV offering has been meaty but unappealing. The Adventra was a modified Commodore wagon, and while a reasonable choice for a trans-Outback expedition it never captured the imagination of suburbia — where most SUVs are sold.With hindsight, it's not hard to see why. The Adventra's undoubted dirt road touring ability was the steak, but where was the sizzle? Without the tough styling and high driving position of other SUVs it seemed a bit undercooked in most potential buyers' eyes.The Captiva is more suited to the suburban backyard barbecue. It makes no claims to pioneering cross-country ability but it does offer seven seats, a tough look and an elevated driving position. For the vast majority of suburban would-be adventurers, that's enough.The Captiva is made in Korea by GM Daewoo for sale in most world markets as a Chevrolet. Here it's sold as a Holden, but for once it's more than mere badge engineering because Holden has strong links with GM Daewoo — as GM's nominated shareholder in the Korean company it enjoys significant influence over the sort of cars it makes.That's good news for Australian buyers because it means the Captiva has been designed to drive like a Holden. That means something that accelerates sharply, particularly from rest, and goes around corners with some enthusiasm.By SUV standards the Captiva does this.Its 3.2-litre V6 is made by Holden in Melbourne and is a smaller version of the Commodore's 3.6-litre engine. It shuffles the Captiva along quietly and smoothly in everyday driving, but has enough in reserve to make joining a motorway no problem.We weren't able to round up enough passengers to see how the Captiva would go under full load, but with a driver only, performance bordered on lively. Fuel consumption on test worked out to 11.8 litres per 100km, about what you'd get from a full-sized car but not bad for a seven-seater. A diesel version, later this year is likely to do considerably better.The five-speed automatic can be manually shifted and in low gears, at least, will batter the rev limiter — as it should — rather than self-shift at high revs. Left alone it's a competent and unobtrusive transmission.Safety is well addressed with electronic stability control and side curtain airbags, although curiously there are no side airbags.On bitumen roads the Captiva feels more like a car than an off-roader. By SUV standards it corners flatly and turns in eagerly. The steering is light and not particularly tactile, despite the narrow leather-covered wheel rim — but free from rattle and kickback. While competent and safe on bitumen roads, it's actually quite a bit of fun to drive on dirt. The ESC allows a modest amount of sliding and squirming before bringing the vehicle back into line, which allows for a fluid driving style on the right road.We even did a spot of light-duty firetrail off-roading in the Captiva. Wheel travel from the front strut and rear multi-link independent suspension felt limited, meaning little scope for anything other than easy tracks. But the traction control and hill descent systems worked well. It exceeded expectations and will probably go as far into the bush in search of that perfect picnic or fishing spot as most owners will ever want to venture.Ride is on the firm side of comfortable, but free from the pitching that used to affect old-fashioned chassis-based off-roaders. It would seem more comfortable if not for the Captiva's wide, hard and flat seats. While easy to get in and out of, they're not the most inviting for long trips.The interior is spacious for the front two seats but a little cheap-feeling, although there was no evidence of poor build quality on the test car. Some of the dashboard plastics are a little harder and more brittle-looking than the best in class, but there were no cabin rattles. It's also well designed for its intended suburban function, with eight storage spaces within reach of the driver.Head-room is good for front and second-row seats but the third seat is strictly for children or adolescents. (Has anyone ever heard of adults — apart from car journalists — regularly using third-row seats? They are standard in all but the base SX model and, usefully, can be folded individually. A more serious failing is the lack of air-conditioning outlets for the rearmost passengers and the minimal boot space if all the seats are in use.A high waistline gives a feeling of sitting low in the Captiva. Front seat headroom is correspondingly good and the windscreen pillars are not too wide by modern standards, but rear three-quarter vision is compromised by enormous D-pillars. It's a fault in many modern designs engineered to pass the stringent US rear-impact crash test. The large external mirrors compensate somewhat.There are some unusual interior controls. The handbrake has a sabre-grip ring around the handle like an old cavalry sword. It may look inelegant but it means that unlike the VE Commodore handbrake there's no chance of pinching your fingers. There's a tell-tale blank space that must house a video screen in overseas versions, but the stereo has an iPod plug, and plays home-made MP3 CDs.The worst ergonomic offender is the Captiva's cruise control, which on the test car could not be disengaged without turning the system off entirely or touching the brakes. It made for a few awkward and potentially dangerous moments.The Captiva will be a seller for Holden, and deservedly so. In effect it replaces not just the Adventra but the Commodore station wagon, which continues as the old model VZ for the time being.But don't tell that to its buyers — they think they're getting an off-road adventure vehicle.