Holden Captiva Reviews

Holden and Ford have a longstanding rivalry on the race track -- but it's tame compared to the showroom battle.

These days very few SUV buyers are looking 4WD capability in off-road conditions. Rather, they want an on-road station wagon with a high level of equipment and the premium features usually only found in upmarket models. Well aware of this, Holden has introduced a new model to its Captiva 5 range, the LTZ. Price and

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? 

There’s been plenty of expectation surrounding the Holden Captiva 7. From the outside it looks great. However, while out on the road it’s a frustratingly different story.VALUEThe flagship of the Captiva range with a price tag of $42,490 has been our test vehicle for the past week. On the whole we like it, but there are some features that really should be better. For a start, we have sat on park benches that have more comfort than the front seats of the Captiva.Captiva LX 7 is well endowed with technology with Bluetooth phone and music availability. We used the sat/nav to find a particularly complicated address and we must say it's as good as our own Garmin system, and just as easy to use. The sat/nav screen doubles as the rear view camera screen and is bright and clear and works well at nightTECHNOLOGYUnder the bonnet of the Captiva 7 LX is a 3.0-litre DOHC direct-injection ‘SIDI’ V6. It puts out 190 kW of power and 288 Nm of torque, but there are times we have to say it does not feel like it. Fuel consumption is another concern. The engine IS borrowed from Commodore, but for an extra grand you can get the 2.2-litre turbo diesel. Holden claim 11.3 litres/100 km from the V6, but we found consumption closer to 13.3 litres/100 km. The diesel consumption is rated at a much better 8.1 litres/100 km, but we didn’t test it for proof of that figure.DESIGNHolden’s Captiva is not a bad looker at all. The pointy end has some resemblance to Ford Territory, and that's not a bad thing. The SUV stable is pretty much full of look-alikes and in that sense Holden has played it safe with the Captiva. Holden may have done little to soften the overwhelming grey plastic interior but, it is practical in layout and easy to use. We like the illuminated circle around the key hole which makes it easy to find at night.The second and third rows of seats are easy to fold flat and this gives around 1.8 metres of storage length. While this is called the Captiva 7, you would not want to be third row passengers. We suspect even the billy lids may revolt at being sat back there with it's minimal foot well and leg space. But, in a pinch it does take seven passengers, and would be handy for mum's taxi to the junior footy match.SAFETYSeries II Captiva gained side impact airbags to take the tally to six. On the crash avoidance front Captiva has the essential stability control, ABS brakes, electronic brakeforce distribution, brake assist, traction control, active rollover protection and active AWD system. The latest Captiva also gained hill start assist along with hill descent control. Front and rear park assist is standard on five-seat Captiva 5, while the Captiva 7 seven-seater CX gets rear park assist while our test car has rear park assist as well as standard rear-view camera.DRIVINGAdd to these gripes below average handling and an interior that is dominated by hard plastic. We did persevere. After the first day we thought we may have got out of the wrong side of the bed and were too quick to make a judgement. We went for a three-hour drive in the Captiva and as we dragged our body from the park bench it confirmed our initial suspicion.Our test car was hooked up to a six-speed automatic transmission and it's not a marriage made in heaven. In the lower gears the Captiva seemed unsure what gear it should be in and as a result drifts between gears unless you plant the right boot. For a family SUV the Captiva's suspension is quite harsh. Small bumps become big and large bumps become downright uncomfortable. With the seat hardness and shiny leather and lateral movement of the car combined there is little lateral support for passengers.Cornering in the Captiva is smooth at high speeds on long sweeping bends, but a fair amount of body roll is apparent on slower, tighter bends.Holden Captiva 7Price: from $42,490Warranty: 100,00km, 3 yearsWeight: 1852kgEngine: 3.0-litre 6-cylinder, 190kW/288NmTransmission: 6-speed sports automatic, 4X4 on demandThirst: 10.1L/100Km, 241CO2 emissions

If you're in the market for a four-wheel drive wagon the Captiva is a good starting point. It's well priced, well specified and makes a pretty good fist of it. Sure, it's made in Korea but that doesn't seem to worry most people.ENGINEThe 3.0-litre petrol V6 in our test vehicle produces 190kW of power and 288Nm of torque. It's the same engine as the smaller of the sixes in the Commodore range, even though the Captiva is built in Korea.For $1000 more however you can have a turbo diesel engine. Despite the extra cost of buying diesel fuel, it's definitely the way to go. The V6 is hooked up to a 6 speed auto with the facility to change gears manually, but alas no change paddles.ALL WHEEL DRIVEWith 200mm of ground clearance and no low range gearing, it's not going to get you too far off road. But all wheel drive is beneficial in the dirt and slippery conditions like mud and snow. Having said that, for most of the time it remains front drive.It's only when the system detects a loss of traction that it starts to send power to the rear wheels up to 50 per cent. This all takes place within 100 milliseconds. It also has a space saver spare and can tow up to 1700kg.FUEL CONSUMPTIONFuel consumption is officially rated at 10.1 litres/100km for the V6, giving it a theoretical range of 644km. The fact that it remains front wheel drive most of the time helps to reduce consumption because it doesn't have to work as hard. Using E10 we were getting 10.5 litres/100km, with a total of 514km from a single tank.SAFETYScores a maximum five-star safety rating, with six airbags and electronic stability control, active rollover protection and self-levelling rear suspension.WE LIKEWe like the size, comfort and ease of operation. It looks pretty good too. It's not too big and not too small with a third row of seats that pack flat into the floor when not needed. With the third row not in use boot space is generous.Rear parking sensors are standard, Bluetooth is also standard to connect your mobile, but there's no indicator to confirm it’s connected. Scheduled servicing is every 15000km or six months, whichever comes first.WE DON'T LIKENone of the steering wheel mounted controls are backlit for night operation and only the drive's door window controls are lit. It might sound like a minor thing but try turning on and engaging cruise control in the dark. By the way you have to hit the cruise button twice before it is activated and cruiser will engage. The electric parking brake is more of a hindrance than help. Needs a second power outlet in the front console.VERDICTAn all rounder. Does nothing particularly well, but nothing badly at the same time either. Our test vehicle the CX is priced from $38,490 before onroads. Its competitors are all more expensive. Like we said though you'd be better off spending another $1000 on the diesel which will deliver better economy.Holden Captiva 7Price: from $42,490Warranty: 100,00km, 3 yearsWeight: 1852kgEngine: 3.0-litre 6-cylinder, 190kW/288NmTransmission: 6-speed sports automatic, 4X4 on demandThirst: 10.1L/100Km, 241CO2 emissions

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Holden's no frills, entry level off road wagon, with a four cylinder petrol engine, manual transmission, two-wheel drive and seating for five occupants as the name suggests.How much?$27,990 driveaway. That buys you plenty of wagon. At the moment it also comes with a sunroof and 18 inch alloys at no extra cost (seven-seater is another $6000).What are competitors?Plenty of them but Captiva is targeted primarily at the Ford Territory. Other contenders for around the same money include Great Wall's X200 ($1000 less and for diesel), plus the Hyundai iX35 and Kia Sportage clones.What's under the bonnet?2.4-litre four cylinder petrol engine, with 123kW of power and 230Nm of torque. It's hooked up to a six-speed manual or optional six-speed auto, with drive to the front wheels.How does it go?Okay. Surprisingly enthusiastic. The gearing feels well matched to the engine and it remains responsive to the throttle even in fifth and sixth gears. But that's with just one person aboard. Stick in another four bods and it could be a completely different story.Is it economical?Rated at 8.8 litres/100km, we were getting 9.8 after about 300 easy kilometres. Has a 65-litre tank and takes standard unleaded. Still had 450km to go according to the trip computer. Will also take E85 blend ethanol if you can find it.Is it green?Gets 3.5 stars from the Govt's Green Vehicle Guide. Better than the diesel or larger six cylinder petrol models. Prius sets the pace with 5 out of 5.Is it safe?Yep. Full five stars, with six airbags and a full range of safety systems including electronic stability control, roll over protection and anti-lock brakes.Is it comfortable?Feels its price. Plenty of hard plastic. Let's just say it's not uncomfortable. The ergonomics could do with some work though. Try working out how to use cruise control in the dark.What's it like to drive?Nothing special. Gear change awkward at times. Does the job and that is about all. Hill holder is handy for hill starts. Holds the car for a few seconds while you get it into gear and move off (bit hard to do a hill start with an electric brake).Is it value for money?Yes and no. Tows up to 1500kg. Can't believe it doesn't come with Bluetooth (at least we couldn't find any). It's almost a given these days and standard across the Commodore range (nothing like consistency). Capped price serving not to be sneezed at ($245 a visit).Would we buy one?If money was a consideration yes. If it was not then there are plenty of other choices. The diesel Captiva is a much better drive as is the Territory (but Territory is $40K).Holden Captiva 5 Price: from $27,990Warranty: 3 years, 100,000kmWeight: 1640 kgEngine: 2.4-litre, 4-cylinderTransmission: 6-speed, manual, front wheel driveThirst: 8.8l/100Km, 209 CO2 emissions 

There's a lot to be said for the Holden engineering teams' efforts with Korean-sourced product. They've not reached the dizzying heights of silk purses from sow's ears just yet, but the Cruze tweaks were worthy. It's shame they can't do more with the Captiva.Sure, the pricepoint and features list is competitive but the new model seems to have lost its way in the dynamics stakes, with the drivetrain not compensating for it in any way other than fuel use.We're in the LX seven-seater all-wheel drive flagship - a $2000 cheaper proposition now, priced at $42,490 or you can add $1000 and get the turbodiesel.The Thai-built LX has a worthy features list - climate control air conditioning, power windows, three 12 volt power outlets, split second and third row seats, leather trim, power-adjustable driver's seat, automatic headlights (but no rain-sensing wipers), Bluetooth phone (which was temperamental at best) and audio link for the eight speaker sound system, cruise control, electrochromatic centre rearvision mirror, satellite navigation (with compass), tilt-and-reach adjustable leather-wrapped steering wheel, multifunction driver information display, rear parking sensors and rear camera and a trip computer.There's little in the way of ground-breaking gear here - the three-litre direct-injection V6 claims 190kW and 288Nm on the spec sheet but it feels short of that - with 400Nm on offer from the diesel that's ample temptation for another $1000.The V6 doesn't seem to be enamoured with the six-speed auto, which feels a little slow and confused when asked for quick action.It lays claim to a combined fuel use figure of 11.3l/100km, while we got 13.2 during our time in the car, which was not always driven for frugality - on par with its petrol competition.The all-wheel drive set-up is the on-demand system, which - like most of the systems seems eco-centric - takes a very long time to bring the rear wheels into play, despite extreme provocation. The delay is ample evidence to suggest anything other than fire trails and hard-packed beach sand would be a challenge.The descent control system does a reasonable job of bringing the big SUV down a hill at a gracious pace, but serious off-road work would probably bake the brakes. Sadly, that's an issue in any of these SUVs with electronics in lieu of a good low-range.There's a USB port within the more spacious centre console for added connectivity - the extra room comes from the inclusion of an electric park brake.The main change aesthetically comes at the front, with a sharper, sculpted snout and more air intake grilles. The bonnet and headlights have been re-designed and seem to be following a similar path to the new Ford Territory.The Captiva still rates a four-star crash performer but has dual front, side and full-length curtain airbags, anti-lock braking on four-wheel ventilated discs, emergency brake assist, a hill descent control system (which is too fast), electronic brakeforce distribution, rollover, stability and traction control.Immediately the ride was a concern, very sharp over small bumps and not much better over bigger ones. A quick check with the pressure gauge prompted five pounds of pressure out of each tyre and the ride became a little less brittle, but the wagon's ride was still too firm for the rugrats and the Speaker Of The House.Part of the problem is - regardless of the myriad seating configurations - the seats themselves are flat and not overly comfortable. The suspension's taut control does deliver flat cornering and that shows up the seating's deficiency in terms of lateral support, but the compromised ride is too hard for a family truckster.As mentioned, the six-speed auto and the petrol V6 are not the best of bed-fellows, with a dearth of low-down torque to overcome the transmission's indecision.The infotainment side of the cabin seems considerable, with Bluetooth phone and music link - but the system seems more adept at the latter than the former. The satellite navigation screen is clear and easy enough to use and read, but appears easily confused.Despite claiming signal from nine satellites, the map was telling me I was driving on the South Eastern freeway when I was still well and truly on Upper Sturt Road, more than a couple of kilometres away.

Can I be totally frank here and say I wasn't a fan of the first model Holden Captiva - in any variant. Cheap, nasty and underdone. But our test drive of the Captiva 7 seven seat model was a revelation - quite stunning actually as the CX version tested stacks up strongly against anything in the class and, comparing apples with apples, costs less into the bargain. I am guessing here but wouldn't be surprised if the latest model is the fruit of input from Holden engineers on secondment to GM in Korea to "work some magic."VALUEThe mid-spec CX we drove is the one you'd buy because it has ample kit and the right look for a keen $39,490 - two grand under the previous model and sharper than competitors.There are plenty of wow features too including self levelling suspension, auto headlights, fold flat second and third row seats, roof rails, hill and descent assist, rear park assist, climate control and Bluetooth phone and audio streaming.Even the seats have faux leather side bolsters and multiple adjustment for the driver. Captiva7's appearance has been upgraded with a distinctly Hyundai Santa Fe front and funky clear lens tail lights being the focal points.It rolls on stylish 18-in alloys with a 16-in spare under the load floor. The electric park brake is easy to use and frees space for a large storage area between the front seats.TECHNOLOGYThey have succeeded in making a silk purse from a sow's ear in the Captiva 7 diesel. It has a slick six-speed auto with sequential change mode and a willing, economical turbo diesel engine driving all four wheels on demand. The diesel is good for a healthy 135kW/400Nm output and around 8.3-litres/100km fuel economy. That will keep Ford's new Territory diesel honest.SAFETYSafety gear includes six air bags, rollover mitigation and stability control. It has a four star crash rating. DRIVINGAn engaging mainstream diesel SUV?  You bet. It handles and rides like a good European medium size SUV. We wouldn't bother with either the 3.0-litre V6 (out of Commodore) or 2.4-litre four cylinder petrol engines. SUVs and diesel engines go together like a hand in a glove, better again with automatic transmission. But there's more good stuff - refinement for example has taken a serious step forward in chassis dynamics, sound insulation, steering and driving feel.  The interior is roomy and the seats are easy to operate providing a large load space when folded. The interior looks modern and functional with a mix of media for the various fascia and contact surfaces. The audio is impressive for a vehicle in this price range. But for satnav you'll have to buy the next model up - or use a portable system like everybody else. We didn't take the Captiva7 off road but hope it's better than the previous model which proved useless in sand.There's no 4x4 lock up mechanism and you can't switch off the stability control so anything more than dirt road driving could be problematic. On the positive side is the Captiva7's towing capacity of 1700kg with a braked trailer.The vehicle itself weighs nearly two tonnes. In the main, we give the new Holden Captiva7 diesel a big tick. It's an engaging drive, has tidy dynamics, goes well, uses minimal fuel and has a genuine seven seat capacity. Oh, and the price is ultra-competitive.HOLDEN CAPTIVA CXPrice: $39,490Warranty: 3 years, 100,000kmResale: 56%Source: Glass's GuideService Interval: 15,000km or 12-monthsEconomy: 8.3 l/100km, on test 10.5; 220g/km CO2Equipment: six airbags, ABS, EBD, stability, traction and roll-over controlCrash rating: 4 out of 5 starEngine: 135kW/400Nm 2.2-litre DOHC 16-valve common-rail direct-injection turbodiesel four-cylinderTransmission: six-speed auto, all-wheel driveBody: 5-door, 7 seats Dimensions: 4673mm (L); 1849mm (W); 1727mm (H); 2707mm (WB)Weight: 1903kgTyre size: 18in alloy wheels. 235/55 R18 tyres (4)Spare tyre: 16in steel

There's a lot to be said for the Holden engineering teams' efforts with Korean-sourced product. They've not reached the dizzying heights of silk purses from sow's ears just yet, but the Cruze tweaks were worthy. It's shame they can't do more with the Captiva. Sure, the pricepoint and features list is competitive but the new model seems to have lost its way in the dynamics stakes, with the drivetrain not compensating for it in any way other than fuel use. We're in the LX seven-seater all-wheel drive flagship - a $2000 cheaper proposition now, priced at $42,490 or you can add $1000 and get the turbodiesel. The LX has a worthy features list - climate control air conditioning, power windows, three 12 volt power outlets, split second and third row seats, leather trim, power-adjustable driver's seat, automatic headlights (but no rain-sensing wipers), Bluetooth phone (which was temperamental at best) and audio link for the eight speaker sound system, cruise control, electrochromatic centre rearvision mirror, satellite navigation (with compass), tilt-and-reach adjustable leather-wrapped steering wheel, multifunction driver information display, rear parking sensors and rear camera and a trip computer. There's little in the way of ground-breaking gear here - the three-litre direct-injection V6 claims 190kW and 288Nm on the spec sheet but it feels short of that - with 400Nm on offer from the diesel that's ample temptation for another $1000. The V6 doesn't seem to be enamoured with the six-speed auto, which feels a little slow and confused when asked for quick action. It lays claim to a combined fuel use figure of 11.3l/100km, while we got 13.2 during our time in the car, which was not always driven for frugality - on par with its petrol competition. The all-wheel drive set-up is the on-demand system, which - like most of the systems seems eco-centric - takes a very long time to bring the front wheels into play, despite extreme provocation. The delay is sample evidence to suggest anything other than fire trails and hard-packed beach sand would be a challenge. The descent control system does a reasonable job of bringing the big SUV down a hill at a gracious pace, but serious off-road work would probably bake the brakes. Sadly, that's an issue in any of these SUVs with electronics in lieu of a good low-range. There's a USB port within the more spacious centre console for added connectivity - the extra room comes from the inclusion of an electric park brake. The main change aesthetically comes at the front, with a sharper, sculpted snout and more air intake grilles. The bonnet and headlights have been re-designed and seem to be following a similar path to the new Ford Territory. The Captiva still rates a four-star crash performer but has dual front, side and full-length curtain airbags, anti-lock braking on four-wheel ventilated discs, emergency brake assist, a hill descent control system (which is too fast), electronic brakeforce distribution, rollover, stability and traction control. Immediately the ride was a concern, very sharp over small bumps and not much better over bigger ones. A quick check with the pressure gauge prompted five pounds of pressure out of each tyre and the ride became a little less brittle, but the wagon's ride was still too firm for the rugrats and the Speaker Of The House. Part of the problem is - regardless of the myriad seating configurations - the seats themselves are flat and not overly comfortable. The suspension's taut control does deliver flat cornering and that shows up the seating's deficiency in terms of lateral support, but the compromised ride is too hard for a family truckster. As mentioned, the six-speed auto and the petrol V6 are not the best of bed-fellows, with a dearth of low-down torque to overcome the transmission's indecision. The infotainment side of the cabin seems considerable, with Bluetooth phone and music link - but the system seems more adept at the latter than the former. The satellite navigation screen is clear and easy enough to use and read, but appears easily confused. Despite claiming signal from nine satellites, the map was telling me I was driving on the South Eastern freeway when I was still well and truly on Upper Sturt Road, more than a couple of kilometres away. 

Holden is hoping a new look and a brace of new engines will boost the fortunes of its Captiva four-wheel drive.Available in two sizes and two or four-wheel drive, with five and seven seats, the Korean built Captiva competes in both the compact and medium sized SUV market segments. Leading the charge for the Series II update is an impressive 2.2-litre turbo diesel, available with both size vehicles, that is partnered with a six-speed sequential automatic. Manufactured under licence from Italy's VM Motori, it's a cracker, replacing the earlier 2.0-litre diesel and producing 23 per cent more power but using six per cent less fuel.Captiva has enjoyed mixed fortunes since its launch here in 2006. The smaller five seat version is languishing at the bottom of the table in the highly competitive compact segment. But the larger seven seater swaps places regularly with Ford's Territory for third position behind Toyota's Prado and Kluger in the medium segment.Captiva has always been a good thing and one of the better products to come out of the old Daewoo factory in South Korea. Although they look quite similar, the two are in fact very different vehicles, with the five-seater designed in Europe primarily for the European market.The seven seater, with a third row of seats that packs flat into the floor when not in use, is a homegrown Korea design, with different lights and front grille as well as a flashier looking dash. It's about 8cm longer to accommodate the extra seats.Price cuts of $2000 for most models along with power and equipment upgrades for Series II models will certainly attract the market's attention. Priced from $27,990 the five eater is available with a 123kW/230Nm 2.4-litre four cylinder petrol engine or a 135kW/400Nm 2.2-litre turbo diesel. The seven seater, priced from $32,990, gets the same engines with the addition of the 190kW/288Nm 3.0-litre petrol V6 from Commodore.All three engines come with the six-speed auto, which is tuned differently for each application. The entry level 2.4-litre Captiva 5 comes standard with a six-speed manual. The auto adds $2000 to the price and if you want the diesel it will set you back another $4000 (but this includes all-wheel drive).In the Captiva 7 the diesel adds $3000 to the price of the entry level, two-wheel drive SX but only $1000 to the price of better equipped CX and LX models.We've driven all three engine combinations and found all perform well, but the diesel is head and shoulders above the rest, smooth and quiet and a perfect match for the six-speed auto. Official fuel consumption for the diesel range from 8.1 to 8.5 litres/100km depending on model. We were getting around 9.8 litres/100km during the launch.Holden has spent some time sharpening up the steering and reducing the body roll of the vehicle, in response to customer feedback and it shows. The safety story is also a strong one, with six airbags and electronic stability control now standard across the range.Ironically, the manual change in the auto operates in the reverse direction to that in Commodore, which must be confusing for families that have both cars sitting in the driveway. Apparently, drivers rarely change gears manually anyway which makes one wonder why they include the facility in the first place?