Holden Captiva Reviews

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.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.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.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.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.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.

Holden has performed magic on its Captiva SUV with new engines, transmissions, features, a new look and extra kit all thrown into the mix. It makes a powerful argument especially considering the value pricing.We got hold of the "European" look, Captiva 5 front wheel drive petrol 2.4 — bottom of the range and came away quite impressed, especially given the $29,990 pricing for the six-speed auto. The six-speed manual is two grand less.Hard to beat unless you look to the Chinese. We know where we'd put our money — on a Captiva every time. The vehicle we drove had plenty of kit including a multi mode trip computer, decent audio, remote central locking, climate control, power ancillaries, an electric parking brake and park assist to name a few goodies.Not bristling with "tech" but gets variable valve timing in the engine for efficiency gains. Six-speed auto has sequential manual change and the wheel has multiple controls for the audio. Auto headlights are handy as is the large centre console box that could be the biggest in the business.Variation on the original which was quite handsome. There's a new face this time and detail changes to body hardware — same on the inside. It has plenty of room for five and a large load space. The rear seats fold flat and the overall dash layout is easy to use even though the amber lighting on some of the instruments, particularly the trip computer, makes it hard to read.Not rated by ANCAP yet but we'd suspect it would gain a five star pass. Plenty of primary and secondary safety features including six air bags, stability control, active rollover protection, hill start assist, brake assist. Everything you'd expect in a new car today.Surprisingly good if a little thirsty clocking up 10.3 litres/100km. The 2.4-litre twin cam engine has acceptable performance with 123kW/230Nm on tap. Holden claims 9.1-litres/100km which could be do-able.It's a Euro 4 engine so emissions are low and the whole shooting match is easy on the ear and smooth running. It is capably assisted by the slick six speed auto. Ride is firmer than expected — quite sporty actually as is the handling — good for an SUV. You can punt it around corners without worrying it may tip over. The steering is pretty good to as are the brakes.

Subaru Forester X and Holden Captiva go head-to-head in this comparative review.

There's a lot to be said for the Holden engineering teams' efforts with models sourced from Korea, especially the Cruze sedan. It's a shame they can't do more with the Captiva SUV. The pricepoint and features list is competitive, but the new model seems to have lost its way dynamically.We're in the LX seven-seater all-wheel drive flagship. At $42,490, it's $2000 cheaper than the pevious model. Another $1000 gets you into the turbodiesel. The LX has a long standard 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, mu ltifunction driver information display, rear parking sensors and rear camera and a trip computer.There's little ground-breaking gear here. The 3.0-litre direct-injection V6 is good for 190kW/288Nm, but feels short of that. The diesel has 400Nm on tap. The V6 doesn't seem to be enamoured of the six-speed auto, which feels a little slow and confused when asked for quick action. The combined fuel use claim is 11.3l/100km. We got 13.2 during our time in the car, which was not always driven for frugality, which is on par with its petrol competition.The all-wheel drive system is on-demand. This, like most of such systems, takes a very long time to bring the front wheels into play, despite extreme provocation. The delay suggests 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.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 rates a four-star crash performer, though it 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 it 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 is 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 gets 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.

The Ford Falcon wagon is dead. The Toyota Camry wagon is gone. Some like the Holden Sportswagon still survive, and there are loyal buyers in both the small-car and luxury classes, but the rising tide of SUVs has washed most station wagons out of showrooms.The distinction between the traditional sedan-based station wagons and Australia’s new favourite family freighter has become much more blurred in the past decade or so.However, there are still some important points of difference. And it's worth looking at some of the leading contenders on the rival teams to see what's happening and what works best for you.A sedan-based wagon is usually lighter than a similarly-sized SUV. This means better fuel economy and lower costs for servicing and tyres. It also sits closer to the bitumen, with a lower centre of gravity, so it’s more agile and stable, especially when cornering or in an emergency manoeuvre.However, you don’t enjoy the high-and-mighty driving position, with an unimpeded view of the road, that SUV drivers - and women in particular - cite as one of the breed’s major attractions.Who hasn’t sat in traffic, cursing the SUV blocking your vision? Booming SUV sales indicate more and more people are taking the view that, if I can’t beat ‘em, I may as well join ‘em.It’s a myth that SUVs are more space-efficient than wagons, however most mid-sized models - including the popular Holden Captiva and Ford's Territory - can come with a couple of extra seats in the back, a feature you no longer find in conventional wagons.Kids also love an SUV’s elevated seating position because they can enjoy the scenery, whereas many wagons have low seats and high side window sills, which, for nippers, can be like sitting in a hole.  So they get unhappy. And we know what happens then...Whether you choose a sedan-based wagon or an SUV - an Americanism for Sports Utility Vehicle, incidentally - the good news is that affordable family transport, with five star safety, can now also be an enjoyable drive.Among the wagons, the Commodore VE Series ll Sportwagon, priced from $41,990 for the 190kW, 3.0-litre V6 Omega, is a standout. It looks sensational - which, it must be said, is still a rare thing in wagon world.Recent improvements to drivetrains, including E85 ethanol fuel compatibility, direct fuel inection and a six-speed automatic - plus a flash new dash with hands-free Bluetooth and audi streaming as standard - have re-written the Commodore's technical resume to 21st century standards.Around town, the 3.0-litre V6 averages 12.6L/100km in official tests.  A big serve of additional grunt in the 3.6-litre V6 SV6 Sportwagon, plus tighter suspension, sports seats and other extras, justifies its $45,790 ask, and with a city average of 13.3L/100km, you’re not savagely penalised at the pump.Despite the Commodore's appeal, Ford’s Mondeo and the little-known Skoda Superb are the kings of outright space. Behind the driver’s seat, both are as big as the MCG.  Given their size, the fuel economy from their 2.0-litre turbodiesel engines is amazing.  The 120kW, six-speed automated-manual Mondeo, from $36,840, pulls like a train and averages just 7.7L/100km in town.The Skoda is VW engineering with a Czech badge, making  luxury wagon for half the expected price. The 125kW six-speed automated-manual Superb Ambition is $43,990, with a city average of 8.3L/100km and the 118kW 1.8-litre petrol turbo Ambition, at $40,990, offers respectable performance too, averaging 9.7L/100km.In the SUV showroom, Ford’s Territory, from $39,890, is still one of the best size/price/performance packages available - especially with the inevitable big discount ahead of the facelifted model - but the all-wheel drive’s 17.6L/100km thirst in town is a major disincentive.Later this month, a 140kW 2.7-litre V6 turbodiesel engine, which averages 11.6L/100km, goes under the bonnet as part of a major upgrade. It will be worth a test drive.Kia’s Sorento, a classy, competent seven-seater with a brilliant 2.2-litre, 145kW turbodiesel, starts at $39,999, with a five-year/unlimited kilometre warranty. Around town, it averages 9.5L/100 kilometres. The five-seater Subaru Outback now has enough interior acreage to keep a family happy.  This blue-chip, made-in-Japan SUV starts at $38,490 for the 123kW 2.5-litre petrol (11.5-litres per 100 kilometres), or $40,490 for a 110kW 2.0-litre turbodiesel, in manual only, with a 7.7- litres per 100 kilometre average.Load Lugger ChecklistRear camera: All cars should have one as standard, especially wagons and SUVs. The Sorento’s is a brilliant design, integrated into the rearview mirror.Curtain airbags: Essential protection against a side impact. In a seven seater, they should extend to all three rows of seats. In the Territory, they don’t.Child restraint anchors: Should be on the back of the rear seat, not in the load floor, or the roof (as in the Outback), where the tether straps get in the wayCargo bay: Check that the extended floor is flat when you fold the back seat, and that you don’t have to push the driver’s seat too far forward.Row-three seats: In SUVs most are pretty small, suitable for little kids only, or short trips. Check access, which should be easiest from the kerb side.Protection: You need some way to secure gear, because in a prang even small objects behind the back seat become lethal missiles. Options include a solid load cover, a net, a roll out mesh barrier, that clips into the roof, or an aftermarket barrier.Want to go off road ... really off road?Try these:Jeep Grand Cherokee from $45,000. The new Laredo 3.6-litre V6 petrol is great value, but the diesel, due in June, will be a better drive. Hard-core off-roading made easy, and the all-new Grand Cherokee is much improved on the bitumen too.Mitsubishi Challenger from $45,000. Lots of Pajero bits in this, with lower starting prices and a competent, if rather coarse, 2.5 turbodiesel. Seven seats from $49,390, a huge cargo bay, and a locking rear differential.Toyota Landcruiser Prado from $55,990. It’s a Toyota 4WD, so it’s pricey, but you get bulletproof reliability, unbeatable resale values and smooth, but leisurely, performance from the 3.0-litre turbodiesel.

A $2000 price cut is the new incentive for its seven-seater Captiva, which is updated today as part of a range overhaul with a range of improvements including full curtain airbags.The Captiva lineup still starts with the five-seater model from $27,990, but there is a new emphasis on the family fighter as Holden finally gets serious about its SUVs.  It admits it has only one car and is being forced to straddle classes with the Captiva, but plans to do the job with two body sizes, three engines and three equipment levels.The Captiva 7 now starts at $32,490, complete with ABS brakes, ESP stability control and six airbags.  "This is clearly the best SUV we've ever had," says Mike Devereaux, president of GM Holden.The company has done a lot of work on the Captiva, from massaging the styling through to a complete engine overhaul. The vehicle now comes with the locally-made 3.0-litre V6 - although it's first shipped to Korea - a new 2.2-litre petrol four made in New York state, and a 2.2- litre turbodiesel made in Korea under license from VM Motori in Italy.The engines bring fuel economy savings between three and six percent, while also giving more power and torque in each case.  There are both front and all-wheel drive models, with a manual six- speed gearbox only available in the five-seater and a new six-speed self-shifter across both bodies.Holden sharpened its price pencil by $2000 on the seven-seat Captiva 7 which now kicks off at $32,490 for the 2.4-litre four-cylinder petrol model.The pricing for the five-seat Captiva 5 remains at $27,990 for the 2.4-litre.  The Captiva 7 range starts off with the SX front-drive model at $32,990 for the 2.4 and $35,990 for the 2.2-litre diesel.  Next up is the CX all-wheel drive seven-seater at $38,490 for the 3.0-litre V6 petrol and $39,490 for the 2.2-litre diesel.Rounding off the seven-seater range is the all-wheel drive LX at $42,490 for the V6 and $43,490 for the diesel. All Captiva 7s have an automatic transmission as standard.The Captiva 5 front-drive fitted with the 2.4-litre petrol is $27,990, while an automatic option costs another $2000. An all-wheel drive Captiva 5 with the 2.2-litre diesel is $33,990All models comes standard with a full suite of safety gear including electronic stability control, anti-skid brakes and six airbags including side curtain airbags.Standard gear across all Captiva models includes 17 inch alloy wheels, airconditioning, cruise control, and a leather-wrapped steering wheel, with the level of equipment rising as you move up the model tree.The biggest technology story with the new Captiva can be found under the bonnet.  There are three substantially revised engines that offer more power and use less fuel.The entry level engine is a 2.4-four-cylinder petrol running direct injection and variable valve timing that is made in New York State. This produces a 123kW and 230Nm and uses an average of 9.1 litres per 100km.Next up is a 3.0-litre V6 with direct injection and variable valve timing that is produced in Melbourne and serves in some Commodore models. It replaces the old 3.2-litre unit and has a healthy 190kW but just 288Nm of torque. Fuel economy comes in at 11.3 L/100km.The Captiva runs a substantially improved VM Motori licensed 2.2-litre four-cylinder diesel that is made in South Korea. This is a common rail direct injection unit fitted with a variable geometry turbocharger for improved driveability. It uses a respectable 8.1L/100km of fuel.Only the base petrol engine, in the Captiva 5, is available with a six-speed manual transmission.  All other engines are bolted to new GM developed six-speed automatic.Most of the work for Captiva II has gone on under the bonnet or inside the cabin.  There are some new bumpers and headlights, but the new design is not radically different. Holden steered clear of introduced the brash Chevrolet front end used overseas, opting for a more subtle design.The Captiva 7 and Captiva 5 have different bodies and the 7 has rectangular headlights and flatter nose than the 5 which features more rounded lights.There have been some changes to the interior, with new surfaces and the deletion of the regular handbrake which is replaced by an electronic handbrake switch.Holden lead a drive to improve the quality of the South Korean made Captiva, which arrived in 2006.This model is better, significantly better. Some of the plastics feel a bit cheap and things like the sliding cup-holder panel feel flimsy. Some of the electronic displays look old and a few of the instruments are basic while the bad fake ‘carbon fibre’ trim in one model is not about to fool anyone. That said, it is better than before, and it should be noted that this is a quite a cheap SUV.Holden did a lot of work to improve the handling and it shows. No one is going to set a lap record around Phillip Island in a Captiva, but it certainly goes around corners with less fuss than before.  There is far less body roll in the corners which means the kids are far less likely to get car sick.The base engine is a smooth unit and works well for much of the drive. It is underwhelming when you call on it to get up a hill or accelerate hard, but will do an adequate job for a base model.There is always the V6 petrol engine although it is not a firecracker either. This engine does ok in the Commodore but always feels a bit under-done and it is the same in the Captiva.  It’s unfortunate that the 3.6-litre SIDI V6 from the Commodore wasn’t dropped in as that would have been a hoot.The pick of the engines is the 2.2-litre diesel which has more low down pulling power than any of the petrol units. It seems best equipped to pull the Captiva, which isn’t a light car, and a full pack of kids and their gear while also promising good fuel consumption.We only tested the automatic transmission and this is a good six-speed box that works well with the engines, unless put into Eco mode in which case it shifts early and often and becomes quite frustrating.You can still feel some vibration come through the floor with all three engines, which detracts from the experience.The practicality of the Captiva shouldn’t be overlooked and there is plenty of space to be used. The third row of seats are only for the little ones, but they are not bad for the class, while the ability to fold all seats, including the front passenger seat means you can carry some very long items too.

More and more manufacturers are realising they can attract extra sales by creating two-wheel-drive versions of their 'soft roaders'.2WD buyers are looking for the practicality of the wagon - a commanding driving position, perhaps a little higher ride height for a short drive down a dry dirt track, the 'look' of an SUV, strong suspension, and in some cases seven seats - without getting a people-mover.If they don’t need to go offroad, in the snow, through muddy tracks, they don’t need the four-wheel-drive ability. But they can get everything else they want with 2WD versions of the SUV.What’s the benefit of 2WD?By opting for the 2WD version, the vehicle costs thousands of dollars less because that second set of drive-shafts, differentials, wheel joints and bits are not in the vehicle. And that means the 2WD versions weigh considerably less. Less weight means less fuel, a cost saving to the owner and lower exhaust emissions for the planet. And less weight means better performance in acceleration and handling.The month of May this year was the best-ever May for new-vehicle sales in Australia. Part of the reason was a staggering 29 per cent growth in SUV sales over May of last year. Clearly Aussies still love their SUVs and many of those extra sales were because of 2WD versions.Toyota offering its large Kluger in 2WD and 4WD, in all trim levels. The choice (between 2WD and 4WD) will give buyers an alternative purchase decision based on their real needs. Toyota also offers the RAV4, which gets revised gear ratios for with 2WD.Ford launched its Territory SUV in 2004 in 4WD and 2WD right from the start. But some brands don’t offer the full choice of models of the 4WD. For example, the Kia Sorento 2WD cannot have Kia's excellent turbo-diesel engine of the 4WD, but it's recognised that 2WD buyers are looking for lower buying and running costs and so only a base model engine is provided.KIA SORENTO - $36,490 Drives well with good ride; six-speed automatic, fuel economy Engine sometimes works hard to move 1814kg weightA much better onroad wagon than previous (4WD-only) model. The 2WD Kia Sorento is available only with a 2.4-litre four-cylinder petrol engine to keep down cost.Engine: 2.4-litre, four-cylinder, petrolPower: 128kW @ 6000rpmTorque: 226Nm @ 3750rpmTransmission: Six-speed automatic; front-wheel-drive.HOLDEN CAPTIVA - $27,990 Low price, plenty of Holden dealers for back-up Modest power, tows only 1500kg, no auto optionThe Holden Captiva 2WD gives wagon motoring to Holden followers not wanting a V6 or V8 Commodore Sportwagon. Captiva has been selling well lately.Engine: 2.4-litre, four-cylinder, petrolPower: 103kW @ 5200rpmTorque: 220Nm @ 2400rpmTransmission: Five-speed manual; front-wheel-drive.TOYOTA KLUGER - $40,990 Engine power, full model range, including seven-seater Large, blunt design, fuel useThe larger option from Toyota can be had in all the trim levels of the Kluger 4WDs, which means seven-seaters as well. The well-known 3.5 V6 engine is a good 'un.Engine: 3.5-litre, V6, petrolPower: 201kW @ 6200rpmTorque: 337Nm @ 4700rpmTransmission: Five-speed automatic; front-wheel-drive.FORD TERRITORY - $39,890 Torque at low revs, parts costs, seven-seat option Size to park, fuel use, dating body shape, auto only a four-speedThe only Australian-designed and built SUV, Territory uses Ford Falcon running gear and is a popular vehicle, especially now that Falcon wagon is ceasing production.Engine: Four-litre, six-cylinder, petrolPower: 190kW @ 5250rpmTorque: 383Nm @ 2500rpmTransmission: Four-speed automatic; rear-wheel-drive.BMW X1 sDrive18i - $43,500 BMW owner pride, diesel option, equipment, fuel economy, 1430kg weight Expensive parts and servicingBMW's new compact SUV in two-wheel-drive form is known as the sDrive. It is one of the low-cost ways of getting behind the famous BMW badge and suits Yuppies.Engine: Two-litre, four-cylinder, petrolPower: 110kW @ 6400rpmTorque: 200Nm @ 3600rpmTransmission: Six-speed manual (optional six-speed automatic); rear-wheel-drive.TOYOTA RAV4 - $28,990 Fuel economy, Toyota reputation, modest kerb weight (1525kg), price Tows only 1500kgRAV is the most recent 4WD SUV available in 2WD and uses the Toyota Camry 2.4 engine. RAV started the compact SUV segment and has kept updated nicely since.Engine: 2.4-litre, four-cylinder, petrolPower: 125kW @ 6000rpmTorque: 224Nm @ 4000rpmTransmission: Five-speed manual (optional four-speed automatic); front-wheel-drive.

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 problem for the Red Lion is in stealing sales from the `Tezza’ without cannibalising their own Commodore family sedan.DrivetrainThe Captiva SX runs on a 2.0 litre, 4 cylinder diesel engine with common rail injection. It produces 110kW at 4000 rpm and 320Nm at 2000 rpm.To get power to the wheels, the engine can be mated to either a five speed automatic transmission with Active Select or a five speed manual.From its 65-litre tank, the Captive SX diesel swigs around 11.5 litres of fuel every 100km.ExteriorAt over four and half metres long, two and a bit metres wide and with a 200mm ground clearance, the smart and sporty Captiva muscles in easily on rivals from a design perspective.With smooth curves, a rounded rear, flared wheel arches and big 17 inch alloys, the latest Captiva has a contemporary, aerodynamic look with muscle.InteriorComplimenting the exterior, the inside of the SX is equally as neat with reasonable quality surfaces given its price bracket.Standard features include keyless entry, power windows and mirrors, a leather wrap steering wheel, cruise control and a MP3-compatible audio system.Cargo volume with all seats upright is 465 litres, with all rear seats down is 930 litres and with the front passenger and all rear seats down, is 1565 litres.SafteyAs well as a comprehensive airbag package, the Holden Captiva SX comes with anti-skid brakes with brakeforce distribution and brake assists, rollover protection and traction, stability and descent controls.PricingThe Captiva range starts at $34,490 for the SX and tops out at $44,490 for the Maxx AWD.Halligan saysI would like to think the Captiva is a reflection on how seriously Holden take this market segment. They know they have to put an alternate forward to the Ford Territory but really they hope, like I do, that the whole urban SUV thing is just a fad. They certainly don't want sales of SUV's eating into the Commodore market.Driving the SX is as you would expect a front-wheel drive 2.0-litre common rail turbodiesel SUV to be - it's competent – but not great. Power and handling are both fine and it is capable of getting along a freeway at a rapid pace while feeling nice and solid. Rear compartment space and the underfloor trays are good. So the yearly family holiday gets a big tick.The interior is okay, but the centre console is poorly designed and the odd storage compartment in the centre console — where a screen should be — reinforces the fact that you are driving the cheap model.For around town there is the third row seat option, which is very neatly done. Being the two-wheel drive version it is obviously targeted at the around town driver — mum doing the taxi runs during the week, dad doing the sport duties on the weekend. And for this it is also okay, if you can ignore the grabby brakes and the strange transmission change timing.At 7.2 L/100k it is very economical for a medium-size SUV, but while it is good environmentally, is it currently the best choice for your hip pocket?The week I drove it, my local servo had unleaded at 100.9 while diesel was at 139.9. The 2.0-litre turbo-diesel with 100Kw returns 7.2L /100km. The AWD 3.2L V6 with a 169Kw output does 11.5L. So the diesel uses 63 per cent of the fuel that the 3.2L petrol engine uses. The unleaded costs 72% of the diesel. So, presently the cost saving advantages of a diesel are not certain, as driving style needs to be factored in.When the comparison is being done with both vehicles being 4WD models the petrol version is less costly on the wallet - and you don't have to put up with that intolerable sound of a Holden diesel.Rating - 6.9/10 

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.