Holden Captiva Reviews

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.

The first, and most disappointing, example for Australia was the Barina. Cheap and not that cheerful, the Korean-sourced Barina was not so much a step as a leap down in just about every facet from the quite wonderful previous generation which came out of Europe, and felt every bit of it.Yet the retrograde quality did little to stem the Barina's popularity — as Holden had happily predicted, it was all about the price.With the Captiva, Holden's latest 4WD venture, it is still about the money.At a starting price of $35,990 for the five-seat SX model through to $38,990 and $41,990 for the seven-seat CX and LX models, and on to the range-topping five-seater Euro-luxury styled MaXX at $42,990, the Captiva raises a strong value argument. But it also stands on its design, styling, dynamics and build quality.Holden engineers and stylists had significant input into the Captiva from quite early in the project and it shows in the finished product. Built in South Korea, the Captiva is powered by the Australian-built 3.2-litre Alloytec V6, with 169kW of power and 297Nm of torque.Drive is through a five-speed automatic to an electronically controlled active AWD system delivering 100 per cent of torque to the front wheels as a default setting, but capable of up to a 50:50 split. The Captiva is no lightweight and, with some 1800kg to shift, the 3.2-litre engine can find it hard work under some conditions. Getting the best out of the engine requires keeping it spinning at around 3000-4500rpm and while the five-speed auto is quite capable of doing that without fuss on highways and flat open country, the manual mode is a must in hilly or twisty areas.One of the key pluses for the Captiva is its suspension. While the ride could not be described as plush, it is certainly balanced and with an impressive compliance.For what is a high-riding, high-bodied SUV, the Captiva has some endearing qualities. The steering is not razor sharp but neither does it drift into vagueness.Safety is well catered for — as it should be in what will essentially be a family car — with standard electronic stability control, a descent control system to automatically brake during steep downhill driving and an active rollover system to guard against one of the banes of 4WD safety.Unfortunately GM didn't stretch to reverse sensors or cameras. Sensors are available as an option at $429.Comfortable seating with reasonable adjustment, coupled to a reach- and rake-adjustable steering wheel, also makes for relaxed driving. Interior styling, not a renowned highlight for Korean product, is a standout feature on the Captiva.The surface materials are soft-touch plastics or cloth (leather in the LX and MaXX) with subtle tonings and stylish lines. There are plenty of useable open pockets spread around the interior and the seating in the seven-seat models is particularly flexible. Six of the seven seats will fold flat to allow for a wide mix of passengers and cargo.The standard third row of seats in the CX and LX models is roomy enough for small adults and features sensible packaging, which allows the seats to fold flat into the floor without removing the headrests.A flip of the easily accessible release and the 60:40 split second row of seats drops the back forward then rolls the entire seat to the front. This leaves a practical opening for access to the third-row seats.On the down side, the Captiva has a larger turning circle than the bigger Territory and the spare tyre is of the limited-range, limited-speed type, which seems so out of step with an SUV's stated purpose of getting away from the beaten track.

There are five and seven-seat models, plenty of standard equipment, an on-demand AWD system and prices from $35,990.That is enough for the Captiva to start a strong showroom run, even though it is pitched against the Hyundai Santa Fe, Kia Sorento, Jeep Cherokee, Mitsubishi Pajero, Toyota Prado and many others in the mid-sized, AWD class.What gives the Captiva an edge is its pricing and the lion on its nose.GM Holden has had AWDs in the past, but they have been a dowdy and disappointing bunch.Captiva will be almost as important to Holden next year as the VE Commodore, competing with the Ford Territory, the locally developed wagon that was a hit from day one and has given Ford a runaway lead over anything Holden could pitch against it.The Captiva is a more realistic rival, though we rate it significantly behind the Territory in most key areas.It is not as refined, composed or gutsy and must rely on its price advantage — the cheapest Territory is $39,490 — to make its mark.Still, it will do well and GM Holden now enjoys a twin-edged showroom effort with it sitting alongside the Commodore.The two vehicles share their locally made V6 heart, though the Captiva's 3.2-litre motor is shipped to Korea for installation.The Captiva is Korean, like the Barina and Viva, which also are shipped here from the GM Daewoo factory, now a global supply centre for value-focused newcomers.The difference for Captiva is that it was designed by Australians and has been tuned for local conditions.It is arguably the first of the Australianised Korean contenders in the GM range, though there is still plenty of work to be done.The Captiva is a typical mid-sized, AWD, with a V6 engine, five-speed automatic gearbox and a large family cabin.It is sold as a soft-roader but will mostly serve as a suburban runabout for families who know they can get more for their money in a Captiva than a Commodore wagon.There are two body styles in the Captiva range — the regular wagon and the Euro-focused Maxx — with three grades in the regular model up to the seven-seat luxury LX at $41,990 complete with alloy wheels and cruise control. The MAXX is $42,990 and sits as the flagship.The V6 is tuned for 169kW and 297Nm, there is on-demand all-wheel grip but otherwise the Captiva runs with front-wheel-drive.Standard safety equipment runs to four airbags, electronic stability control, rollover protection and a hill-descent system.The Captiva has not been put through the NCAP crash program yet, but GM Holden believes it will make four stars.THE first time we drove the Captiva we were surprised and impressed. And rocked by the value.But that was using the route chosen by GM Holden for the Australian press preview.Now, after putting three cars through real-world work for a proper review, we are not as impressed.The Captiva is the right size and price for a lot of Australian families, but we have seen the flaws.The seats are awful, the ride is too firm, the automatic can take too much convincing on kick-down, and some of the cabin quality is disappointing.Still, it is a lot of car for the money and there will be plenty of people who like the idea of an affordable Holden wagon that can tackle bush tracks, a bit of beach and towing work.Close your eyes for a blind test and the Captiva betrays its South Korean roots. It is what you feel, what you smell and the amount of noise.It just does not have the refinement we expect from a top-drawer Holden such as the Commodore or European Astra and Vectra.Will customers notice? Probably not. Will customers care? Probably not.And the Captiva does drive well enough, with solid performance, reasonable fuel economy and the space and versatility that suits so many Australian families.The five-speed auto is smooth and there is a manual shift mode, but you can catch the auto out without enough revs or response for big hills or overtaking.We spent most of our time with the LX seven-seater.The cabin is commendably flexible and easy to set for five or seven people.Luggage space is fine for the class. Access to the spare, which is big but rated to only 80km/h, is reasonable.We like the standard equipment. Holden has worked to put some classy touches into the dash and console.But the leather looks and feels cheap and the front buckets are as flat as a park bench, rivalled only by the uncomfortable seats in the new Subaru Tribeca.The Captiva is easy to park, the lights are fine and it looks as if it will take long-term hard work without turning cheap and nasty.It is hard to find anything at $41,990 that does as much or gives you as much.Lining it up against its imported rivals, the Captiva has an edge over the Hyundai Santa Fe and Kia Sorento with its Holden badge, even if the other Koreans are just as good in most areas. The Toyota Prado is now showing its age and can be heavy on fuel.Most people want to know if they should go for the new Holden ahead of the Territory from Ford.So is the Captiva good? Definitely.Is it as good as the Territory? Definitely not.But it is still more than good enough to earn our recommendation and plenty of sales with Australian families who are looking for a high-riding people mover at the right price.

Holden's flirtation with things Korean has taken another step with the arrival of the Captiva, but this time it could be the real thing."We've been waiting a long time to get the right SUV for the Australian market and Captiva fits the bill perfectly," Holden chairman and managing director Denny Mooney said at the launch this week."It looks fantastic and offers the kind of flexibility customers demand from these types of vehicles."More importantly, the compact Captiva is much more Holden than the sadly inadequate Barina, which opened the batting for the General's Korean business plans.This time around, Holden's engineers and designers got to the project table in time for the first course, when the Captiva was little more than a borrowed platform and a vision for a global car.Nobody at Holden need blush over this vehicle nor fall back on the "value" argument to justify its origins.Priced from $35,990 for the five-seat SX model through to $38,990 and $41,990 for the seven-seat CX and LX models, the Captiva will top out with the five-seater Euro-luxury styled MaXX at $42,990.From the outset, key Holden personnel were invited to the Captiva party and in the end they virtually took over the catering.The styling of the car fell to Mike Simcoe (of Monaro and VE fame and now a design director for General Motors in North America) and young Turk Max Wolff (SSX concept and the Chevrolet WTCC Ultra Concept).Working out of the GM DAT design centre in South Korea, the Aussie designers gave the Captiva its compelling lines and set the standard for its quality interior packaging.The engineering story was similarly important, if not more so. Holden chassis development engineer John Taylor and his team got hold of a donor platform from a Saturn Vue early in the program and set to work."When we first saw what we had to work from it was, to be honest, disheartening," says team engineer Mark Andre. "It was down to JT's determination to get things exactly right that the final product is what it is."Taylor was more circumspect. "We had to get the balance and dampers just right ... the rebound just right," he says. "I really wanted that to be spot on before there was any ESP or anything involved."The final tuning of the Captiva suspension — developed and validated over 450 prototype, pilot and test vehicles and five million kilometres — so impressed GM that the Holden calibrations will be used on the cars in Europe and Korea.Built at General Motors' Bupyeong plant in South Korea, the Captiva is powered by the Australian-built 3.2-litre Alloytec V6 with 169kW of power and 297Nm of torque.Drive is through a five-speed automatic to an electronically-controlled active AWD system delivering 100 per cent of torque to the front wheels as a default setting but capable of up to a 50:50 split.Holden has announced a commonrail turbo diesel will join the model mix sometime next year.European models are available with a 2.0-litre 110kW diesel but Holden would not confirm if that was the engine for Australia.The VE safety strategy has been continued in Captiva, making electronic stability control standard along with a descent control system to automatically brake during steep downhill driving and an active roll-over system to guard against one of the banes of 4WD safety.A notable and unfortunate omission from the standard safety fare is any form of reverse sensor; an almost moral obligation on any vehicle, but particularly on one whose main duties are likely to be as a mum's taxi.While one Holden source insists that the company is developing a reversing camera for the Captiva, in the interim it has made the sensors available as a $429 option.On the road the Captiva is something of a revelation — something of a Ford Territory-tester. Dynamically, the Captiva behaves with the aplomb of a large sedan.Ride is subtle without being soggy and the car has the ability to soak up some seriously broken surfaces without rattling the occupants' teeth.Body roll is kept to a minimum which is a benefit to both the control of the car and the comfort of passengers.The steering is not particularly sharp or communicative but it has a decent weighting on centre and is positive under load.Comfortable seating with reasonable adjustment, coupled to a reach and rake adjustable steering wheel, also makes for relaxed driving.If there is a disappointment in the Captiva it is the 3.2-litre Alloytec engine.With around 1800kg to shift, the engine needs to be kept in the 3000-4500rpm range to utilise peak torque of 297Nm.The five-speed automatic deals well with those needs on open roads and moderate hills. On more twisty sections and when the uphill grind becomes serious, however, a great deal more driver input is necessary through the manual shift mode to keep the drive flowing.One of the highlights of the Captiva is in its interior styling and packaging; an area that has not been a strong point for some Korean products.The surface materials are soft-touch plastics or cloth (leather in the LX and MaXX) with subtle tonings and stylish lines.There are numerous sensible storage bins and open pockets spread around the interior and the seating in the seven-seat models is particularly flexible.Six of the seven seats will fold flat to allow for a considerable long-load capability or a wide mix of passengers and cargo.The standard third row of seats in the CX and LX models is surprisingly roomy with good leg space and sensible packaging which allows them to fold flat into the floor without removing the headrests.Particularly clever, and practical, is the one-touch seatback release for access to the third row.Flip the easily reachable release and the 60:40 split second row of seats not only drops the back forward but without effort then rolls the entire seat to the front.This leaves an unusually practical opening for access to the third-row seats.Holden's marketing team will not put a number on Captiva sales but expect a model split strongly in favour of the seven-seater."With nothing to benchmark it on we really do not have any true indication of numbers," says Holden marketing boss John Elsworth. "That aside, it is nice to finally have an SUV that we can offer."