Holden Equinox VS Holden Trax
- Drives very well
- Great drivetrains
- Lots of choice for buyers
- Interior not very special
- Base model lacks safety kit of rivals
- May be thirsty in the real world
- Good spec in each model
- Reasonable packaging
- 1.4 turbo is better than the 1.8
- LTZ is pricey
- Missing AEB
- Driving position
It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.
The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.
It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.
As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V.
So, how does it stack up? Read on to find out.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
Holden's plucky little Trax was a bit of a trailblazer (ahem). Not only was it Holden's first compact SUV, it beat most of the manufacturers to the segment by almost 12 months.
Those manufacturers includes Mazda, Nissan, Toyota and Hyundai. Volkswagen is still months away. The Trax range had a small refresh for the 2018 model year, following a pretty big facelift in 2017. It isn't exactly an earth-shattering update but it gave the Trax a more Holden look while sorting out some of the issues of the launch car.
|Engine Type||1.4L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.
It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market.
It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.
Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.
It's a close-run thing, but the best of the Trax range is the LS auto. There is little in the way of genuine improvement as you climb the range, with just the LTZ's rear cross traffic alert and blind spot monitoring as genuinely useful. The rest is mostly cosmetic.
As a contender in the segment, the Trax struggles when it comes to pricing - a Mazda CX-3 of comparable price is better-equipped and better to drive, with just a tighter rear seat to contend with. Other cars in the segment are newer and (generally) better-packaged for similar or little more money.
The Trax is an individual and Australians seem to like them - we're still buying them at a reasonable rate. In a segment that is grabbing yet more sales and is filling with yet more manufacturers, the Trax is the little engine that could.
Is it the Holden badge, individual looks or price that aTrax (I'm so sorry) you? Tell us what you think in the comments below.
I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable.
I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.
That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE…
The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).
The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.
The MY17 styling update is carried forward unchanged into the MY18 model year. The Trax is a global car, built in a few locations, but ours come from South Korea. That means we get the Chevy version of the styling (there is also an Opel, which is known as the Mokka).
The newer face is much more contemporary than the old one, with finer detailing and a less chunky look. The deeper front bumper means a fairly bluff front end but with the less blocky headlights, doesn't look as heavy. The overall profile hasn't changed, but the rear has also been cleaned up. A black pack would certainly make the car look even tougher, but it's not on the options list. Some customers have found a nudge bar accessory, but that's not on the official Holden list.
Inside also receieved some attention, with the old bitsy but individual layout turfed out in favour of a more traditional look. The instrument pack used to live in a motorbike-style pad it shared with the Barina. It was kind of cool but looked really cheap, so the pod made way for standard dials-under-a-hood. It's bit more mature but certainly not as cool. Perhaps as consolation, a number of the materials have improved, the awful glove box door is now more substantial-feeling (and it will still fit the owners manual).
The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.
With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.
The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.
The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.
There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.
High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs.
The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).
The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.
That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.
The Trax's small dimensions don't promise much but there's a decent amount of room inside. Front seat passengers are well accommodated and luxuriate with no less than four cupholders, while the rear passengers score two in the rear armrest.
Those rear passengers will feel the pinch if they're approaching 180cm, with marginal knee room but plenty of headroom. The upright seating position does help taller folks and you can get your feet under the front seats.
Boot space is a reasonable if not startling 356 litres. Flip up the seat bases, fold the backs forward and you'll see a useful increase in boot dimenions, the volume almost doubling to 785 litres.
LT and LTZ owners also score an underseat storage tray.
Price and features
The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player.
The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).
The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.
Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.
It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.
The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.
Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.
Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.
The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.
The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too.
It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.
The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.
The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.
So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…
How much is a Holden Trax? Where is the Holden Trax built? What features and accessories are available? This review will provide you with a price list, all quoted as RRP, or MSRP as the manufacturers prefer to say.
Its main rival, the Mazda CX-3, has a bewildering number of models whereas the number of Holden Trax models is comparatively skinny, with just three on offer - the LS, LT and LTZ.
Standard on every Trax is Holden's 'MyLink' media system with Apple CarPlay an Android Auto. As a result, you won't see a GPS sat nav in the specs. MyLink powers a six speaker stereo with USB or Bluetooth for smartphone integration and a 7.0-inch touchscreen. A CD player is a thing of the past, so it's missing from Trax.
The LS manual starts the bidding at $23,990. It rolls on 16-inch alloy wheels, has air-conditioning, reversing camera, remote central locking, rear parking sensors, cruise control, automatic headlights, powered heated mirrors, electric windows, cloth trim and a tyre repair kit. Twist your dealer's arm and you might get floor mats thrown in.
The $26,490 LS auto not only picks up a six-speed automatic but also the 1.4-litre turbo engine with the same power but improved torque. You also get four-wheel disc brakes as opposed to the manual's rear drum brakes.
The middle child is the $28,890 LT. Added to the LS specification are 17-inch alloy wheels, keyless entry and start, leather steering wheel, colour instrument screen, fake leather seats, DAB+ digital radio, driver's middle armrest and a sunroof.
The price range is capped with the top of the range LTZ, starting at $30,490. Sharing the turbo engine and automatic transmission with the LT and LS auto, the LTZ's additions include 18-inch alloy wheels, auto wipers, blind spot monitoring and reverse cross traffic alert.
The Trax is available in eight colours. 'Mineral Black', 'Boracay Blue', 'Son of a Gun Grey', 'Burning Hot' (a vivid orange), 'Absolute Red', 'Nitrate' (silver) and 'Abalone White' which all come at a cost of $550. Only 'Summit White' is a freebie.
Engine & trans
The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only.
The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).
The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.
A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.
Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI: 2500kg).
The Trax's engine size depends on the specification you choose. The entry-level LS is the lone contender to persist with the 1.8-litre naturally-aspirated engine that launched the Trax four years ago. Developing 103kW/175Nm at 3800rpm. The 1.8 is paired with a six-speed manual transmission.
The LS auto, LT and LTZ all run the 1.4-litre turbo four cylinder paired with a six-speed automatic. The turbo engine develops an identical-to-the-1.8 103kW but brings another 25Nm to the party for a total of 200Nm developed at a more city-friendly 1850rpm.
The Trax's weight isn't particularly low, hovering around 1400kg tare, a bit of a heavyweight in the segment.
Towing capacity is rated at 500kg unbraked and 1200kg braked and a towbar is optional.
Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.
The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km
The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.
According to the official figures, the 1.8 manual will consume 91RON at the rate of 7.1L/100km while emitting 165g/km of CO2.
Step up to the 1.4-litre turbo also means switching to premium unleaded, which it will drink at the rate of 6.7L/100km and emit 155g/km.
Real world fuel economy is somewhat different. We've measure fuel consumption in the 1.4-litre turbo well over 10.0L/100km. The fuel tank size is 53 litres. With that kind of fuel capacity, you'll cover just 500km in normal driving in either the 1.8 or 1.4.
It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.
The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).
The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.
The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip.
That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.
The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.
The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…
The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…
The view out of the Trax is impressive for such a small car. It feels high even though it isn't - pop the bonnet and you'll notice it's a long reach down to the engine, even the battery is kept low. The driving position is high and commanding but boy, is it awkward. The pedals are very close to the seat and despite a tilt and reach adjustable steering column, the taller you are, the harder it is to get away from a weird man-spreading arrangemnt for your legs.
The limited ground clearance of 158mm - a leftover from its Barina underpinnings - means the Trax isn't much of an off-roader despite its hill descent control inclusion and very camper-like addition of a 230V power supply in the rear seat. The front bumper is a scraper as it extends much lower than you would expect in an SUV, mostly to protect its low-riding underbits.
The sole 1.8 in the range is best avoided. The engine is a buzzing, vocal unit that needs to be worked hard to keep up with traffic. While the power and torque figures are fairly standard for the market segment, the power band is not easy to reach.
Step up to the LS auto and the change to the 1.4-litre turbo is stark. While there are the same number of kilowatts and torque is up by about 15 percent, it's a far smoother, quieter unit. It will never be a quiet car, it just doesn't have the engineering for that (the Barina platform is cheap and old). The turbo does reduce the din but also exposes the Trax's taste for road and suspension noise.
Overall, the Trax is comfortable and a bit of fun to drive if you don't mind the body roll or you're on a bumpy country road where it all gets a bit lumpy messy. As a city car it's quite a good proposition but long trips will be tiring.
At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.
Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.
That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.
You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.
The Trax has six airbags, ABS, stability and traction controls, reversing camera, three top-tether anchorages and brake assist.
The little Holden scored a five star ANCAP safety rating in August 2013.
If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.
The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.
As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.
In the latter half of 2017, the Trax came with a seven-year/175,000km warranty, a big jump from the usual three-year/100,000km. The standard offer returns on January 1, 2018 unless Holden changes its mind.
Roadside assist is offered for an initial twelve months and then extended at every service performed at a Holden dealer.
Servicing intervals for the Trax are nine months/15,000km. Lifetime capped price servicing applies, starting at $249 for the first two, jumping to $429 for the third service and then bouncing around between $249 and $399 until the seventh service.