Holden Equinox VS Toyota Kluger
- 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
- Comfortable and easy to drive
- Hybrid is seriously fuel efficient
- $250 capped price servicing
- Not as modern looking as some rivals
- Interior feels a bit budget price
- Lacks cool in-car tech of some rivals
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|
The Toyota Kluger is an Aussie family favourite. It’s the Streets Viennetta ice cream of SUVs, the Hungry Hungry Hippos of transport, the Dunlop KT 26 equivalent of cars, and the new-generation model is here… and there’s a hybrid version now.
Not only did I attend the Australian launch of the new Kluger, I took one away with me and my family and I have been living with it – just like you will.
A test drive at a dealership might not tell you everything you need to know about the Kluger, but fear not, I’ve done the testing with my family for you. Here’s all you need to know, from what’s new and the practicality upsides and downsides, to what the hybrid is like to drive.
|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.
This new generation Toyota Kluger hasn’t gone as far as we’d expect in terms of modern styling, refinement and in-car tech. But there’s been a big improvement in how comfortable and easy it is to drive. And the arrival of the hybrid version is fantastic to see. This seven-seater SUV is as practical as ever and will continue to be an Aussie family favourite.
For us the sweet spot in the range is the GXL hybrid. The price is good, the powertrain adds to the smoothness of driving, and the fuel savings are outstanding.
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 Kluger is about as beautiful as its name, which isn’t very. Still, while it doesn’t have the elegant lines of a Mazda CX-9 or the futuristic face of the Kia Sorento it does look tough and serious.
This Kluger is totally new, but it’s instantly recognisable as a Kluger. But if you were expecting it to look cutting edge, I’m sorry, it doesn’t. If anything, the new Kluger looks like a larger version of the RAV4 with its moustache-like grille and blade headlights.
The Kluger isn’t as angular as its mid-sized sibling, and you can see the curves in the rear haunches which wrap around to the tailgate.
The GX and GXL have 18-inch alloy wheels, but only the Grande has 20-inch rims and they come with a chrome-effect paint which might be a bit OTT for some.
The new cabin is more functional than fashionable with a dashboard dominated by what appears to be one of those big pizza paddles which holds the media screen and climate control dials.
The entry-grade GX has black cloth-trimmed seats, leather wrapped steering wheel and shift lever; the GXL has synthetic leather seats and the Grande has actual leather upholstery.
There are soft touch surfaces with stitching, but all grades still have hard plastics galore and styling which lacks the premium look of some rivals.
The new Kluger is slightly bigger than its predecessor at 4966mm end-to-end (+76mm), 1930mm across (+0.5mm), and 1755mm tall (+25mm).
Please don’t take the Kluger too far off-road, that’s best left to Toyota's 'proper' four-wheel drives like the Fortuner, Prado and LandCruiser. But, for the record, the approach angle is between 17.9 and 18.2 degrees, while the departure angle ranges from 22.7-23.1 degrees, depending on whether your Kluger is front-wheel drive or all-wheel drive.
There are five new paint colours: 'Graphite Metallic', 'Atomic Rush Red Mica', 'Liquorice Brown Mica', 'Saturn Blue Metallic', and 'Galena Blue Metallic'. Carrying over from the previous model are, 'Crystal Pearl', 'Silver Storm Metallic' and 'Eclipse Black.'
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 Kluger is spacious for people, has great cabin storage, and a decent-sized boot. What’s missing is wireless charging for phones on all grades and there are no sunblinds for the rear windows on the GX and GXL.
I’m 191cm (6'3") tall with a 2.0m wingspan, so I never feel like I have too much room in most cars. But that’s not the case with the Kluger, where there’s so much space up front that my elbows don’t even reach the door armrests. The touchscreen also feels almost out of reach, even for me.
All Klugers come standard with seven seats – that’s two up front, a bench of three in the second row, and two in the third.
Legroom is excellent and I can arrange the seats behind my driving position so I can sit in the second and third rows without my knees touching any of the seatbacks.
Headroom in the second row is excellent and outstanding in the third (as far as third rows tend to go). Better than the CX-9's back seats.
Door pockets are on the small side, but there’s a giant centre console bin, shelves built into the dash for wallets and phones, plus two cupholders up front, two in the second row, and four in the third row.
As for the boot space, with the third row seats in place there’s 241 litres (VDA) of cargo capacity and with them folded flat into the floor the luggage room opens up to 552 litres.
These figures may seem small compared to capacities of other SUVs, but Toyota says these measurements are calculated up to the beltline of the Kluger which is the top of the rear seats, while other carmakers sometimes measure to the roof.
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…
There are three grades in the Kluger range: the GX, the GXL and the Grande. You can have them all with either a V6 petrol engine or petrol hybrid combination. You have a choice of all-wheel drive and front-wheel drive with the V6 engine, whereas the hybrid is exclusively all-wheel drive.
How much then? Well, for the front-wheel drives the GX lists for $47,650, the GXL is $56,850, and the Grande is $68,900. For the all-wheel drive versions just add $4000 to each of those prices.
The hybrids cost more. So, the GX is $54,150, the GXL is $63,350, and the Grande hybrid is $75,400.
Coming standard on the GX is, LED headlights, 18-inch alloys, fabric seats, an 8.0-inch media display with Apple CarPlay and Android Auto, a proximity key with push button start, leather steering wheel, a six-speaker stereo, and air con for the front and second row – or if you have the hybrid you’ll get three-zone climate control.
The GXL also scores roof rails, a power tailgate, sat nav, three-zone climate, plus heated driver and front passenger seats.
Leather seats don’t appear until you step up to the Grande, which also has ventilated front seats, an 11-speaker JBL stereo, head-up display, moonroof, gesture tailgate and 20-inch wheels, which are way too shiny.
Is the Kluger good value? Mainly yes, with a little bit of no here. The Kluger costs less than its Mazda CX-9 rival, but doesn’t get as many great features.
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 big news is there’s a hybrid Kluger now and it makes so much sense when you consider these seven seaters will spend most of their time in traffic and carparks where they can move silently along in electric vehicle mode.
The hybrid Kluger isn’t a plug-in type of hybrid, instead its batteries recharge when you apply the brakes when you’re driving. The battery then powers the electric motors. There are two motors on the front axle and one on the rear, which work together with a 2.5-litre, four-cylinder petrol engine.
The power output of the petrol engine is 142kW and the electric motors make 184kW. The engine torque is 242Nm. The front electric motors are able to produce 134Nm and 270Nm, while the rear can make 121Nm.
The hybrid Kluger is all-wheel drive.
As with the previous Kluger there’s also a V6 version which is more affordable than the hybrid variant, and comes with all-wheel drive or front-wheel drive.
The 3.5-litre V6 petrol engine makes 218kW/350Nm and shifting gears is an eight-speed automatic transmission.
The braked towing capacity for all Klugers is 2000kg (750kg unbraked).
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.
Toyota says that after a combination of open and urban roads the petrol V6 should use 8.7L/100km for the two-wheel drive and 8.8-8.9L/100km for the all-wheel drive. That’s not bad, although I didn’t have the opportunity to test this claim at the pump myself.
As for the hybrid, Toyota says you should get 5.6L/100km. I lived with the hybrid variant doing the school drop offs and shopping trips, with motorways thrown in, and after starting with a full tank and covering 179.2km, it took 14.18 litres to fill it back up.
That’s 7.9L/100km, which is excellent given I’d covered a lot of hilly urban terrain and at times the boot was fully loaded up.
The capacity of the V6 petrol’s fuel tank is 68 litres while the hybrid’s is 65 litres. The hybrid needs to run on 95 RON premium petrol while the V6 is happy with 91.
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 Kluger is one of the best driving large SUVs in this price range, up there with the CX-9, but less sporty feeling and more comfortable. So much better than the previous Kluger, this new-gen SUV has an outstanding, composed and comfortable, ride.
My pick is the hybrid variant. The electric motors make the driving experience even smoother and more enjoyable, allowing the Kluger to move around silently at lower speeds while providing little electric shoves when you dab the accelerator.
The V6 provides a more ‘old-school’ driving experience, which suited the twisty country roads I piloted it along. Two-wheel drive didn’t feel hugely different from all-wheel drive, but on a wet road those front wheels will struggle to maintain traction under harder acceleration. Steering is super light, accurate and direct.
All-wheel drive isn’t vital, but I’d get it for extra traction and stability if you can afford it. If you’re concerned about the fuel usage of the all-wheel drive compared to the two-wheel drive then you might surprised by the mileages in the section below.
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.
At the time I wrote this review the new Kluger hadn’t received it’s ANCAP score, but we’ll update this once the rating has been announced.
All Klugers come standard with AEB, including pedestrian and cyclist detection. There’s also blind spot warning, lane keeping assistance, rear cross traffic alert, and adaptive cruise control, as well as front and rear parking sensors.
For child seats there are three top tether anchor points and two ISOFIX locations in the second row.
It’s disappointing to see, however, that the Kluger’s curtain airbags don’t cover the third-row occupants.
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.