Holden Reviews

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

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

Holden wants to make the Commodore the poster boy of the liquefied petroleum gas-powered vehicle set. The new dedicated LPG Commodore has left the compromises of dual-fuel (petrol and gas) behind to produce a large car with small-car running costs.For example, how does filling an LPG Omega fuel tank for $55 at one of the 3300 LPG outlets around Australia sound? Then travelling up to 710 km before the next fill-up, at the same time virtuous because the car is only emitting 189 grams of carbon dioxide every kilometre.In 2009, Holden began a program aimed at producing a Commodore with class-leading carbon dioxide (CO2) emissions; and to achieve a seamless drive that’s comparable to petrol Commodore models.The company has just wheeled out an extended Commodore range, including sedan, Sportwagon, ute and long wheelbase models to the motoring media.The engine, a 3.6-litre, double overhead camshaft V6 with four valves per cylinder, has been specifically developed to run on LPG, earning the entire range an outstanding 4.5 out of 5 score in the Green Vehicle Guide and exceeding Euro 6 exhaust emission standards.Internally, new fuel injectors are positioned to optimise fuel delivery, while the fuel control system has also been optimised to ensure the advantages of LPG are fully realised to give best performance and drivability under Australian conditions.Hardened valves and valve seats make for long-term durability, while the heads and manifold are also designed specifically for the LPG Commodore to ensure ideal air flow and combustion.As LPG contains a higher octane rating (100 to 110) than petrol (91 to 98), new pistons have been used to allow the compression ratio to be\ raised to 12.2:1 to take full advantage of LPG.The world-class engine puts out 180 kW of power and 320 Nm of torque, eclipsing the outgoing dual-fuel LPG variant by five kW and two Nm. At the same time, the new LPG Commodore Omega sedan records 11.8 litres per 100 kilometres consumption on the combined urban/highway cycle, 1.6 L/100 km, or 13 per cent, better than the dual-fuel LPG Omega sedan.The first Holden-approved LPG system was introduced on VP Commodore nearly 20 years ago and culminates in the advanced dedicated offering in VE Commodore.LPG powered vehicles emit fewer greenhouse gases and pollutants – 10 to 15 per cent less CO2 and fewer hydrocarbons – compared to petrol-powered equivalents.The LPG option can be had for $2500, including GST, over the corresponding petrol-powered VE model but private buyers of new factory-fitted LPG vehicles can apply for a $2000 Federal Government rebate. It is estimated the remaining $500 can be recouped in a matter of months. Depending on fuel prices, the Omega sedan will cost about $1300 less per year in fuel to run, based on 20,000 km per year and average ULP and LPG fuel prices for December 2011.The new six-speed automatic transmission is lighter, smarter and more refined, boasting shift patterns that provide outstanding drivability. On a test run in a variety of vehicles in the Melbourne city and suburbs, there was some harshness under load when being hurried uphill, other than that, I defy anybody to tell the LPG from a petrol powered VE.Holden insists that the LPG engine starts without delay at all outside temperatures. We only tested it during a warm Melbourne day. In line with Holden’s safety philosophy, the LPG model goes beyond Australian regulatory requirements and scores the maximum five-star ANCAP safety rating.With a rigid body structure with multiple energy paths in a crash, electronic stability programmed standard on all models, as well as six standard airbags in every model, the Commodore is one of the safest cars on the road.Beyond this were the challenges thrown up by fuel storage. LPG requires a larger tank than petrol in order to achieve a similar range, so to keep mass contained, Holden’s safety engineers developed a lightweight, 84-litre aluminium tank, which to their knowledge is the only mass produced, OEM-equipped, aluminium fuel tank anywhere in the world.Holden safety engineers shifted the tank to behind the rear axle requiring significant re-routing of the exhaust system among other modifications. The tank itself is made from high-strength, multi-celled, aircraft grade extruded aluminium with strategically-placed additional aluminium protection plates.

Mitsubishi Lancer VR CVT and Holden Cruze SRi-V go head-to-head in this comparative review.

Big fuel bills are no longer a reason to give up on Australian large cars. With the introduction of the Holden Commodore LPG, Ford and Holden now both have big locally-made family machines that cost less to run than small petrol cars.Both only cost $500 more than regular petrol versions (as long as you’re a private buyer and qualify for the federal governments $2000 LPG grant) and you should win it back within a year. LPG is also relatively clean when it comes to CO2, which should enable eco-friendly fleets to get on board. Government fleets, which have been increasingly buying imported cars, including diesel Hyundai i30s, now have a patriotic eco-friendly  OptionThe Holden LPG option is available across all three Commodore body styles, the sedan, ute and wagon. It’s also available for the stretched Caprice.For 20 years Holden has dabbled with duel fuel Petrol/LPG options, but has now decided to follow Fords step and offer a proper focused LPG-only version. This allowed Holden engineers to tune the engine to run better on LPG.The LPG tank, which used to sit in the boot, is now located behind the rear axle, only slightly raising the boot floor of the sedan, trimming the cargo area by 10 litres to 486 litres. The wagon and ute cargo areas stay the same.One negative is that the LPG tank means there is no space below for a spare tyre.You can carry a pump-up kit and keep your boot-space or give some of it up and fit a spare in the boot or ute tray.VALUEThe true value of the LPG Commodore is always going to depend on fuel prices  good luck predicting them - but is going to be a great value proposition for some time to come. While the LPG tax regime is changing, with less government assistance, the good gas has traditionally been around half the price of petrol per litre.  Given the LPG Commodore doesn’t use all that much more LPG than the regular car uses petrol, it is going to make for a great set of numbers.Going by the claimed average consumption figures (which aren’t perfect but act as a guide), and average fuel prices in Melbourne earlier this week, the fuel cost to run an LPG Commodore for a year (20,000km) would work out to $1723.That’s $409 cheaper than the fuel bill for a small petrol car (an automatic Mazda3 Neo), neck and neck with a super lean large diesel car like the Skoda Superb and almost $600 cheaper than a regular petrol Commodore.Real world figures may vary, but there’s no doubt LPG makes big cars cheap to run.Like the rest of the Commodore range, the LPG versions are very good value when you consider what you get for the money.TECHNOLOGYThe Commodore LPG doesn’t use the most advanced LPG technology on the market. While Ford opted for the more complicated liquid injection LPG which allows for better performance, Holden decided to go with the vapour injection method.It selected the previous generation 3.6-litre quad-cam V6, made in Melbourne, for the LPG option and fitted a new fuel rail, injectors, harder valves and valve seats, special pistons, modified heads and a unique manifold. It runs a higher compression ration too.Holden will only make the LPG option available with a six-speed automatic transmission. The LPG 3.6 produces 180kW of power, which is 30kW down on the petrol engine of the same size, and 320Nm of torque, which is 30Nm off.For reference, the LPG Falcon is good for 198kW and 409Nm. The Holden LPG does better when compared to the 3.0-litre V6 petrol fleet special Commodore, which makes 190kW and 290Nm.The LPG car’s average fuel consumption for 100km is 11.8L/100km, which doesn’t sound great until you remember how much cheaper LPG is.Its average CO2 figure of 189g/km is the best in its class.DESIGNAustralians have had plenty of time to get used to the current Commodore shape given it has been around since 2006. There have been some changes under the skin, but the exterior design was thankfully bold enough that the car still looks good today.The interior, which looked dated from the day the VE was introduced, was upgraded last year to gear the Commodore range a more modern and upmarket look although it is still plain in the cheaper models.There are no visual clues that a Commodore is LPG powered apart from some badges and the red LPG stickers on the number plate.SAFETYAs is the case with the regular Commodore, the LPG version gets a five star ANCAP crash test safety rating. It also comes with a full suite of six airbags, front, side and curtains, has Electronic Stability Control (ESC), traction control, anti-skid brakes and seatbelt reminders.DRIVINGHolden boss Mike Devereux admits he’s never filled a car with LPG. He's not alone. Many people don’t like having to screw in the nozzle and especially dislike the psshht sound when the left over gas is vented out to the atmosphere when the tank is full.There's no doubt Holden, and Ford, face a battle to get ordinary Australians to consider LPG as a proper option rather than something confined to cheapskates and taxi operators.All they have to do is get them into the driving seat. Fords LPG is more complex delivers better performance, but the Holden LPG option is perfectly good.It goes a bit better than the 3.0-litre petrol Omega, but is not as quick as the 3.6-litre petrol, which is a real slingshot these days.The sound is slightly different as it goes through one exhaust and the last generation cylinder head makes slightly coarser noises, but really, you would be hard-pressed to notice.There is plenty of low down pull and enough power when you want to get stuck in. The overall drive experience is exactly what you expect from a Commodore. That means it handles well, it cruises nicely and is perfectly suited to Australian conditions.Having to run without a spare wheel, or having one take up a section of the boot is not ideal, but I reckon its worth it.VERDICTIt has all the benefits of a large car with the running costs of a small car. Just like Ford, Holden is making an LPG car that is too good to ignore. Even better, theyre both made right here in Australia.Commodore Omega LPGPrice: $42,490 (not including $2000 private customer rebate) Warranty: 3 years/ 100,000kmService Intervals: 15,000km or 9 monthsSafety Equipment: six airbags, ABS, EBD, EBA, TC.Crash rating: 5 starsEngine: 180kW/320Nm 3.6-litre V6 LPGBody: 4-door, 5 seats (ute, wagon and long wheelbase Caprice available)Dimensions: 4903mm (L); 1899mm (W); 1471mm (H); 1471mm (WB) 2915mm Weight: 1730kgTransmission: Six-speed automatic; rearwheel-driveEconomy: 11.8l/100km; 189g/km CO2

The next-gen Colorado will talk the torque for Holden in the four-wheel drive pick-up market.It still has a mountain to climb if it's going to knock the Toyota HiLux and Nissan Navara off the peak but the new model will give the Red Lion the tools to tackle a much bigger slice of the market.With 470Nm on tap from the 2.8-litre turbodiesel it has bragging rights only bettered by the Navara and a look that should find a place with tradies and families alike. Now all we need is the pricing .How much the Colorado costs is the key part of the equation — and it's one Holden won't answer until closer to the mid-year launch. Expect the 2.5-litre turbodiesel to undercut the existing 3.0-litre engine's starting price of $31,490 for the 4x2 single cab with tray and $34,490 for the same model with four-wheel drive.Holden is pitching the new Colorado as a lifestyle range and has fitted Bluetooth, a pair of 12-volt sockets and USB/iPod connectivity for the sound system.New, fuel-efficient turbodiesels will finally give Holden a point of difference from the Isuzu D-Max. The vehicles will still share the platform, much as Ford and Mazda do with the Ranger and BT-50, but the Colorado will be the only one with the 2.5-litre and 2.8-litre engines, fitted to two and four-wheel drive version of single, space and crew cabs.The smaller donk is matched to a five-speed manual and is good for 110kW/350Nm. That gives it an on-paper edge over the base Triton, Nissan Navara D22 and Ford Ranger. Step up to the 2.8-litre mill and there's a 132kW/440Nm with the manual gearbox or 470Nm with the six-speed automatic.This is not a macho, in-your-face design in the vein of the Ford Ranger and should have a broader appeal because of it. That fits, given Holden is pitching the Colorado as a lifestyle vehicle rather than a straight-up workhorse. The Holden design team worked on the styling and the slanted honeycomb grille gives the front end a bit of presence.It's a different story at the back — short of the badge and tail lamps, fleet managers are the only people who will pick one pick-up from another. The view inside is more SUV than work ute and the switchgear is easy to operate. The biggest criticism is the pair of 12-volt power sockets are both in the front — that won't please the device-carrying passengers in the back of the crew cab models.Holden says the Colorado will have "class-leading" safety.  Topping the ANCAP rating in this segment are the five-star Ford Ranger/Mazda BT-50 duo.The existing model is a three-star vehicle, so it will be a major step up in safety and again follows Holden's push to market the Colorado as a family friendly vehicle. Standard equipment includes ESP, front and curtain airbags and brakeforce distribution for the ABS anchors.It looks and sounds like a truck but drives like a big SUV. Holden is still finalising the suspension set-up but the evaluation test loop Carsguide undertook with the 2.8-litre models shows they're finessing a fairly competent package. Just as much work has gone in to the accessories, which range from a snorkel to a windowed canopy that secures the Colorado's role as a camping campaigner.Add in the fact the Colorado can tow up to 3.5 tonnes and it suddenly appeals to everyone from equestrians to boaties. Four-wheel drive models use a dial to select 2WD, 4WD and low-range 4WD and it wo rks well. The six-speed automatic is the pick with clean shifts, though there was a plume of diesel exhaust smoke on downshifts when some of the vehicles were travelling uphill.It only affected two of the seven Colorados . and they were test mules, so I'm giving Holden the benefit of the doubt until production units come on line. Corrugated gravel roads around Lake Eildon were dispatched without an interior rattle, squeak from the suspension or whiff of dust.The build quality looks good, espec ially for a pre-production vehicle and while there's plenty of grey plastic, especially in the rear of the crew cab, that's a common trait of vehicles in this class and makes cleaning that much easier after a weekend adventure.

When you drive Number One, the original 48-215 Holden, it's hard to appreciate the impact it must have had in Australia in the 1950s.It's very basic, very slow, and about as roomy as a Kia Rio. I've driven it twice now and it's emotionally brilliant but functionally - by 2012 standards - about as impressive as Fred Flintstone's pedal car.It feels downright scary when the speedometer needle swings around towards 60 miles-and-hour. No crumple zones, no airbags and even the tyres are historic narrow crossplies.But the first Holden really put Austalians on the road and that means it has to top any list of the most significant cars in our motoring history.The rest of the best are a strange mix that reflect changing times and needs, from the muscle cars of the 1960s to the breakthrough front-wheel drive Mitsubishi Magna, the first compact Commodore and now the Territory - a Falcon wagon re-wrapped as an SUV - and the latest locally-made compact, the Cruze.I have not driven a Leyland P76, although it's on my personal Bucket List, but I know it's a car that was well conceived, and should have topped all its rivals on performance and comfort, but was very very very badly built.A pair of retrospectacles always makes it easier to assess a car, and see how it fits into Australia's motoring history, but the really big breakthroughs are obvious from the start. I can still remember clearly my first sight of a Charger, watching Allan Moffat winning Bathurst in a Falcon GTHO, and then driving the VB Commodore as a young motoring journalist.There have been thousands of test drives over 30 years since then and my personal Aussie favourites include everything from the XD Falcon 351 to the locally-tweaked Nissan R32 GT-R, as well as some obvious Falcons and Commodores. But the best car is always the next one, because there are always new technologies and improvements to comfort, quality, fuel economy and safety.Right now I cannot wait to see what Ford has done with the first four-cylinder Falcon, and if the downsized engine and EcoBoost efficiency improvement are enough to save the homegrown Ford.

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

A car that could resurrect large family sedan sales and help safeguard Australian automotive jobs is being built in a tin shed in Melbourne.

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