Skoda Kodiaq vs Holden Captiva

What's the difference?

All in all the changes to the 2022 Skoda Kodiaq range hardly change the game, and indeed, some further changes wouldn’t have gone astray - the inclusion of that safety gear range-wide at no cost being the chief one.

And while the RS is a well-rounded and impressive SUV, I found myself drawn more towards the mid-spec Sportline as the pick of the range. Though again, I’d have to insist upon the option box for the safety kit to be ticked.

As an alternative to its Japanese and Korean rivals, it offers a lot to think about - especially considering the brand’s commitment to care for its owners.

The Captiva is very, very long in the tooth and is heading towards retirement some time in the next twelve months. Before then, it's a lot of car for the money, particularly the seven seat LS. It's not fast, flash or futuristic but it will do the job and with all of the early problems sorted, will probably do it for quite some time.

The Captiva's low scores are mostly to do with the car just being old and feeling it, with dodgier plastics, slightly undercooked ride and handling and a lack of engine and safety tech. It doesn't mean it's a terrible car, because it isn't and Holden papers up the cracks with a low starting price and good after-sales.

The Kodiaq RS is definitely the looker of the range, with its more aggressive appearance and eye-catching wheels which I'm not a huge fan of. But they hide a secret - if you don't like that aero-look, you can remove the plastic covers for a more conventional sporty wheel design - you'll just need to get some new centre caps and wheel nut covers.

On the whole, though, if you ask me, the facelifted Kodiaq isn't quite as good looking as the last version, though. The headlights have been redesigned, as have the daytime running lights and the grille, and while they all look pretty tidy on the RS model, and the Sportline looks nice, too.

But I reckon the chrome finish on the base grade looks a bit senior. It's a bit like when I look at myself in the mirror these days - not quite as good looking as in days gone by.

Nothing's really changed in terms of the side profile apart from the wheels fitted. The base model you see in these images and in the video rides on 19-inch "Cursor" alloy wheels, but the standard rims are a multispoke rim that won't be to all tastes.

Something you might not be able to un-see are the door handles, which look like they're in the wrong spot on the doors. Right? But they are all proximity unlocking doors, which is great, and the clever door edge protector that flips out and stops you from chipping the paint or denting nearby cars have been carried over to the facelift model.

At the rear it's good to see that all models in this range now have LED lighting as well.

Inside you might not pick much in the way of differences in the lower grade versions, but there is a new steering wheel with different buttons and dials. In the RS models, the changes are a bit more noticeable, with perforated leather seat trim with cooling now featuring, while the old model had part-leather, part-Alcantara trim.

Formerly known as the Captiva 7, the seven seat body has remained mostly the same for its 11 years on sale. The only real changes have been around the front end, with Holden several times fiddling with the grille, lights and bumpers. There's nothing flash about the Captiva, but you know exactly what it is coming at you, with the double grille and big Holden badge.

In profile there's a lot of the original BMW X5 if you squint, right down to the copyright lawyer-dodging shape of the rear quarter window. It also has that X5's big gaps between wheelarch and tyres and a good view of the wheelarch itself. If that's your thing.

Little has changed at the back apart from bumpers and the LED effect lights added in the last update in 2014. It's unlikely you're buying the Captiva as auto haute couture, though.

Inside is basic, and you can place the Captiva's genesis in the mid-2000s, there's a certain generic GM feel to it. The switchgear feels old and clacky, the plastics are hard but do fit well enough. An Audi interior it isn't. The update in 2014 to make the 7.0-inch screen fit in the dashboard is fairly obvious and it's a shame the whole dash couldn't have been replaced. The huge steering wheel surrounds a tightly packed instrument cluster with small dials and a very old-looking LCD panel for trip computer duties.

There are plenty of neat Skoda touches in the cabin, from the dual glovebox setup to the lined, oversized door pockets, to the so-called "Mega Box" storage bin between the front seats.

But I have an issue with the cup holders in the front and second row. They're too small. And too shallow. I put a takeaway coffee cup in, and because the cup holder is also awkwardly positioned, I managed to spill my coffee. Twice. My keep cup didn't fit either, and nor did my water bottle. Mobile beverage aficionados, take note.

I also struggle to come to terms with the media system, which - with a 9.2-inch screen - looks great, but lacks buttons or knobs or dials to make interacting with it easy when you're driving. There are steering wheel controls, of course, but even newer versions of Skoda models (like the long-term Octavia I had) included a home-strip that made these jobs a bit easier.

Also, is it good enough that you're getting a 9.2-inch screen whether you choose the base model or the $22k-dearer RS? Some would expect a larger media screen, and rivals have 10.3-inch units.

At least this new one supports wireless Apple CarPlay and Android Auto, and there's a standard wireless charging mat, too. If you're like me and prefer to plug in to the media system using a USB cable, it'll have to be a USB-C one, as that's all that's on offer.

Also worth noting is that there are only two USB ports in the entire car, which makes the likes of the Kia Sorento (with up to EIGHT!) look very generous.

As for front-seat comfort, it's good. I didn't get a chance to sample the base model's real seats, as the 132TSI Style I drove had all the options boxes ticked, but the leather (if you choose it) is nice, and the RS's quilted leather makes a good impression, too.

In the second row there was enough space for me (182cm/6'0") to sit behind my own driving position, but only just. And that was with the sliding second-row all the way back. Any further forward, and it wasn't comfortable.

If you are likely to take smaller occupants with you, you'll be happy to learn there are three top-tether and two outboard ISOFIX mounts in the second row. I didn't get a chance to fit a child seat, but see Malcolm Flynn's long-term review of the pre-facelift base model, where he managed to fit three kids across the second row.

Another issue I have with the second-row sliding seat is that the 60:40 split layout sees the larger portion on the kerb/passenger side of the car. It doesn't make sense to me, because you'd surely want anyone who's clambering into the back row to be doing so from the kerb side, and to be doing it over the skinnier section which is easier to fold and slide.

I like the integrated sunblinds (even if they're not overly shady in direct light, so your kids might still need further shade), and again, there are big door pockets and map pockets on the seat backs, as well as directional air vents - but only a 12-volt outlet and no USB charging options.

I would say the third-row accommodation is okay for short distances, but nothing better. There are no air vents, there's no charging (apart from another 12-volt), and I struggled to fit in there - it certainly isn't as good as a Kluger for back-row room.

Further, there are no third-row child seat options, unlike rivals such as the Mazda CX-8 and CX-9, and the Kia Sorento.

So while the occupant space "in the boot" could be better, the cargo capacity is good. With all seven seats up, there's 270 litres (VDA) of boot space, while if you fold the back row down (five seats up) you've got 630L (VDA) to play with when the seats are slid back, and 765L if they're slid forward.

And the boot also has the clever bits you'd expect, like tie down points, netting, cargo box velcro attachments, and under the boot floor there's a space-saver spare wheel and even a picnic mat. Nice.

The Captiva's interior dimensions are impressive. In seven seat versions, the boot space starts at 87 litres, expanding to a handy 465 litres with the 50/50 split fold rear row stowed. Flop the middle row forward and you're up at 930 litres, a good size cargo area that could swallow a flat-pack wardrobe. If you snaffle a five-seat version, you can remove the boot floor panels to reveal another couple of hundred litres of hidey holes.

There are cup holders up front (two), in the middle row (two) and in the boot (one, strangely) for a total of five. In the seven seater, two will go thirsty.

The Captiva's value is heavily dependent on the model you choose. Standard features across the range (starting with the LS) include a 7.0-inch touchscreen running MyLink, a six-speaker stereo with AM/FM radio, Bluetooth, cruise control, rear parking sensors, reversing camera, auto headlights, leather steering wheel, dual-zone climate control, three 12 volt power outlets, keyless entry and start and a tyre inflation kit in place of an (optional) spare tyre.

No Captiva comes standard with sat nav as they all feature Apple CarPlay or Android Auto, which both use your phone's GPS apps.

There are four models, three 'standard' specifications - LS, LT, and the top of the range LTZ, with a fourth version in the form of the five seat only Active 'special' edition, that isn't. 

Pricing starts at $26,490 for the 2.4-litre LS (with five seats and five-speed manual gearbox), $28,690 for the auto, and the diesel comes in at $31,690. Seven-seat LS pricing ranges from $30,490 for the petrol and $33,490 for the diesel, both six-speed automatics. 

The Active enters the price list at $31,990 drive away. Based on the five-seat petrol LS (to be discontinued in May 2017), the auto-only Active adds 18-inch alloys, textile leather seats and a cargo cover. There's also a similarly specified seven seat version at $33,490.

On to the LT, and the price rises to $37,490 for the petrol and $38,490 for the diesel, both of them seven seaters. Part of the big jump for the LT is explained by the petrol engine switching to Holden's 190kW 3.0-litre V6 and the addition of all-wheel drive (AWD). The LT picks up a sunroof, bigger alloys, side steps, cloth trim with "Sportec" bolsters on the front seats and powered heated mirrors.

The LTZ's pricing is a mixed bag. Ordinarily, the V6-powered version would attract an rrp (carmakers insist we call it MLP, manufacturer's list price) of $40,490, with the diesel adding a thousand dollars to weigh in at $41,490. However, Holden is running a long promotion offering the LTZ V6 at $35,990 drive away with three years of free servicing.

The LTZ has 19-inch wheels, leather-look trim, electric driver's seat and front parking sensors.

You can choose one of seven colours - black, white, red, silver, blue, brown and grey and all but white will cost you $550. Orange is no longer on the menu, no matter how much you want it to be 2007 again.

The Kodiaq carries over its 132TSI 2.0-litre four-cylinder turbo-petrol engine from the previous model, and it is unchanged - that means it still has 132kW of power and 320Nm of torque, a seven-speed dual-clutch automatic transmission, and all-wheel drive.

Rivals like the Kia Sorento and Hyundai Santa Fe both lack turbo-petrol power at all, and both of those (and plenty of others) are front-wheel drive as standard.

The bigger news though is the 2.0-litre, so-called 180TSI in the top-spec RS model. It's essentially the Golf GTI engine, so it has 180kW and with 370Nm of torque. Like the base grade, it's a 7-spd DSG, and AWD.

It may have 4kW more than the diesel engine that was offered in the pre-facelift RS, but it's down on torque by a staggering 130Nm - or 26 per cent.

However, Skoda reckons this new "free-revving" turbo-petrol is quicker from 0-100 (now 6.6 seconds, was 7.0sec), is lighter (by 60kg overall) and has less vibration, too. What about character, though? More in the driving section.

It should also be called out that none of these engines use mild-hybrid tech, nor are there any hybrid, plug-in hybrid or EV versions planned for this generation Kodiaq. At risk of being left behind, there.

If you like a choice of engine size, you've come to the right place. The Captiva has three engine specs in the range - two petrols and a diesel.

The smaller petrol, a 2.4-litre four-cylinder, produces 123kW at 5600rpm and 230Nm at 4600rpm. Driving the front wheels, this motor is available with choice of gearbox, either a six-speed manual or six-speed automatic. This 2.4 is only available on the LS and Active.

The 24-valve 3.0 SIDI V6 is available on LT and LTZ and produces 190kW at 6900rpm and 288Nm at 5800rpm.

The single diesel is a 2.2-litre iron block with common rail direct-injection and makes 135kW at 3800rpm and a stout 400Nm within a very usable range of 1750-2750rpm. You can have the oil burner in all three trim levels, driving the front wheels in the LS and four-wheel drive in the LT and LTZ.

Both the V6 and diesel are available only with the six-speed automatic transmission. 

Unlike earlier Captiva models, none of these engines feature a timing belt. Those early engines suffered from issues related to the fabric belt while problems with the later timing chain driven engines are less common. Reliability of the V6 is well-proven in the Commodore while later four cylinders also perform well.

Zero to 100km/h performance varies between the engines. The 2.4 will reach 100km/h in around 10.5 seconds while the V6 is rather quicker at 8.6. The diesel falls right in the middle at 9.6 seconds.

We've not yet carried out a towing review, but according to Holden, towing capacity is rated at 750kg for unbraked trailers and 2000kg braked.

The official combined cycle fuel consumption for the 132TSI is 8.2 litres per 100 kilometres, which seems high for a sticker number. Often these ones are pretty hard to achieve in real-world driving, but in my few hundred kays with the 132TSI Style, I saw a return of just 8.0L/100km.

The 180TSI in the RS is said to be more efficient, using a claimed 7.5L/100km. I couldn't beat that figure, but I did drive it in a more spirited manner, and got 8.8L/100km.

It needs 95RON premium unleaded petrol across the range, and fuel tank size is 60 litres.

If you're after good fuel economy, the Captiva probably isn't the car for you. 

The 2.4-litre petrol is quoted at 9.7L/100km on the combined cycle but, as we recently discovered, is more likely to return closer to 12.5L/100km.

Diesel fuel consumption on the official combined cycle is listed at 8.5L/100km but our most recent test yielded a slightly startling figure of 12.9L/100km. The diesel's performance, particularly in the gears, is better than either petrol but it appears you'll pay for it.

The big banger V6's official fuel consumption figure is listed at 10.7L/100km, but past CarsGuide reviews suggest 14.0L/100km is a more likely real world figure. As far as fuel economy goes, diesel vs petrol usually falls to the diesel, but not in this case.

Fuel tank capacity is identical across the range at 65 litres.

Without doubt, if you want the driver's choice, it's the RS.

From the more potent petrol engine and its more enticing soundtrack (it has a sound actuator in the exhaust that makes it sound a bit more menacing than the lower grade versions), to the progressive steering and adaptive suspension, it's a fairly sweet drive.

The engine is indeed "free-revving", and in manual mode for the transmission, with Sport driving mode chosen, you can make this thing more like a high-riding hot-hatch if you want it to be.

I will say, though, that the old RS model was more entertaining in my opinion. Sure, it might not have been as smooth or as fast, but it had a really growly, staunch soundtrack, and it felt more involved for the driver. The new RS's refined nature can leave you feeling a bit detached.

However, the way it can transform into a more sedate, family-focused drive is impressive too, with the Comfort program chosen, the suspension and steering settle down, as does the powertrain, and it makes for a pretty plush drive.

I also drove the other grades, and honestly, you're not going to miss the 48kW/50Nm in most situations.

The 132TSI still offers a good amount of grunt and pulling power, and it's hardly a slouch with a claimed 0-100km/h time of 8.4 seconds (6.6sec for the RS). That's still plenty quick for a seven-seater SUV.

It isn't quite as smooth to drive as the RS, with a little bit more hesitation from the dual-clutch automatic in low-speed situations, and also the DSG in the Style model I drove made a lot of mechanical noises in the gearbox at low speed.

The Style model misses out on the good steering system - the Progressive Steering fitted to Sportline and RS models makes them more involving to drive, whereas the base car requires more armwork to turn the car, and also has a bit more play on centre, meaning it can be a bit difficult to position yourself in the lane.

The Style (19-inch) and Sportline (20-inch) models have Pirelli rubber, while the RS models have Continental tyres on their 20s, and there appeared to be a more surefooted feeling in the sporty top-spec car in the bends.

And while they all ride pretty well, I found that the Style on 19s was a bit more jolty at the rear on the roads I tested it on in Sydney. None were uncomfortable, though maybe I expected the base one on the smaller wheels to be a bit more comfortable.

You sit on the Captiva rather than in it, a feeling encouraged by the flat, shapeless seats. It doesn't matter which Captiva you choose, the front seats are not exactly huggy but they'll certainly take people of all shapes and sizes. 

You twist a funny knob where the key barrel used to be to start the engine. The view out front and out the sides is commanding as there is a fair bit of glass all around, with just the view out the rear window restricted as it's quite small. If you've got passengers, forget it, but the reversing camera will save the day there.

The ride is, for the most part, reasonable, but will deteriorate along with the road surface. The suspension isn't very quiet and the overall firm feeling delivers passable handling, which you'd expect from a big heavy machine like this. It doesn't have anything like the finesse of much younger metal from Hyundai, Kia and Mazda.

The diesel specs suggest strong performance and that's exactly what you get. It's by far the torquiest of the three engines and shifts the Captiva's two tonnes with reasonable verve. It's a noisy, grumbly unit but works well with the six-speed auto.

The engine specs of the two petrols don't really tell the story. While the V6 is quicker in a straight line, its extra weight knocks the shine off the torque increase and the engine itself isn't a shining example of modern engine tech. Actually, neither of them are, missing out on stop-start and other goodies.

This isn't an off-road review, but moderately ambitious mud-plugging is doable in the AWD models, with a ground clearance of 200mm but no low range or off-road mode. We even checked the manual to make doubly sure there wasn't a diff lock button hidden somewhere.

As ever, the idea here is that when you're buying a Captiva you're buying a lot of space and a cheap ownership experience.

The Captiva carries six airbags, ABS, traction and stability controls, hill descent control, brake force distribution, active rollover protection, brake assist and three ISOFIX points, in addition to the reversing camera and rear parking sensors. 

The Captiva's maximum five star ANCAP safety rating was awarded in November 2011.

It's rare to see a European brand with such a clear interest in taking care of its customers in the way Skoda Australia is.

The company has the industry standard five-year/unlimited kilometre warranty plan, which is a good start.

And it also has the choice of pay as you go servicing, or a prepaid pack that makes it cheaper for you to maintain your Kodiaq ($1800 for five years/75,000km for the non-RS models, $2000 for the RS). You can roll the cost into your purchase or finance payments, which makes it one less thing to think about, and your first two services are free, compared to pay as you go capped price servicing.

But then Skoda has also added a seven-year/105,000km servicing plan, which is $2700 for Style and Sportline, $2900 for RS. That means you're getting the first three services free, and also, you get a seven-year/unlimited km warranty, too. This promotional plan is in place until 30 June 2022, and may be extended beyond that.

If you service with Skoda you'll also get the same cover for roadside assistance at no extra cost, and the plans are transferable.

If that's not right for you, there's also a subscription-based servicing plan, which includes all consumables including brakes, fluids, batteries and wipers. These are priced depending on your expected annual mileage, but an example is $44.50 per month for a driver who does 15,000km a year.

And if you're considering a used Kodiaq (or any other used Skoda), there's also the option of a four-year service pack, too.

This is a brand that really is aiming to take care of its customers.

As with all new Holdens, the Captiva owner benefits from a three year/100,00km warranty and lifetime capped price servicing. All prices are available on Holden's website.

Service costs for the diesel are significantly higher than the either of petrols, but do include oil changes.

The standard package also includes a year of roadside assist.

For common faults and complaints, check out our Holden Captiva problems page, which covers known automatic transmission problems, engine problems and diesel problems. There aren't any widespread diesel engine problems with the later version.

Resale value is often a consideration and we've looked at the last major update, released in 2014. 

A seven seat Series II LS from 2014 - the second major update for the Captiva after the 2011 update addressed lingering problems - cost $30,490 when new and will trade at around $13000-$15000, below fifty per cent of the purchase price, with private sales a little higher. 

An LTZ diesel from the same period sold for $41,490 and trades in the 45 to 50 per cent of purchase price and a little over 50 per cent in private sales.