Toyota Kluger VS Holden Captiva
- Quiet and refined
- GX is well-specified
- GXL and Grande are pricey for not much benefit
- Deeply ordinary entertainment system
- It's cheap
- It's big
- Apple CarPlay and Android Auto
- It's old
- It's a bit noisy
- Lacks the finesse of the competition
Like the statues of Easter Island, the Toyota Kluger casts a huge shadow over the Australian motoring landscape. It's a strong seller for Toyota, having been around for ages and is one of three large SUVs in Toyota's armory next to the evergreen Prado and disappointing Fortuner.
Competition, of course, is growing ever more fierce. Hyundai is about to drop a new Santa Fe, the Kia Sorento gets better every year and more manufacturers are joining the party. Most notably, Mazda's CX-9 is also loaded with safety gear and a potent 2.5-litre turbo engine.
The intensity of the battle became apparent in my esteemed colleague Matt Campbell's recent comparison test where the Kluger came last behind the Kia Sorento and Mazda CX-9, thanks largely to Toyota's reluctance to fit the same advanced safety features.
They heard Matt (that's what he reckons, anyway) and recently added some important safety tech to the 2018 Kluger. Let's have a look to see if it's enough.
|Fuel Type||Regular Unleaded Petrol|
Holden wasn't the first manufacturer to find itself bereft of a big SUV when the fuse was lit by BMW and Mercedes as the last millennium came to a close. Ford responded with the Territory while Holden jacked-up a V8 Commodore and slapped the Adventra badge on it. Sadly, it didn't work, and so the Captiva was the next best option, procured from what was then called Daewoo.
As a result of that that little blip on the economic radar, the GFC, and an on-going re-organisation of General Motors, the Korean-built Captiva has lasted rather longer than anyone expected.
It first launched with two bodystyles, but is now down to one, the bigger and more practical seven seat body shell.
|Engine Type||2.2L turbo|
The 2018 Kluger is still a very solid car, with tons of room for you and your things. And your family and their things. It remains way out in front (although the new Santa Fe is lurking menacingly) and the boost in safety gear will help ensure it stays there.
The pick of the range is still the GX which is now a much stronger proposition with the extra safety features. There's little of real interest in the higher models, you can't get better headlights (a curious state of affairs) or a better stereo, so it's difficult to understand the appeal.
The Kluger will serve you and your family well in a solid and unspectacular way. Given most of us like that in our cars, it's easy to see why it's a hit.
Does the Kluger's new safety focus do enough to lure you away from the competition? Tell us what you think in the comments below.
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 Kluger is handsome in a squared-off, what-are-you-looking-at kind of way. That big bluff front-end makes the car look rather bigger than it is, which is quite an achievement because it's pushing two metres wide and 1.73m tall. It's not the longest in its class, though, coming in at 4.89m.
Despite it hailing from the US, it's not too blinged-up, but neither is it CX-9 pretty. Some might find the grille reminiscent of a krill-hoovering whale or Bane from Batman, but it's certainly distinctive.
The cabin is like the exterior - nothing flash, but what you see is what you get. Materials are mostly pretty good and it leans towards thoughtful and practical rather than sexy. Normally I'd say, "just like me", but I'm none of these things.
The interior dimensions of the big bruiser match its eclipse-causing exterior. No matter your size - well, within reason - you'll find plenty of space in the first or second rows. The third row features decent space for kids and very patient adults for short trips.
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.
The big question people ask me about the Kluger is "How many seats are in there?" - every Kluger packs seven seats, with two flip-up seats in the boot. Boot space dimensions are obviously dictated by whether they're up or down. With the seats down, you've got a decent 529 litres, leaving you with good luggage capacity and a cargo cover to keep it all hidden away. Lift the seats with the straps and you've got just 195 litres, about the same as a small hatchback.
Put the second and third rows down and Toyota says you'll have 1117 litres, but I reckon that's conservative.
The cabin is well-planned for families. Every row features cupholders - front and middle rows have a pair each, while those banished to the third row score two each, a total of eight across the car.
Back in the front row, the tectonic split in the dashboard is lined with a soft rubbery material, making it a great place to sling phones, keys and odds and ends. Between the seats is a massive 24-litre storage bin that a small grandparent could ride in. On second thoughts, that's probably not a great idea.
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.
Price and features
There are three models in the Kluger range and how much you pay will vary depending on your thirst for standard features. Our price list features RRP prices and are a guide only - your dealer might be convinced to reduce the cost.
The GX opens with the lowest price - $44,500 for the 2WD and $48,500 for the 4WD. Specs include six-speaker stereo, 18-inch alloys wheels (no 17-inch alloy wheels anymore), front and rear air conditioning, Bluetooth, forward and reverse camera, active cruise control, rear parking sensors, remote central locking, auto headlights, power windows and mirrors and a full-size spare wheel.
The GXL adds an lazy 10 grand in comparison to the GX - $54,950 (2WD) and $58,950 (AWD). The GXL adds a GPS navigation system, DAB digital radio, rear-cross traffic alert, keyless entry and start, partial leather seats, and electric tailgate with separate glass hatch.
The Grande - again, for a further 10 grand plus, is available for $65,646 (2WD) or $69,617 (AWD). You'll get the same satellite navigation as the GXL, 19-inch rims, electric sunroof, rear-seat entertainment system with 9.0-inch screen and Blu-Ray and heated and ventilated front seats.
The entertainment system is powered by a 6.1-inch touch screen in the GX and 8.0-inch in the other models, which also include satellite navigation. The software package is distinctly 2006, painfully so in the GX. The system includes AM/FM radio, CD player and USB. There's no DVD option, however.
Colours include 'Crystal Pearl' (white), silver, 'Rustic Brown' (looks better than it sounds), 'Predawn Grey', 'Rainforest Green', 'Merlot Red' (dahling), 'Deep Red', 'Cosmos Blue' and 'Eclipse Black'. All but the black are $550 extras, which is not modest but not extortionate either.
Toyota's accessories list is well-stocked, with items like nudge bar (which is remarkably well integrated), side steps, cargo barrier, roof racks (no roof rails, though) and various plastic shields, driving lights, floor mats, towbar, parking aids and blind spot monitor.
You're out of luck if you want a Toyota-branded seat belt extender or bull bar.
For comparison, the cheapest CX-9 is $700 less (than the GX), but with a higher spec level, while the fully-loaded Azami is also around $800 cheaper (than the Grande) but - again - better-equipped.
The Korean rivals, while older and slightly smaller, are significant cheaper - the Kia Sorento is priced from $42,990 to $46,990 while the Santa Fe starts at $40,990 and finishes at $57,090 (albeit not a petrol V6). All these cars are well-equipped, with more modern features and tech.
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.
Engine & trans
Across the range, Kluger buyers are treated to the same engine specifications - a 3.5-litre V6 petrol. The big unit devlops 218kW/350Nm to help move the two-tonner.
As to whether the V6 features a timing belt or chain, it's the latter. The engine uses standard (OW-30) oil and 0-100km/h acceleration times are around nine seconds.
Towing capacity is the same for each model, coming in at 700kg for unbraked trailers and 2000kg braked. We haven't yet carried out a towing review.
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.
For its engine size and overall weight, fuel economy is always going to be marginal and continues to be the Kluger's weak spot. For the front-wheel drive, Toyota claims 9.lL/100km on the combined cycle. The heavier 4x4 version recorded an official combined fuel consumption figure of 9.5L/100km.
These mileage figures would be a stretch - in a week of gentle suburban running around in a GX AWD, we copped a figure of 13.7L/100km.
The fuel tank capacity is a handy 72 litres, meaning a decent run between fills, especially when you're out on the open road.
Obviously, without a diesel engine, there are no diesel fuel consumption figures.
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.
You never really forget that the Kluger is a big unit. Ground clearance is a not-inconsiderable 200mm and the turning circle a fairly lazy 11.8 metres. People don't seem to mind that it feels big, and is one of the few in the segment that I feel like I'm climbing up into with my 183cm (six-foot) frame rather than stepping in.
From behind the wheel you can practically see the curvature of the Earth you sit so high. Fire up the near-silent V6 and you're struck by how incredibly smooth it is. Also smooth is the ride - the long travel suspension is probably exactly the same as it is for our American cousins vs, say, Hyundai's habit of setting up its cars for Australia.
Everything is soft and squidgy but in a reassuring way, even the warning beeps aren't too shrill or irritating. The steering is light and with the occasional moment of vagueness but again, it's all very predictable. The brakes, though a bit spongy at the top of the pedal, are more than up to the task of washing off speed in the unlikely event you've overcooked things.
The engine continues unchanged. There's enough horsepower to get you going and hold a decent clip, it will keep you out of trouble and do what Toyotas generally do - look after you. Performance is hardly the key point of the Kluger - it weighs in at a fairly unapologetic 2005kg in AWD form - but, as I say, there's ample power to keep you moving.
We're yet to perform an exhaustive off-road review, but our experience is that the Kluger has reasonable off road ability.
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 Kluger arrives from the US with seven airbags, ABS, stability and traction controls and rear parking sensors.
The 2018 Kluger is really about the battery of new safety features in the lower models. Added to the GX and GXL are pre-collision warning, forward AEB, lane departure warning, active cruise and auto high beam. GXLs also pick up a blind spot monitor and rear cross traffic alert. As you can imagine, the Grande has the lot.
There are three top-tether anchors for the middle row as well as two ISOFIX points.
As before, the ANCAP safety rating stands at a maximum five stars, awarded in November 2016.
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.
Toyota's three year/100,000km warranty also comes with a fixed price servicing plan. It seems the Japanese company can get away with the short warranty because of the long-held reputation for reliability and few problems or faults.
I've certainly never heard complaints from Kluger owners, or Toyota owners generally for that matter. Having said that, Hyundai and Kia both smack Toyota out of the park for warranty length and in Hyundai's case, lifetime fixed price servicing.
Service costs are fixed via Toyota's 'Service Advantage' pricing. For the Kluger you'll pay $180 per service for the first 36 months or 60,000km. You'll have to visit the dealer every six months or 10,000km for the stamp in your owners manual, which is always good for resale value.
Few owners report any genuine issues, such as engine problems or tranmission problems.
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.