Toyota Kluger VS Holden Equinox
- Quiet and refined
- GX is well-specified
- GXL and Grande are pricey for not much benefit
- Deeply ordinary entertainment system
- 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
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|
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 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 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.
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.
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 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 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.
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 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…
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.
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).
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.
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.
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.
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 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.
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.
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.
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.