Buying a used Holden Captiva (2006-2010)

Having spent a couple of years without a volume-seller in the ‘Sport Utility’ market, Holden was understandably keen to lay hands on the Captiva. Launched late in 2006 under a variety of branding including Chevrolet, Daewoo and Opel, versions sold on international markets came mostly with
2.0-litre turbo-diesel or with 2.4-litre petrol engines. Australia was among the few destinations for a locally-built V6.

Accommodation, looks and features made the Captiva an attractive proposition but it was keen pricing that enchanted potential buyers and astonished some industry rivals.

Arriving in September 2006, local versions of Holden’s Captiva were initially available only with a 3.2-litre version of the Australian ‘Alloytec’ V6 and five-speed automatic transmission.

The cheapest Captiva at that time was the five-seat CX which hit the market at less than $36,000. Adding two seats that popped up from the luggage area floor meant spending $3000 more on the seven-seat LX, which also included self-levelling rear suspension and curtain air-bags.

As Holden dealers would gleefully attest, these were stand-out choices in a market populated by family 4WDs that could cost $7000-10,000 more.
Above these in presentation and inclusions – although not performance or passenger capacity – was the MaXX.  With 167kW of Euro IV-compliant power (against the 169kW produced in other versions) this clone of the Opel Antara came with 18-inch alloys, leather seats and a reworked dash with tacky timber trim, yet the cost remained a reasonable $42,990.

In addition to bigger wheels the MaXX featured unique nose treatment, including deeper headlamps than lesser versions, and a broad slash of polished metal across its air-intake.

The Captiva was bulky but roomy, with seating for up to seven and plenty of luggage capacity when only five seats were in use.
Under normal driving conditions, grip was delivered via the front wheels alone. Should traction begin to fade, a network of sensors and a dual-clutch system directed torque to the rear wheels.

Electronic stability control was standard but absence of a diff locking system limited the Captiva’s ability as an off-roader
Nine months after the V6 launch came the turbo-diesel version, which was far more suited to a combination of urban commuting and frugal rural running. ‘Oiler’ Captivas cost just $1000 more than the equivalent V6 version and for the first time there was a five-speed manual variant. It not only enhanced the model’s off-road ability but dropped the entry cost to $34,990.

Diesel engine output was a healthy 110kW – or 22kW less than the fuel-gulping V6. Maximum torque of 320Nm arrived at a very useful 2000rpm (way below the V6’s 297Nm) which helped the diesel slog more easily through sand and haul loads with greater economy.

60th Anniversary versions produced during 2008 came in seven-seat, LX form with diesel or V6 engines and special exterior and interior trimmings.

More than a year then elapsed before the next significant change to Australia’s Captiva – accompanied by even more aggressive pricing.

In December 2009, Holden’s range was expanded to include the Captiva 5, which in basic form came with a 2.4 litre petrol engine, manual transmission, front wheel drive and only five seats.

Equipment was aligned with the 4WD CX but this Captiva’s list price was a RAV-bashing $27,990. Spending $2010 more delivered an automatic 5 with four-wheel drive.

Between 2007 and 2011 when an updated version arrived, the model managed to better 10,000 sales annually and occasionally poke its nose into third spot, ahead of Ford’s Territory, in the Medium SUV segment.

The Captiva cabin was tall and wide with great visibility and plenty of interesting stuff to play with. But looks could deceive. After a while the seats didn’t feel as comfortable as they looked, especially if you were shorter than average. The MaXX leather could also feel slimy in hot weather.

Those in the high-set rear seat got a decent view and excellent leg-room but adults felt laterally cramped compared to those in the broader Territory.

Warm days demanded the air-con be set on maximum attack to ensure a decent supply of cool air to those in the rear. Those in the ‘occasional’ sixth and seventh seats could suffer heat stress. Plus points included easy-to-use child seat mounts.

Corner-cutting in pursuit of keen pricing was most obvious inside the cabin. Fittings and especially the plastics looked low-end. With sun exposure and some owner indifference these cars wouldn’t take long to start looking tatty inside.

The big windows and high driving position were great for placing the car in traffic or negotiating tricky bush tracks. However, a tall body with 200mm of ground-clearance virtually necessitated side-steps which could compromise the Captiva’s ability to negotiate rutted tracks or soft sand.

As a family fun vehicle, the Captiva didn’t make any promises of serious off-road performance and you wouldn’t see too many charging to the top of a Simpson Desert sandhill. But as something that would tow the pop-top or boat and run at sensible speeds on gravel or snowy roads it worked fine.

Suspension that accommodated the lumps and bumps of rough-road driving contributed to body roll in tight corners. However, unless you’re pushing harder than the vast majority of owners are likely to drive the Captiva won’t get anywhere close to its modest grip limits.

Leaving the automatic to do the thinking could be irritating, especially in twisty or undulating terrain where it wanted to up shift at the wrong moment.

In circumstances where you needed to exert control over what the engine was doing it’s best to choose and hold your gears via the Sports Shift slot.

Its most effective role, however, was as an urban people mover.  The diesel delivered a decent combination of performance and economy but engine noise, especially from a cold start, was raucous. Around-town fuel consumption is likely to be 40 percent better than the V6s 13-14litres/100km.

Check points on a used Holden Captiva

Captivas built from 2007-10 were recalled by Holden to fix a variety of niggly and a couple of more serious issues. Most recent was a programme to address a brake force distribution problem that could produce a spongy brake pedal. If the brakes feel soft or there’s nothing regarding this repair in the car’s service history find another one.

Other recalls included one to check the connection between the steering shaft and rack. This must be part of a pre-purchase check to ensure a potentially lethal fault hasn’t been overlooked.

Owners reported electrical flaws and irritations with Captivas of all kinds. These ranged from stuttering under acceleration – occasionally resulting in the engine stopping completely – to errant dash warnings and faulty gauges. Check the ventilation system and every switch plus the rear lights before signing to buy.

Decent clearance encourages adventurous driving and the possibility of underbody damage. Check in particular the exhausts for crush injuries and stone damage to rear drive-shafts.

Early diesels are known oil-leakers. While not a huge concern, the prospect of a messy driveway and potential roadworthy failure isn’t acceptable from a near-new vehicle.  More critical were fuel leaks from vehicles of the same era. These should by now have been eliminated but avoid any car with a diesel odour under the bonnet.

Diesel engines have major services scheduled every 90,000km with replacement parts including the timing belt, brake parts and all fluids. The V6 uses timing chains which should survive for more than 150,000km but some will stretch and clatter well before that.

ALSO CONSIDER: Ford Territory,  Toyota Kluger,  Jeep Cherokee

This article was first published March 5, 2013.