Holden Calais V 2018 Long-term Review - 2

The icon that was the Holden Commodore is a shadow of its former self. Look at the sales figures and it’s obvious the new Commodore hasn’t exactly set the world on fire.

To see if it can redeem itself, we’re spending an extended period putting the 2018 Holden Calais V through its paces on our long-term test fleet. Feann Torr has already assessed it’s competencies for driveability and now it falls to me to sum-up its packaging and technology.

Holden Calais V driver assistance technology

There’s no doubting that Holden has ticked lots of tech boxes when it comes to the Calais V, and there are plenty of driver assistance systems included as standard. These include adaptive cruise control with lane-keeping assist, rear cross-traffic alert, auto parking, blind-spot monitoring and autonomous emergency braking.

In practice, however, the execution of the electronic nannies leaves a little to be desired. The adaptive cruise control fails to hold an accurate speed, and on repeated occasions it rose by up to 5km/h when travelling downhill, shaving off a similar amount on inclines. It did, however, maintain a satisfactory distance when following vehicles without the conservative braking effort we’ve seen in other cars when a motorist ahead takes an exit.

The Calais V also features a configurable head-up display which, unlike many similar systems, is easy to operate via conveniently located controls on the dashboard, enabling quick operation when switching between driver positions.

Other driving tech includes auto parking, 360-degree camera and adaptive LED headlights which bend around corners and offer auto high-beam with shutter technology.

The image quality from the parking camera is grainy and seems compromised by either a cheap camera or cheap screen (or both). There are better systems with better clarity available. And speaking of accuracy, reverse into a parking space using the 360-degree image and guidelines results in the Calais V being slightly askew in its final spot. You’ll be more accurate in your placement if you use your mirrors.

Holden Calais V infotainment technology

Modern cars must deliver for modern drivers, and I consider myself one of those. I love an app-enabled connected-car and there’s little that’s more satisfying that a system that delights with its cool features and added extras.

Of course, it all has to be seamless to deliver minimum distraction on the road, and maximum confidence behind the wheel.

When it comes to the Holden’s infotainment system, however, it was the omissions rather than inclusions that were most remarkable. It probably doesn’t help Holden that I bounced right out of the sexy new Volvo XC40 and Jaguar E-PACE immediately before my drive, both of which offer advanced infotainment systems with serious app compatibility.

While they aren’t technically rivals size-wise, they do represent Holden’s current challenge. Buyers can slip into a well-specified Volvo XC40 R-Design for $54,990 (plus on-road costs) or a less-well-specified but suitably prestigious entry-level Jaguar E-PACE from $47,750 (plus ORCs). The Holden Calais V sells for $51,990 (plus ORCs). My point is that tech-savvy buyers at this price point have a lot of good vehicles to choose from.

The Calais V range-topper features a BOSE audio system and Holden’s MyLink infotainment system which is driven via an 8.0-inch colour touchscreen or through voice recognition. It features Apple CarPlay and Android Auto compatibility, DAB+ digital radio as well as Bluetooth streaming and satellite navigation.

Satellite navigation proved to be less than satisfactory while touring my corner of regional Victoria. A search for local petrol stations offered up recommendations for servos that haven’t pumped petrol for years and listings for ‘Points of Interest’ that include cafes and restaurants long since closed.

Searching for the local High School directed me to a Primary School in the next town.

Not only does the navigation system fall down on current data, it doesn’t offer real-time traffic updates so if you want to know about traffic delays ahead, you’ll need to use the maps function on your smartphone instead.

When returning from a public holiday weekend, the Calais V sat-nav system informed us of an arrival time which was optimistic by forty minutes. Only switching over to Apple Maps provided alternative routing and a realistic estimate of our arrival time.

Also missing from the Holden are speed limit warnings and traffic sign recognition, which is a surprisingly handy thing to have in a new car and something you miss when it’s not there.

Holden Calais V comfort and practicality

The Calais V does at least deliver on the comfort factor. One great feature it offers is Remote Start, which allows you to start the car from outside, pre-heating or pre-cooling the cabin so it’s at the required temperature before you take off.

Inside the cabin, there’s leather upholstery with front heated and cooled seats while rear seat passengers can also benefit from a toasty behind but massaging function is only extended to the driver. Seat comfort is good as you’d expect from a long-range touring vehicle like the Commodore.

Amenity-wise, there are two USBs in the rear and a single one for driver and front passenger to share. There is an inductive charging spot for compatible phones and the central storage bin doubles as a cup holder with another two up front.

Each door has useful wide door pockets but the glovebox is small. It will accommodate the driver’s handbook, but there’s not a lot of additional room. Unfortunately, this glovebox hasn’t been secured properly and fell out, spilling the contents into the footwell.

Which brings me to build quality... This is the second ZB-series Calais V that I’ve driven, and it demonstrated the same build issues that Bruce Newton and I picked up in the last vehicle. There were creaks through the dashboard, a squeak from the instrument binnacle, which Holden says it is addressing and a rattle at the top of driver’s door.

The sliding covers over the cup-holders are stiff and feel cheap, and while this may appear to be a tiny detail, such a key touchpoint should be faultless. Holden could look to Mazda for a lesson in interiors…

Practicality-wise, the Commodore is now a liftback instead of a conventional sedan. The boot space is accessed by pushing the Holden logo but it doesn’t spring up fully, so you still have to hook your fingertips under the edge to access it. A 40:20:40 split-fold rear seat adds to its usability and levers located in the boot space allow for easy folding.

But further disappointment can be found under the boot floor. While the Holden Calais V is equipped with 20-inch alloy wheels and tyres, it is only fitted with a temporary use spare, the scourge of puncture-prone country drivers.

Despite some of the aspects of the new Calais V falling short on expectations, an unexpected highlight of the week was definitely fuel economy. Over the week which included driving over 640km of freeway, commuting and cross-country driving, the fuel economy of the 3.6-litre V6-powered Calais V sat at 9.2L/100km – satisfyingly close to the ADR combined claim of 9.1L/100km.

The Holden Calais V had big boots to fill and a shifting market demand to satisfy. Lacking the appeal of an SUV, the polish of the Mazda 6 and without the caché of an upwardly mobile car brand, it is not hard to see why it is struggling in the sales stakes.

How much does the 2018 Holden Calais V cost?
Price: $51,990 (as tested, plus on-road costs)
Engine: 3.6-litre six-cylinder petrol
Output: 235kW/381Nm
Transmission: Nine-speed automatic
Fuel: 9.1L/100km (ADR Combined); 9.2L/100km (as tested)
CO2: 212g/km (ADR Combined)
Safety rating: Five-star ANCAP (2017)