Holden Caprice 2016 Review

Holden Caprice V-Series
Road Test

The last long-wheelbase Holden luxo machine is upon us. As a final flourish Holden engineers have added extra 'go', but not at the expense of refinement. The LS3 6.2-litre Chevrolet V8 pushes 304kW/570Nm, but is relatively quiet when wafting, thanks to Caprice-specific sound insulation. Put your foot hard down, though… The single-spec Caprice V-Series is available from $60,490 (plus on-roads), which appears a bargain given its premium feel and 'last-ever' status.

Behind the Commodore SS V-Series Redline's new-found brashness it's easy to forget that the VF II Holden Caprice V-Series was given the same 304kW/570Nm heart transplant… not that you'd know it from start-up. Items such as an acoustic windscreen and specific insulation materials (including textile wheelhouse liners) add a layer of refinement missing in its short-wheelbase brethren.

Indeed, refinement is the buzzword when it comes to the single-spec Caprice V-Series experience (the V6 variant has ceased to exist), and it commences from the moment you approach.

There's a garlanded version of the Holden badge displayed proudly on the Caprice's snout, the new-design 19-inch alloys look sophisticated and a lip spoiler adds understated sportiness.

Inside the initial impression is of similar refinement, with soft leather all-round and 10-way electrically adjustable front seating (with heating function, perhaps only required for a handful of days per mainland Australian year), ample space front and rear and even a couple of DVD screens for the use of rear occupants. It feels a definite step-up over other Holden product, and arguably bests the more overtly sporty HSV products when you just want comfort.

There's over one metre of available rear legroom for added passenger accommodation, though the lack of quad-zone climate control in a vehicle such as this lags it behind contemporary competition. This point is further exclaimed with the sunroof, which has power tilt and slide but appears little changed from 1990s versions, failing to provide the rear passengers with the open air, panoramic experience of some (admittedly more expensive) rivals.

Nevertheless, combining the largely premium feel with the new 6.2-litre V8 engine (there's 44kW and 53Nm more over its 6.0-litre, though it uses an additional 1.2L/100km on the claimed ADR Combined cycle), you'd expect a price hike over its predecessor, but no. At $60,490 (plus on-road costs) this classy 'muscle car' is the same price as before. Prestige paint is no-cost.

On the road, the Caprice plays a multi-dimensional role. Under smooth, light throttle inputs there's decent torque and smooth response, with just a hint of what's propelling you shifting into the cabin.

If you want to prod the Caprice's wild side, however, all you need to do is firmly press the throttle pedal to the carpet. The sudden awakening of the LS3 permeates the cabin with a growl close to matching the $56,190 (plus ORCs) automatic SS V-Series Redline Sedan's; it's not all-out but it remains a pleasant surprise. Of course, with the longer wheelbase and additional items such as the heated exterior mirrors, the V8 has more mass to move in the Caprice, which weighs 1804kg tare against 1758kg for the SS V-Series Redline.

Employ the throttle too liberally, and you will see over 20.0L/100km approach and disappear quite quickly on the gauge; expect around 15.0L in normal driving conditions.

The ageing six-speed automatic transmission feels more capable of handling what a regular Caprice driver would throw at it. Shifts are generally engaging with reasonable comfort and speed. It lacks the paddle shifters of the sportier stuff, but is no worse off because of it. If you need manual control, there's always the sequential shift gate available anyway.

The softer suspension tune is further in keeping with the Caprice's cruisy attitude. The ride is plush and supple but there's still a decent sense of body control, meaning the car can still be pointed with reasonable accuracy in the corners, thanks also to Holden's reasonable handle on electrically-assisted steering.

What is less endearing is the infotainment system, with its clunky touchscreen and multiple menus. In my week with the car it would not let me add my phone to the Bluetooth, the system ceasing to operate when I tried to delete an existing contact; that failed to rectify itself. Something that did reset was the navigation map, which decided to freeze mid-trip one morning.

The climate control system is also noisy, the 12-position fan blaring the cabin with enough noise to compete with the nine-speaker audio system when set over half way. And you need it set high on hot days, for even on LO the cabin remains hot for longer than expected. It may come across as nit-picking, but perhaps what little development cash was left over could have been spent more evenly, tending to some of these details (it's not the first time Holden's MyLink has failed me on a test car), before chasing all-out grunt under the bonnet, even if Holden tells us "it's what the customers asked for".

Lifetime capped-price servicing is available on VF II Caprice, as is a standard three-year/100,000km warranty. One year standard roadside assist is given to all purchasers.

The last local Caprice is a step-up from its predecessor, with more grunt and subtly tweaked exterior keeping it fresh in performance and stylistic terms. Sure, you use more fuel and there are areas asking for improvement that have been ignored in the pursuit of power. But it costs no more than its predecessor. If you're an Aussie luxury fan, the last Caprice still ticks many boxes.

2016 Holden Caprice V-Series pricing and specifications:
Price: $60,490 (plus on-road costs)
Engine: 6.2-litre eight-cylinder petrol
Output: 304kW/570Nm
Transmission: Six-speed automatic
Fuel: 12.9L/100km (ADR Combined)
CO2: 300g/km (ADR Combined)
Safety Rating: Five-star ANCAP