Holden Caprice V 2014 Review

Once the ultimate goal of a local lad made good, the range-topping Holden Caprice is now (mostly) the preserve of the private hire-vehicle industry.

It’s funny how times change, but that sentiment is what makes me smile as I drive the latest (and last) long-wheelbase local product towards the airport, duking it out in a game of lane-change with other Caprices, all sporting VHA or VHB hire car plates.

But where they inevitably carry LPG stickers and V6 engines, the big barge I’m cruising in slurps a steady diet of unleaded. At 6.0 litres capacity, the old-tech overhead-valve V8 up-front consumes 11.7L/100km on the combined cycle, while generating 260kW and 517Nm on 98-octane (it will run smoothly on 91RON, but the figures are diminished). That fuel figure is in theory; even on moderate throttle openings I’m seeing north of 13…

In return for its thirst, the V8 provides smooth, linear power throughout the range, and surprisingly silent cruising when in top (sixth) gear, the engine loping barely above idle. There’s also a demonstrated demon streak when the foot goes down, a traditional V8 rumble making itself heard as the Caprice V belies its 1851kg kerb weight.

Coming in at $60,490 (plus on-road costs) the Caprice V is $9500 cheaper than the model it replaces, and is something of a bargain when you consider Audi’s A8, BMW’s 7 Series and Mercedes-Benz’s S-Class variants.

Yes, there’s a tangible step-up in equipment and efficiency, but you could buy three Caprice Vs for the price of one German.

Closer on price is the slightly-shorter (at ‘only’ 5.09m) Chrysler 300, which is priced at $51,000 (plus ORCs) in V6 Luxury form or $66,000 (plus ORCs) in top-spec SRT form – complete with a 347kW/641Nm, 6.4-litre V8 but edgier dynamics.

Overall, the wider Chrysler 300 range has more sales than the Caprice, 1386 versus 985 September (2014) year-to-date, but the Holden can hold its head up high, increasing its market share in the Upper Large (Under $100,000) category from 25.9 per cent in 2013 to 41.5 per cent this year.

What do you get for your money? As well as the full suite of safety acronyms – as expected for a five-star ANCAP-rated vehicle – there’s auto ultrasonic park assist, forward collision alert, blind-spot monitoring, lane departure warning, and blind spot/reverse traffic alerts.

The keyless entry and start system also offers a remote engine start function, all the better to pre-set your climate control and seat-heating for the leather chairs up-front, the driver’s capable of being electrically operated.

There’s a head-up display system, sat-nav, and a reversing camera as part of the 8.0-inch colour centre screen. Bluetooth and dual-zone climate control are also standard-issue.

Outside, ‘Soft-ride’ suspension is standard on either Caprice variant, the V gaining 245/40-series tyres on specifically-designed 20-inch alloys, with a full-size alloy spare. Bi-xenon headlights with LED tail-lights are likewise standard.

The tested vehicle also has a tow-pack fitted. For those interested, Holden provides three capacity hitches: 1200, 1600 and 2100kg (braked).

Looking around the cabin reveals a curious blend of premium and, well, a bit prosaic. The driver’s seat looks and feels nice enough with its electric adjustment and heating, but the leather isn’t as premium as you may expect and is without the aroma of Euro rivals. The tacky chrome button on the gear selector, and Evoke-spec rubber centre console cover don’t exactly shout ‘top of the range’, either.

Things improve on start-up, the gentle rumble of large-capacity V8 welcoming you before the Caprice settles to a smooth idle. Slotting the six-speed automatic transmission into drive and taking off without throttle, the Caprice readily accelerates to 10km/h. Mental note: Don’t creep too much in traffic.

Once some throttle is required, the Caprice pulls with linearity and solid acceleration, its electrically-assisted power steering making the big beast easy to manoeuvre, so long as you remember its length. It points accurately and rides very nicely, without lumbering into excessive roll, and actually feels smaller and more agile than its reality as a result. We’ve said it many times, but it shows just how well-sorted Holden has made its VF-series variants.

Drive over, it makes sense to slide into the copious back seat region, where leg-room is beyond business class. Handily, there’s a monitor stored in the front headrest backs, with two sets of headphones to offer rear-chair passengers on-the-go visual entertainment.

There’s ample head and elbow-room, too, but as with the cockpit the quality of materials (including the seat, which feels firm) takes away from the ambience. Finally, a lack of rear-zone climate control takes away that final layer of comfort back-seat premium travellers may expect.

As far as final tributes to local luxury, the Caprice is as fitting as one could expect. Holden engineers have produced a car that is far superior to its predecessor, making it more efficient and better value as well as a superior steer.

It’s just a pity there wasn’t enough left in the kitty to make it truly memorable.