Holden Captiva 2006 Review

    
What we liked
>> Extra size at medium price
>> Locally-developed ride and handling
>> Seven-seater's self-levelling suspension

But no more, with the Captiva the company has delivered an all-new purpose-built model that is incrementally different in price, engine size and dimensions to its established Toyota RAV4 and Kluger, Ford Escape and Territory rivals. It also takes on Japanese models such as the Honda CR-V.

Australia's Captiva is one of the first of the second generation of models based on US class-leaders Chevrolet Equinox and Saturn Vue. Both models are renowned for strong safety ratings and packaging. Where the Equinox is powered by a basic 3.4-litre V6 from China and the Vue is powered by a Honda 3.5-litre V6, the Australian Captiva is powered by a sophisticated 3.2-litre version of Holden's own Alloytec V6 -- built locally and coupled to an Aisin five-speed automatic.

Because this engine and transmission combination was developed and calibrated specifically for the Captiva and sits in a structure that handles much bigger engines elsewhere, the Captiva does not feel like a smaller vehicle boosted by a V6 transplant. And although the Captiva is built in Korea by GM's Daewoo arm, it is almost as Australian as Ford's Territory in approach. Indeed, it features a local engine and all suspension, steering and chassis tuning components including tyres and various cradle and sub-frame mounts were developed in Australia.

If the styling and cabin look a little familiar, it's because two of Holden's best young designers were sent to Korea to design the Australian and European versions of the Captiva. The Europeans and Koreans chose the Australian chassis development for their versions as well.

The Captiva is the first of a new process where Holden contributes local design and engineering expertise to a global platform from day one, then has the choice of mixing and matching it with other versions developed by other GM divisions.

As reported on CarPoint previously, future Barina and Astras will be generated by the same process. Like the Captiva, they will be imported from a manufacturing facility that best meets the local cost structure and specific requirements. Holden says the Captiva's Korean origins are incidental.

This also explains why there are two distinct Captiva ranges on offer in Australia. The mainstream Australian range consists of SX, CX and LX models. These models have strong Holden cues inside and out. From November, a single top of the range Captiva MaXX will join them.

The MaXX is, in fact, a rebadged top-shelf Opel Antara and therefore has design cues that link the interior and exterior to the Astra and Vectra.

While broadly similar to the local Captiva, it is very different in detail with the MaXX coming in a shade smaller in most dimensions and looking sportier in the process. Very few exterior panels are shared and the dash has a totally different look.

Holden has specified the Antara's top-spec V6 engine which is essentially the same as the Captiva's plus a tauter suspension and steering tune to provide a sportier driving feel on the bitumen than the Aussie Captiva.

In Europe, the Antara also features the 110kW, 2.0-litre common-rail turbodiesel from the Astra manual with a five-speed manual gearbox or the same automatic transmission as the V6 engine.

Holden has indicated that it will offer the diesel version of the Captiva in 2007. If petrol prices really skyrocket, Holden could also offer a Captiva with a four-cylinder petrol engine that also features in the Opel Antara line-up.

Despite assurances from Holden chief Denny Mooney that the Captiva hits a sweet spot in the local market, the exterior dimensions are critical to what the Captiva can and cannot do.

The main Captiva models sit on a 2707mm wheelbase and front 1562mm/rear 1572mm track and are 4637mm long, 1720mm high, 1849mm wide and 200mm ground clearance.

This places the car midway between Ford's Escape and Territory and just short of Toyota's Kluger in wheelbase. In terms of overall length it's over 200mm shorter than the local Ford SUV and Toyota and again midway in width. Ground clearance is only bettered by the Ecsape and in overall height it all but matches the Territory (for a full dimensional breakdown of the Captiva's competitors see our car comparator

The car spends most of its time in front drive and kicks in the rear wheels only as a traction aid when the front wheels slip. Because it doesn't have the centre lock-up facility that the latest Japanese models are now offering, it can't really make a difference to handling on loose surfaces until the front wheels lose grip. Think of it as peace of mind for a muddy camping spot or slippery road or driveway but little else.

FEATURES
The entry level Captiva is the SX five-seater at $35,990. It includes most safety features except side-curtain airbags (which are at least optional). Air-conditioning, 17-inch alloy wheels, keyless entry with remote opening liftback glass, single CD player with MP3 compatibility and fold-flat second row seats are the main features.

The SX cabin with its silver highlights and gauge surrounds, deep woven fabric, Saab-style grab handle parking brake, steering wheel controls for cruise and sound and big underfloor rear storage doesn't feel like the cheapie. Its twin exhausts are also a neat touch even without the chrome extensions of the LX.

The CX seven-seater at $38,990 is effectively an SX with several upgrades including a different 17-inch alloy wheel style, fold-flat third row seats, curtain airbags, level ride rear suspension and six-disc CD player.

At the $41,990 LX level, the Captiva makes an even more compelling case with 18-inch alloy wheels, seven-seat capacity, fog lamps, charcoal finish roof rails, small side fender vents, heated mirrors, side mirror repeater lights, dual chrome exhaust extensions, leather-faced seat trim, leather-covered steering wheel, eight-way adjustable electric driver's seat, electronic climate control, multi-function driver display and glovebox cooler. Outside, front and rear silver skid plates break up the dark lower plastic of cheaper models.

A side glass radio antenna in all the Aussie models frees up the roof for extra loads, unlike the centre roof-mounted antenna on the MaXX.

The Captiva MaXX at $42,990 is a very different top-shelf five-seater package from the LX with sleeker, more compact styling easily picked by its chrome upper grille trim, Astra style rear, aggressive five-spoke 18-inch alloys, large vertical side fender vent, unique headlight package and subtly different panels.

The MaXX cabin package features unique three chrome ringed circular centre air vents, unique centre control cluster, sporty separate instrument pods, leather-covered three-spoke sports steering wheel and dark wood highlights. The leather trimmed seats feature traditional longitudinal pleats and more aggressive side contouring.

The MaXX colour range is also slightly different to the standard Captiva palette.
  

COMFORT
Captiva comfort starts with suspension that doesn't go looking for every flaw in Australian roads and car-like handling.

If it's pure comfort on rural roads you want, stick with the SX and CX models with their higher profile 17-inch wheel and tyre package. They ride significantly better than the 18-inch alloy wheel LX and MaXX packages.

Ease of driving is enhanced by a clear instrument pack and controls easily accessed and understood. Doors include proper armrests with grab handles now missing in several VE Commodore models. The thin and cheap-feeling standard steering wheel is a jarring note in an otherwise classy cabin and lets down the overall feel of SX and CX models.

The standard seats are relatively flat but comfortable for big Aussies and the thick woven cloth on base levels feels better quality than the usual entry level offering. A tilt and reach adjustable steering column, front reading lights, electric windows, entry sill plates and opening rear liftback glass are pleasant surprises but not so the limited adjustment functions in the entry level driver's seat.

The extra width and wheelbase over the Ford Escape/Honda CR-V/Subaru Forester means extra legroom for second-row passengers and not so squeezy hiproom. Headroom is generous.

The fold-flat seating is a good thing but best try the third row seat and what's left of the luggage compartment to see if it meets your requirements before buying. The various configurations of load and passenger space are useful.

The MaXX has the cabin and exterior feel of a model that is more expensive than the $1000 premium over the LX. It's a class act let down only by the absence of dual-zone climate control and seats that may be a little too tight. Buyers need to make sure they can live with the MaXX's tighter ride around town and on choppy rural roads.

SAFETY
The Captiva starts with a strong body structure that incorporates several VE Commodore advances hence Holden's confidence that it will score well in future crash tests. There is plenty of high strength steel with a major dash panel cross member, upper and middle section front door reinforcement and an advanced centre pillar with tailor welded blanks to deal with varying crash loads.

Driver, front passenger and side curtain airbags are specified for all models except SX where the curtain airbags are optional.

Pyrotechnic front seat belt pre-tensioners and force limiters, height adjustable front seatbelts, pedal release system and three child restraint anchor fittings complete the cabin fixtures.

Primary safety is more comprehensive than expected with ESP (Electronic Stability Program) along with Active Rollover Protection (ARP) and a Descent Control System (DCS) for steep downhill gradients standard on all models.

Four-channel ABS with Traction Control and hydraulic brake assist for extra braking effort under emergency braking is also standard. Holden also lists its Level Ride suspension which is standard on seven-seater models as a safety feature.

MECHANICAL
The Captiva's 3.2-litre V6 petrol engine with 169kW/297Nm on 91 RON ULP falls short of the Kluger's 172kW/328Nm from 3.3-litres and Ford's leading 190kW/383Nm from 4.0-litres. However, the Captiva's 1770kg (five-seater) compares favourably with the Kluger's 1765-1875kg range and Territory's 2075kg.

The Captiva's braked towing capacity of 2000kg could be the clincher against the Kluger's 1500kg maximum. The Territory's 2300kg is a bridge too far for the Holden.

The Ford Escape's 3.0-litre V6 generates 152kW/ 276Nm  for a similar liveliness with less weight but the Captiva gains a big advantage with the Aisin five-speed automatic standard on all models. Because the Captiva's 297Nm kicks in at a much lower 3200rpm, the five-speed auto and its sequential Active Select shifter can easily keep the engine in its optimum operating range for a stronger feel than its on-paper figures suggest.

Occasionally you can catch it out on the wrong foot but it doesn't take long to regain the initiative.

Related to the VE Commodore's V6 engines, the Captiva's Alloytec engine is all aluminium, features continuously variable camshaft timing for both inlet and exhaust valves and a variable intake manifold. It meets Euro IV standards but loses 2kW in the Maxx due to a different exhaust system.

Combined fuel figures are 11.5lt/100km and 11.6lt/100km for the MaXX: again, a legacy of the different exhaust. These figures would suggest that Holden may have got the balance between engine size and weight spot on when the Captiva presents more frontal area than most passenger cars.

Front suspension is by conventional struts while the rear is an independent four-link design. Steering is hydraulic power-assisted rack and pinion -- not electric-assisted steering -- hence the Captiva doesn't have the lifeless steering feel so often criticized in other versions of this platform.

The MaXX shares the same layout with firmer settings and a sportier steering ratio. The standard turning circle of 11.5m is ordinary for a vehicle of this size (the much bigger Territory does it in 11.4) but the MaXX is woeful at 12.4m. For the MaXX's inner city target market, this could be a veto point.

Brakes are four-wheel ventilated discs.

Holden supplies a full-size spare but because it doesn't match the exact size of each alloy wheel and tyre package, it has to be speed limited to 80km/h under ADR requirements. Most importantly, the spare wheel storage will accommodate all the various alloy wheel and tyre sizes if required.

COMPETITORS
Holden has already named the four-cylinder Toyota RAV4 as a prime target. And despite the Captiva’s V6 and seven-seat capacity pricing and equipment are similar at mid-level.

The Toyota Kluger with its choice of five or seven-seat capacity is closest in engine and most body dimensions but starts at almost $6000 more. While the Captiva is capable of the same role as the Territory with an equally big saving, it is a class below the Ford's more sophisticated all-wheel-drive system, extra space, power and refinement.

Don't dismiss Holden's Adventra V6 especially with its 'clearance' pricing before it is withdrawn. It too has a superior all-wheel-drive system and offers plenty of space and refinement for the money.

For bigger loads and towing, the Captiva could add up better than a Honda CR-V which offers the same limited all-wheel drive capabilities and a similar compromise between luggage and passenger space after it hangs its spare outside. The Captiva's rough road suspension package, extra ruggedness and V6 power win out as prices start to converge at upper CR-V level.

The latest Suzuki Grand Vitara is worth a look when it pushes the offroad quotient further. The availability of a proper dual range and manual option is a reflection of the more rugged emphasis.

The Ford Escape/Mazda Tribute twins have always offered an agile compact package with similar V6 grunt but Captiva prices and equipment now make them both look expensive. Both offer better offroad ability with a lock-up centre diff facility.

Also very close in concept and packaging is the latest Hyundai Santa Fe which struggles at the price with its extra weight, too small 2.7-litre V6 and basic four-speed auto. Ditto for the Kia Sportage...

The Mitsubishi Outlander 2.4 is an also-ran. Under Mitsubishi's clearance deals with a new model due soon, it can be good buying but no match for the Captiva V6 in grunt. This will change with the new model.

That leaves the Subaru Outback, a vehicle that sits lower and is generally more car-like in finish, refinement and high speed handling. Even if it offers a manual with dual range and a choice of four and six-cylinder engines, it cannot match the flexibility and price of the Captiva seven-seater versions.

The launch route was a lengthy 450km drive that incorporated stop-start city work, long highway stretches and challenging fast private roads with loose, dry dirt and ruts. It is significant that Holden provided no opportunity to test offroad ability.

The first thing to notice is egress thanks to large front and rear seats and generous door apertures. This is an Aussie-scale vehicle with comfortable if slightly flat seats and a good driving position.

The cabin even at base level doesn't feel cheap with a similar handbrake to the VE Commodore but with a much better action and hand grip. The gauges are refreshingly legible and the vision is good. Unlike so many recent releases, it is a car you can jump in and drive and feel comfortable without having to study the handbook.

The Captiva's V6, probably as a result of its smaller capacity, seems more willing and smoother than the similar engines in the Commodore. The Active Select sequential shift's pattern is the reverse to the Commodore -- why no consistency, Holden?

The Captiva's electronic multiplex controls including turn indicators are superior to the lifeless items in the current Astra and have obviously benefited from another generation of development. Indeed, this is the overwhelming take on the Captiva. It seems far better than its price and station in life would suggest and does not feel like a mid-$30,000 import.

Its ride is really well controlled on loose rural roads. While its handling is typical plough-on front-drive understeer under these conditions, the ESP steps in at just the right time to bale you out if you overcook it, within reason. For a family wagon, it is secure and safe.

On the highway, it is quiet and cruises easily but needs a double downshift for swift overtaking. The grunt is there and more accessible than most small V6 engines but the weight means it falls some way short of a Falcon or Commodore in terms of immediate acceleration.

On smooth surfaces, the LX's larger alloy wheel and tyre package offers superior grip and tauter handling at high speeds while the higher-profile tyres on the SX and CX generate a superior ride on broken surfaces.

Overall, it is not brilliant in any particular area but its styling and cabin presentation accurately represent the vehicle for what it is. It defines a new but tidy 'middle of the softroad' at a very tidy price.