Holden Captiva LTZ 2016 Review

Holden Captiva LTZ
Road Test

Like a coach trying to coax one more season out of a veteran football star, Holden has given its Captiva SUV yet another refresh. The smaller five-seater version has been dropped, leaving the more popular seven-seater to go it alone. Here we are testing the top-spec LTZ turbo-diesel, which adds some luxury and safety equipment to an already attractive price. But like that footballer, the Captiva is past its best, and really needs to make way for a fitter replacement.

For us humans turning 10 is a big deal, but it’s not really something to celebrate when it comes to cars.

But that’s the milestone about to be marked by the Holden Captiva SUV. Sure, it’s been through a couple of updates along the way, but essentially it’s the same vehicle as the one launched back in late 2006.

The problem for the Captiva is engineering, design and technology moves on rapidly and at some point a car company has to renew if it is going to keep buyers interested.

There are big things in the works for Holden’s SUV line-up which should become clearer soon, but the Captiva must soldier on into 2017 before that starts to roll-out.

Until then it’s a case of sharpening the pencil and offering the best deals Holden can. Such is the case with the latest facelift of the Korean-built Captiva, which Holden has now had on the market for a few months.

This is the flagship of the three-model range, the Captiva LTZ. For $41,490 (plus on-road costs) you get a seven-seat mid-sized SUV with a 2.2-litre turbo-diesel engine, six-speed automatic transmission and on-demand all-wheel drive.

This vehicle used to be called the Captiva 7, a reference to its seat count, but the numeral has been dropped along with the smaller Captiva 5.

Externally you can pick the latest Captiva via its new grille, front fascia and LED daytime running lights. Internally there is an upgraded infotainment system that includes Apple CarPlay and Android Auto smartphone connection and a new MyLink touch-screen.

That adds to a standard equipment list that already includes a sunroof (a delete option), leather interior trim, dual-zone climate control, eight-speaker audio with Bluetooth streaming, heated front seats and powered driver’s seat, side steps, roof rails and 19-inch alloys.

However, the addition of phone projection means satellite-navigation is no longer an integrated feature – you access it through your phone if its compatible and you have coverage. A 16-inch steel spare wheel is offered as a no cost option.

More important than the smartphone upgrades are the addition of blind-spot monitoring and rear cross-traffic alert, both important functions in a vehicle that is big, long, high and wide.

Safety equipment already standard includes a reversing camera, front and rear parking sensors, a five-star ANCAP rating and six airbags. However, the curtains do not stretch all the way to the kids-only third row.

That’s a classic example of the impact of aging technology and it’s an issue that can only be fixed by a new-generation platform.

And the same applies to the efficiency and space utilisation of the Captiva’s cabin. Second-row knee-room is poor if an 180cm adult sits behind another 180cm adult. The 60:40 split-fold second-row seat does not slide fore-aft like newer opposition in the category does, making access to the third-row clumsy.

And once back there headroom is limited and the proximity to the rear window closer than rivals such as the new Mazda CX-9 and Kia Sorento, which we tested the petrol V6 version Captiva LT against recently. Fold rows two and three flat and there’s 930 litres of storage space available, which isn’t at all impressive.

Up-front the Captiva has flat seats and ordinary build and materials quality, including plenty of rather average looking and feeling plastics. The large steering wheel adjusts for reach and rake, which helps find a decent driving position, but you do feel like you are sitting deep within a very tall and narrow vehicle. There are also a frustrating lack of details touches; there’s no number or marker to tell what speed the cruise control is set at and the touchscreen is pretty small.

The best thing about the instruments and controls is Apple Carplay, which is very easy to use.

One thing we can assure you based on that recent comparo is the turbo-diesel version of the Captiva being tested here is a far better drivetrain than the petrol 3.0-litre V6 also available in LTZ trim for $40,490.

The 2.2-litre four-cylinder jumps quite quickly off the line and continues to accelerate forward with enthusiasm. With 400Nm on tap between 1750-2750rpm there is a bit of meat to work with for overtaking and hill climbing. But it gets noisy when it is cold or pushed closer to its 4500rpm redline, adding to a cocktail of road noises that invade the cabin, most notably on coarse surfaces.

Fuel consumption is no great shakes. We averaged 10.3L/100km for our week of varied driving, against a claimed average of 8.5. An Eco Drive mode can be engaged but that really dulls performance down.

Rolling on multi-link suspension and a self-levelling rear-end, the Captiva LTZ rides with a terseness and bump intrusion that suggest Holden’s engineers were trying to get a sporty compromise of the type Mazda achieves with its SUVs. But the Captiva is too old and lacking in chassis rigidity to comply. It just ends up being harsh, especially on those big 19-inch wheels.

Steering is heavy and dull, so you end up banging, crashing and rocking and rolling ponderously along the road. Manoeuvring in tight space isn’t helped by the friction that clogs the steering rack, or the turning circle claimed to be under 12.0m that feels bigger.

All that shouldn’t be a surprise. The Captiva is old, tired and well past its use-by date. The new generation replacements can’t come soon enough, especially considering the fundamental changes Holden is about to go through and its need over the next few years for a strong SUV line-up.

But for now, money talks and Holden is still selling quite a few Captivas. If you’re interested, then just be aware of what you’re buying … old tech transport and nothing more.

2016 Holden Captiva LTZ pricing and specification:
Price: $41,490 (plus ORCs)
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 135kW/400Nm
Transmission: Six-speed automatic
Fuel: 8.5L/100km (ADR Combined)
CO2: 224g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Also consider:
Hyundai Santa Fe (from $38,490)
Kia Sorento (from $40,990)
Mazda CX-9  (from $43,770)