Holden Captiva 5 2014 Review

A stalwart among the SUV segments in recent times, the Holden Captiva range remains popular, despite the influx of newer competition.

But where the seven-seat variant [Captiva 7] remains competitive in the sales race, coming in third in year-to-date sales with 8254 units sold (behind the Toyota Prado and Jeep Grand Cherokee), its five-seater sibling [Captiva 5] is slipping down the ladder, selling only 3945 units to September this year.

That places it ninth in the ‘Medium SUV under $60,000’ segment, some 12,698 units behind the segment-leading Mazda CX-5.

Narrowing our focus to the Captiva 5, tested here in entry-level LT form, initial impressions leave little doubt as to why fresher opposition is putting the Holden in the shade. Styling is subjective, but the slab-side, almost utilitarian look of the Captiva sets it at a disadvantage to edgier opposition, such as the CX-5, Ford Kuga and Nissan X-TRAIL.

The same is true of the interior, which definitely feels its age. The centre stack appears over a generation old with its bland appearance and feature-poor multi-function screen. Not only that, the fittings and fixtures feel low-rent and are in some cases poorly affixed; the HVAC control panel, for example, shows exposed holes where you’d expect screws, complete with caps to hide them from view. Other items, such as the armrests, are almost non-usable, given the harsh, hard material used to form them.

Besides a choice of LT or LTZ trim specifications two trim levels, Captiva 5 buyers are offered a choice of petrol or turbocharged diesel engines, manual or auto transmissions and front- or all-wheel drive, meaning there’s variety aplenty.

Our test vehicle is powered by the 2.2-litre turbocharged four-cylinder diesel engine, available from $32,690 (plus on-road costs). Its numbers are reasonably impressive – 135kW with a robust 400Nm torque – and it's coupled to a six-speed automatic transmission with Holden’s ‘Active Select’ all-wheel drive system.

This system is ‘on-demand’, meaning the Captiva 5’s static state is as a front-driver; only when slip is detected does torque move to the rear axle. Claimed combined fuel consumption for this combo – remembering it has to lug 1845kg – is a not-particularly-outstanding 8.2L/100km.

While competitively priced, the LT equipment level could be considered sparse, with manually adjustable cloth seats in place of the heated, eight-way electrically adjustable (for the driver) leather-appointed pews you find in the LTZ, available for only $3000 more.

Thankfully, both have air-conditioning vents through to second-row occupants. Curiously, an electric sunroof is listed as a no-cost option for either variant. The LT rides on 17-inch wheels as standard, with 18s a no-cost option.

Auto headlights, cruise control, Bluetooth connectivity are among the few equipment highlights, but practical safety measures including front and side airbags for driver and front passenger along with curtain airbags are welcome and vital.

ISOFIX child seat mounting points are also included, and the second-row is split 60:40 to allow access to a 430-litre boot; with the rear seats folded, cargo capacity expands to 865 litres.

After you buy, Holden’s capped-price servicing plan is valid for the Captiva 5. This covers you for the first four services, with intervals set at nine months or 15,000 kilometres, whichever comes first. There’s also a complimentary check at three months or 3000 kilometres. The service price is set at $375 for the diesel variant here; opt for a petrol model and that drops to $245.

Holden’s standard three-year/100,000km warranty is offered, though this can be extended at extra cost. Roadside assistance is complimentary for the first 12 months of ownership.

Climbing into the cabin reveals decent all-round vision – all the better to be disappointed by the interior plastics. The diesel starts with an intrusive chatter that doesn’t ease as the engine warms through, but engaging drive has the Captiva 5 pulling away with confidence.

The engine also smooths out once under load, to the point where the vehicle cruises with reasonable NVH (for a diesel) once up to highway speed. At any engine speed, the donk is torquey and responsive. Throughout the test, conducted over our usual mix of highway, city and country driving, the Captiva 5 averaged out at 9.5L/100km.

The six-speed auto is an inoffensive companion, and local Australian tuning has made the Captiva 5 ride and handle decently enough, with good stability provided on sealed and unsealed roads.

Inoffensive. That actually sums up the entirety of the Captiva 5 experience. From its styling to the drive, it blends into the crowd, rather than stands out. It does most things well enough, but fails to excite, particularly with the cheap interior fittings and lack of specification.

Hopefully a facelift can reassert the Captiva 5 towards the top of the Medium SUV checklist, but for now it trails behind more complete opposition.

Also consider:
>> Ford Kuga (from $27,990)
>> Hyundai ix35 (from $26,990)
>> Mazda CX-5 (from $27,880)