Holden Trax 2013 Review

Holden Trax LS and LTZ

Holden has had more than just a little involvement in the development of the new mini SUV for global markets.

The local General Motors subsidiary has handled drivetrain calibration for over 20 different markets around the world. Holden's suspension and steering calibration has been adopted for Trax in places as diverse as South Africa, Israel and Russia – as well as Australia and New Zealand off course. And in a global design 'competition', Holden's frontal styling treatment was chosen ahead of others from different GM design studios around the world. General Motors design chief Ed Wellburn simply preferred Holden's concept over the rest. 

That said, the Trax, built in Bupyeong (Korea), is not the sort of car for which Holden's local R&D team is known, although Holden's involvement is not without precedent, having taken the lead on the design of the Chevy YGM1 that previewed the original Suzuki Ignis-based Cruze. 

If you recall the high-riding Cruze then it suffices to say that Trax is more of the same: a well-equipped small car with SUV-style packaging aimed at people who like the commanding view of the road SUVs afford – but not so much the Exxon Valdez-like manoeuvrability and environmental issues.

In two distinct ways the Trax is set apart from the original Cruze. It looks better, but only offers front-wheel drive.

Standard equipment includes 16-inch alloy wheels (with a full-size steel spare), cruise control, auto-on/off headlights, a seven-inch infotainment touch screen, MyLink, reversing camera, rear parking sensors and Bluetooth connectivity with audio streaming. 

Additionally, seats are trimmed in Jet Black cloth and there's air conditioning and a leather-bound steering wheel with remote audio controls. The audio system also integrates USB/iPod ports for Bluetooth-compatible phones and SIRI eyes-free. Other apps MyLink will support are: Pandora, Stitcher, TuneIn Radio and BringGo navigation. Holden warns that not all apps will work in all Trax variants and iPhones must be connected directly to the car by its USB cable for the apps to work.

Holden offers the LS level of trim with the choice of the five-speed manual transmission or an optional six-speed automatic at extra cost. Ordering the auto will take the price of the Trax LS up to $25,690 – a $2200 premium. 

Sitting above the LS variants is the Trax LTZ, which is auto-only and priced at $27,990. Extra equipment for the flagship model includes heated front sports seats, fog lights, storage tray under the passenger seat and a trip computer.

The 16-inch alloy wheels fitted to the Trax LS are fitted with 205/70 R16 tyres, but those fitted to the LTZ variant are 18-inch rims shod with 215/55 R18 tyres. 

Another minor concern is the wheel arch intrusion in the front passenger's footwell, which might pose a problem for that occupant if the seat needs to be further forward to accommodate someone taller in the rear seat. Seat comfort and support in the Trax was adequate rather than exceptional. 

Holden designers have sought a simple, uncluttered look for the instruments and controls. The instruments are clearly legible, with a large analogue read-out for the tachometer and a digital display for the speedo. 

It's a similar story with the controls, which are mostly located appropriately, although the handbrake lever is placed closer to the passenger seat. 

Luggage space, notwithstanding the full-size (16-inch) steel spare under the floor, is commodious and practical, with a loading height that should meet with the approval of most owners. 

At entry level, the engine in the Trax LS drives to the front wheels through a five-speed manual transmission. Fuel consumption for the manual Trax is rated at 7.0L/100km, and with the option of a six-speed automatic transmission, (taking the price to $25,690), rises to 7.6L/100km. The automatic is standard for the upper level Trax LTZ, and engine output peaks at 103kW and 175Nm with both transmission options. 

At 4278mm long (on a 2555mm wheelbase) and 1776mm wide, the Trax is smaller than many of its segment rivals, not least of all the popular Nissan Dualis. Yet the Trax, for all that, yields 908mm of rear-seat legroom and 356 litres of luggage capacity. 

MacPherson struts are complemented by a torsion beam at the rear and the braking system comprises front ventilated discs and rear drums. 

Safety equipment consists of six airbags, stability/traction control, Hill Start Assist, Descent Control system, break-away brake pedal and ISOFIX child safety seat anchorage. The vehicle is constructed for optimal strength and stiffness, with 65 per cent of the structure formed from high-strength steel. 

According to VFACTS, sales in the segment for the year to date have almost reached 43,000 units – and the lion's share has been divvied up between Hyundai ix35, Nissan Dualis and the Mitsubishi ASX. Those are the three principal competitors to the Trax, which will go on sale Mid-September, beating Ford's EcoSport to market by at least two months. Other cars that might be considered rivals to the Trax will be the Renault Captur and Peugeot 2008.

It was probably a slightly tougher test of the car than Holden intended, given the company promotes Trax as an 'urban SUV'. Noise suppression was generally very good, even with strong gusts of wind encountered during the program. Tyre noise was remarkably well suppressed for a re-bodied, raised ride-height hatch selling from under $24,000. The only source of noise that could be considered sub-par was the engine, with the throttle opened up. 

And this is the most prominent flaw in the Trax – its 1.8-litre engine is shrill from around 5000rpm up (but with relatively little vibration given how loud it is). The engine noise builds faster than the car actually accelerates. Bear in mind that this car is selling in the same market segment as Volkswagen's Tiguan and the Skoda Yeti, which are only marginally more expensive, but powered by engines considerably more refined. 

That said, many Trax buyers are unlikely to use the full rev range available to them. There's enough torque for acceptable driveability at lower revs, helped by automatic transmission gear ratios that have been chosen more for acceleration at lower speeds. But the higher ratios are spaced further apart to step up to open-road speeds. This prolongs the wait for the engine to reach redline, but the way power is delivered leaves the way open for short shifting – to achieve the same or similar rate of acceleration. 

Fuel consumption in the auto Trax LTZ was around 8.0L/100km over a multi-stage drive program mostly comprising open country roads. 

In certain respects, the automatic transmission is preferable to the manual; not least of all the extra cog and different gearing. At 100km/h the auto-equipped Trax is cruising along at around 2800rpm, whereas the manual car, with only five forward speeds, is hovering around 3200rpm. The six-speed automatic shifted smoothly, but even with Holden's powertrain calibration work the transmission occasionally hunted on hills, with three aboard. And while the calibration has certainly ironed out any power delivery hiccups, it can't overcome the engine's middle-ranking performance. 

In the case of the manual variant of the Trax LS, the shift quality was light enough and relatively precise, but the clutch take-up was high, forcing me to move the seat aft and pull the wheel further back. It's a credit to the Trax's packaging that there was still room in the rear for an adult. 

Steering provided more feel than expected after driving Holden's mid-size Malibu tested a few months ago. The Trax offers assistance that's about spot-on for the vehicle's target buyers. Trax turns in well and provides consistent handling and grip, only becoming unsettled over mid-corner bumps. 

Ride quality is acceptably good with either wheel and tyre combination – albeit better on the Trax LS model's 16-inch wheels. At open-road speeds the ride firms up however. On unsealed roads the Trax proved composed for the most part, other than being deflected by larger corrugations. 

The Trax, without all-wheel drive – and no diesel engine in the pipeline – will not readily go any further off-road than any small front-wheel drive hatch, but that's not really its job description. It's more at home in the suburbs, and it's well priced for its comprehensive equipment. Buyers will be drawn to the looks of the Trax as well. 

In short, watch the sales figures for the last quarter of 2013; there's sure to be a surge in Holden sales around that time as the Trax hits the local market. 

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