Chevrolet Captiva full review | TopCar

9 Apr 2015 | Author: | Comments Off on Chevrolet Captiva full review | TopCar

Chevrolet Captiva


November 15, 2011

THERE ARE NO rivals for the top-end Captiva if you rank as starting points a output V6 petrol motor, auto gearbox, seating for (at a pinch) and on-demand four-wheel system. Add the fact it is of monocoque or construction, and it is separated even from those more ladder-frame, transfer-case enabled such as the Fortuner and Pajero

Your best bet on price and considerations would be Kia’s Sorento, which is not offered the 4WD option if you also want seats and a petrol engine. Hyundai’s Santa Fe will up the when the revised model is for SA?

Lower-end Captivas with 2.4-litre petrol engines can seven seats and great against a host of all-comers Nissan’s X-Trail to Mazda’s but head upscale with the levels of kit and the price-value link is tenuous. What then, are the deal clinchers?

A recent revision has left the pleasing bulbous shape its bold upwardly-rising shoulder prominent arches and clamshell untouched. Instead look out for the new vents and a grille that of a Big Mac burger gift-wrapped by Chevrolet.

The end is far bolder than before, the are neatly contained by a sweep of plastic underliner, polycarbonate now protect the headlamps and, in to roof rails, side are now part of the trail-blazing image. The LTZ it all with attractive 19-inch riding on 235/50 profile A key feature is the strongly ribbed less successful is the high end.

But for a 4.7m long it contrives to look remarkably

As an exercise in packaging, the Captiva the Tardis test with It’s huge inside. third row of seats pulls up from a flat boot (covering a full-size spare), and two people can fit there but precious luggage in the 103 litres that’s behind them.

Lose the junior soccer full backs and bootspace is a 477 litres, flopping the split row down takes space to 942 and if you want to carry ladders and the the front passenger seat forward as well. Neat.

The of materials has gone up a sombre or two and the dash design and layout is more pleasing and functional before. The controls are easy to and use, just a tad short on and delight. The LTZ features cowhide it counts, and while the seats are supportive and electrically adjustable, the and uniformity of finish is not yet top drawer. But it’s easy to use and appears a vital family-car trait.

New apart from additional NVH material (including a thicker and more bulkhead padding), blue instrument lighting and an feature called RVC (Regulated Control) which attenuates spikes from the alternator to the life of the switchgear and battery. Add in the control, rear park cruise control, RDS enabled unit with 8 speakers and Aux and Bluetooth, the electric parking which frees space for a deep centre console in LTZ), the many storage drinks holders and choice pockets for all except one of the rearmost and you have a great travel

And did we mention the four-star NCAP-worthy features? At this price however, the omission of integrated is a negative on the scoresheet.

Chevrolet Captiva

Large V6 petrols are not the usual choice of unless a Lexus badge is involved. They’re for towing and for those who hate the pastoral of a diesel. But this all-new mill has more of the good and of the bad than the old 3.2, using a of variable valve timing and and direct fuel injection to out 21 more Kilowatts for a small 9Nm sacrifice, while even the 10.6 litres/100km fuel and 253g/km C02 emission rating is credible and close enough to the real-world indicator we achieved on our route.

It manages a quiet, refined V6 at idle, powering up to a throatier at speed and revving creamily to the as a sophisticated V6 petrol should, about town manouevres an deal. Here, dabbling in the rev it’s well matched to the new automatic transmission, but on long on the open road it dithers on and needs a heavy heel to kickdown for overtaking.

It’s better to use the manual override Shift Control in Chev tapping the shift lever up or to keep the V6 on the boil. It’s than the previous five-speeder, but six ratios and a long top with closer intermediates, it’s no match for the new 7- and 8-speed benchmarks. once on the move the LTZ pulls effortlessly and is rated to tow a (braked)

Stiffer suspension and firmer has sorted out most of the body woes of the previous generation. a big vehicle, now better contained an understeer-prone front-drive bias, the extra heft of the all-wheel system comes into when the front wheels more than 12% of grip. The is a solid and wieldy drive, more ponderous than the machines equipped with the 2.4-litre petrol.

The electrically steering offers variable with typical … feel at speed and easy at parking pace, but typically connection with the wheels It’s a good tar cruiser, up undulations and rough patches of with aplomb and a keen suppleness, but fast driving on corrugated dirt highlights the inherent in larger wheels and springs, not to mention a few interior principally of the centre console on our unit. To be fair, the Captiva perfect manners on good surfaces, and this is where its traction and ground clearance are selling points.

Most buyers choose the 2.4-litre, front-drive only, transmission Captiva derivatives offer great value, from R300k. At R435k for the LTZ all the bells and whistles, the benefits of the driving position and extra fade against the lure of spending more and getting badge status, better or more off-road ability. good but not great in any area, of neat touches but not class-leading.

Not to away from its abilities and as a family car, it’s out on a limb, and the sensible choice is to buy a derivative.

Chevrolet Captiva
Chevrolet Captiva
Chevrolet Captiva
Chevrolet Captiva
Chevrolet Captiva
Chevrolet Captiva
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