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THE
Chevrolet Captiva brands itself as a good alternative to
other crossover SUVs (such as the Honda CR-V) due to its
value for money, equipment
 abundance
and pleasing outside design stance. But can it make
buyers look past significantly better competition?
The Audi
Q7-like exterior proved to be an instant onlooker
magnet, with over ten people asking this writer about
the vehicle. The faux mesh cooling aids under the
side-mirror housings give an impression of speed, while
the roof rails and silver front and rear center
splashguards hint of its utility.
Inside,
an aluminum beltline (plus silver accents on the
steering wheel, middle A/C vents, door pull handles and
A/T stick) breaks the dark-gray monotony, giving it a
touch of class. Also, grab handles (similar to the ones
on the BMW X5), two electric outlets and the grippy seat
fabric portray a ride in style and comfort. The audio
entertainment is top-notch, but the same cannot be said
of the A/C; constant use of the blower two setting is
needed to get decent cooling within the cabin.
The
Captiva has great storage ability. Under-tray areas
below the flat cargo floor, nine cup holders within the
cabin, a two-section glove box and numerous storage
areas make it suitable for long trips. The cargo area
can handle five to six DHL Jumbo boxes, and the second
row folds flat for swallowing additional load. The rear
hatch has a separate partition for the glass and the
hatch proper, and the former can be accessed via a
button on the key fob or on the driver’s side armrest,
which makes loading groceries quicker. About the only
negative, storage-wise, is the storage bin above the
head unit; far better for it to be used as a
performance-indicator screen.
The
kudos given to the interior and exterior masks its
performance shortcomings. Acceleration is slow, with
high powerband entry (2,800 rpm). Middling is its top
speed (190 kph) and fuel consumption is bad (6.1 km/l,
five days mixed driving), and not helping much, either,
is the five-speed
A/T, which has a tall fourth gear and a useless manual
mode. Getting into the powerband was much quicker using
“Drive” instead of the manual mode. The need for forced
induction or GM’s 3.2L Alloytec V6 (found on the
Captiva’s Opel Antara platform twin) is obvious for its
gas variants.
Whatever
sins done by the engine and tranny are absolved—or
perhaps absorbed—by the suspension. The ride laughs at
all potholes, there’s little NVH (noise, vibration,
harshness) and body roll, and traction breaks at 70 kph.
Steering is light in feel but low in response.
Also
helping out are its safety features. The four-wheel disc
brakes grip hard and the ABS wakes up at one-half pedal
effort. The doors automatically lock when the SUV hits
17 kph, there are turn signals on the side-mirror
housings and the pleasing seat-belt warning chime
incessantly tells you to buckle up. Also, the Captiva
has high-strength steel used in the body shell that was
designed to spread crash forces over distinct load
channels, therefore ensuring occupants’
safety.
The
launch of the Chevrolet Captiva—and a subsequent number
of these crossover SUVs on the road—showed a welcome
change from its box on wheels, gas-guzzling large SUV
American brethren. It may be lacking in performance, but
is great in everything else.
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