CAPRICE V: Flagship for the Australian Industry
Excellent performance with good economy, supple ride, great steering, enormous rear compartment
Too-thick A-pillars restrict forward vision, no split-fold rear seat feature to maximise versatility
Introduction
The Caprice name evokes a long history. In 1974 the original Caprice was Holden’s answer to the Ford LTD. The LTD was a more luxurious edition of the Fairlane but built on an even longer wheelbase. Holden though was satisfied that the Statesman De Ville was already sufficiently longer than a Kingswood or Premier. From the introduction of the XD-based LTD (FC) in 1979, the plushest local Ford shared its wheelbase with the Fairlane (and Falcon wagon).
For many years the Ford luxury pair dominated their Holden rivals but by the end of last century, the Statesman and Caprice were clearly on top. More recently, demand for such big cars declined and Ford dropped both the Fairlane and LTD in December 2007.
Boldly, Holden had reconfigured the Caprice as a luxury model with a sporting flavour some years earlier and this had the effect of moving demand away from the cheaper model. Statesman/Caprice sales were predominatly to private fleet and governments, but this more appealing Caprice was intended to woo individuals who saw more sense in paying $70K for a topline Holden than double or more this sum for a European or Japanese prestige sedan.
In VE Series II guise the Caprice further capitalises on this repositioning. Indeed, its introduction saw the demise of the Statesman badge. If you want a six-cylinder long-wheelbase Holden it’s called a Caprice. Choose the V8 and what you get is the Caprice V, which is the subject of this review.
Exterior and Interior Design
From launch in July 2006 the long-wheelbase VEs impressed with their lovely proportions and especially the rakish curve of the roofline. Only minor changes mark the Series II and the most important is out of sight – underbody panelling which improves the aerodynamics for better fuel economy.
Far and away the worst aspect of the design is the thickness of the A-pillars which cut into forward vision.
Despite the almost coupe-like curvature of the rear roofline, there is no compromise to headroom.
Most earlier Caprices featured lavish cabins with rather too much glitz for the taste of those reared on European cars. But the VE Series II Caprice interior has a cool, understated feeling. The test car was silver with black leather and the aluminium-style fillets on the dash and tops of the doors toned in superbly.
In contrast to its predecessors this car does not have the feel of a mainstream sedan to which numerous luxury items have been added. Instead, it feels like an integrated package which exudes – rather than bellows – luxury.
Briefly, in the ‘90s both the Caprice and LTD used genuine Australian timber highlights in their cabins. This was a nice touch, even if it looked like the afterthought it was. But the genuine item soon gave way to fake wood, especially garish in the Holden. Its loss should cause no regrets from customers and the new cool, urban look might well tempt some customers out of European or Japanese models.
This is undoubtedly the most tasteful and elegant Caprice to date.
Accommodation
The biggest surprise on lowering oneself into this plush cabin occurs when you turn your head and look at the rear seat. This is a very plush arrangement with room for two but contouring to favour two. The legroom is absolutely vast. No car within $200K of the price comes close to matching the space equals luxury formula that defines the Caprice. And the leather upholstery is magnificent, lovely to touch and highly aromatic: you can literally smell the luxury! (It’s a higher grade hide on the V variant.)
Rear passengers enjoy a DVD player with twin screens and head sets. The climate control is separately adjustable in the rear (making it tri-zone).
The centerpiece of the Series II Caprice’s restyled fascia is the colour monitor for the Holden-iQ infotainment system. At 6.5 inches this screen is the ideal size for the many purposes and is superbly integrated into the neat dash. The satnav has its speaker using real English, eg “stay straight on the current road for a long time”. But like every other system currently on offer it makes many errors with speed zones, so you’re always going to be better advised to trust the road signs, myriad though they are.
Bi-xenon headlights, parking sensors and a rear-view camera are standard. Blessedly, there is a full-size 18-inch alloy spare wheel.
You simply cannot get more lavish accommodation for the price.
Performance and Economy
Beneath the bonnet resides a magnificent 6.0-litre V8 which not only delivers 260 kW of power through a six-speed automatic transmission, but can run on up to 85 per cent ethanol (E85). Furthermore, much of the time four of the eight cylinders shut down for improved fuel economy and the changeover is discernible only by a readout; call it AFM (Active Fuel Management) and count another acronym!
The trip computer indicates mid to high 8s per 100 in highway cruising. Think of the progress: a 1974 Caprice with way less power used about twice this.
Ride and Handling
The Caprice is a great car to drive and completely belies its size. That old saying that a good big car shrinks around you on the road is exemplified here. Its long wheelbase facilitates an even plusher ride but takes nothing from the Caprice’s brilliant handling. The steering is fantastic with perfect weight at the time at all speeds and quick responses. Here, effectively, is a sports sedan in a limousine’s formal attire.
Rivals
The Ford LTD was never this good and has been gone since December 2007. Chrysler’s imposing 300C comes closest but cannot approach the Caprice’s sprawling room.
Summary
In the not so distant past the Caprice was a brash car with good road manners. Now the brashness has been banished and the dynamics are even better. This really is a great Aussie luxury car which exacts no compromises in equipment, style or image. Be proud of the badge!
Holden
