We really didn't mind Holden's new Trax we
drove last month in Australia, and after a week here at home that feeling
remains. Damning with faint praise then? Perhaps. We were fully prepared to not
like it, given Trax uses the same 1.8-litre mill that graces the Cruze Equipe.
In that car it is acceptable only if you're never in a great hurry.
So it was something of a surprise to find
the new Trax LTZ- the more lavishly appointed of the two offerings - an almost
sprightly city SUV. It's not as if the 1.8-litre engine is transformed here -
it's not- but nor does it feel out of its depth. Amazing what a 100kg
difference can do, yes?
The
Holden Trax makes itself one of the strong considerations with its
above-average driving manners, appealing interior, and bountiful equipment
count
Er, no. We'd been led to believe the Trax
was much lighter than Cruze but the reality is different, despite it being
based on Barina mechanicals. The Trax LTZ was only 32kg lighter. However, it is
quicker than Cruze, by about half a second on both measures we make, mainly due
to its lower gearing; 100 in sixth equates to 2,500rpm, though it never seems
busy at that. Fuel use figures are much the same as for Cruze, quoted, at 7.5
and 7.6L/100km, but we only saw less once, on the motorway, after a trip
computer reset. Most of the time figures in the nines were the norm for
extra-urban running, and we saw a worst of 14L/100km.
The
interior is clearly related to the Barina’s, though there’s a better execution
of the circular rev counter and rectangular digital speedo, and the readout
instrument cluster design itself
But performance was noticeably more
forthcoming than in Cruze. If you've been easing along at 85km/h or so,
following some plonker who just cannot seem to find space or time to pull over,
the first passing opportunity has the Trax transmission kick down a couple of
gears and suddenly the engine is screaming at you, as it hikes up its
sideskirts and does the business. It's a bit of a rude awakening but the auto
is adaptive and selects the most appropriate gear, generally fourth at open
road speeds. Below about 3,500rpm there's no real sign of cooperation - out of
town mind - and that's unsurprising as peak torque arrives at 3,800rpm. For hasty
progress you're best off running the engine in the 4,000-5,500rpm range, but
we'd not recommend chasing higher engine revs than this, for reasons of noise
pollution in the cabin.
The
touchscreen has strong graphics, features large icons for functions that are
easy to spot at a quick glance, and it’s simple to pair your smartphone via
Bluetooth
But in town, and after we had finished the
running in touches, there's hustle happening from below 3,000rpm - 90 per cent
of torque on tap from 2,400rpm - making it a handy runabout, given compact
dimensions and excellent outward visibility.
Trax also looks smart, is priced well, and
the suspension is tried, tested, modified and magic-touched by Holden
engineers. In LTZ trim, with its wider, lower profile footwear (on 18-inch
alloys), the handling is surprisingly able. Body control for a tallish vehicle
is impressive, and there's little deviation from the chosen line as you push
on. The Continental rubber grips enthusiastically, without being too noisy, and
the electric steering doesn't feel as artificial as on most such offerings.
The
Trax’s powertrain is essentially the same 1.8 litre naturally aspirated inline
four as used by the Cruze, and in the Trax it’s perfectly adequate for everyday
motoring
If you're more the easy-going sort, and
value comfort above everything, we'd suggest you pick the $32,990 base LS model
instead. It's a touch quieter and easier riding, though the LTZ isn't far
behind. So the LS misses out on the bigger alloys, the one-touch seat heaters
(of dubious value given they're either piping hot or off), a trip computer, fog
lights, an under-seat drawer, and seat coverings in artificial 'sportec'
leather. But it still gets the My Link functionality, including Bring Go sat
nav, audio streaming and there's even a 230v charging point for lap tops. It
doesn't look as good on its 16-inch alloys but the $2,500 savings will buy you
plenty of 91 unleaded fuel which it uses. Our drive vehicle allowed traffic
fumes into the cabin with the ventilation set on recirc, something we noticed
on the original launch drive.
The
Holden Trax can boast a bigger boot than the Barina’s – 66 litres extra for
346L (which more than doubles again with rear seats folded)
In other ways, the Trax is competitive with
what else is available in this burgeoning class. For these vehicles are
essentially roomier alternatives to compact hatchbacks. There's surprising room
in Trax; use the full split folding facility and the flat -floored area is
evidently good for 1,370L of gear if you're prepared to pack it to the
roofline. And with seats back in situ, fitting a couple of adults in the rear
shouldn't prove an issue, while there's room for 356L of guff behind said
passengers. Moreover, Trax offers easier access through larger doors, and with
seats set slightly higher not so much of an effort is required to hop in or
out. While the marketing involves hip young things doing trippy city stuff, the
likelihood is that this front driver will be bought mainly by empty nesters. Or
perhaps couples with one or two littl'uns. Both value ease of access, and this
beats a hatchback hands down.
This vehicle has the potential to do good
incremental business for Holden. Canny buyers will get the best value from the
LS variant.
