The story of Holden’s precipitous fall from being the primary model to disappearing completely is a protracted and tortuous one.

There are a lot of explanation why it misplaced its spot on the prime, however one automotive encapsulates them greater than most: the Holden Captiva, or the Craptiva because it’s derisively recognized.

Holden had a protracted historical past of switching horses midstream with any merchandise not referred to as Commodore.

The Barina, for instance, went from being a Suzuki to an Opel to a Daewoo. We went from an Isuzu-based Gemini to a Nissan-based Astra after which a Toyota-based Nova, earlier than adopting the Opel Astra, dropping it for the Korean Cruze, after which returning to the Opel.

Then there was Holden’s mid-sized mess. After the Torana, Holden went from the Camira to the Apollo, Vectra, Epica and Malibu, with the Insignia thrown in for good measure.

In distinction, Holden was in keeping with the Captiva. However this time they overcorrected, sticking with the identical mannequin and making an attempt to maintain it recent for 12 lengthy years.

The Ford Territory had a equally long term, however it was a extra spectacular car that was designed and engineered particularly for Australia.

The Captiva, in distinction, was a GM Korea product that was designed for international markets, sometimes bought as a Chevrolet Captiva but in addition bought in South Korea because the Daewoo Winstorm.

You might argue the rot set in at Holden with the primary Korean Barina, the TK.

Normal Motors purchased Daewoo in 2002 and wasted no time utilizing its low cost and cheerful (or cheerless) merchandise to plug holes in its product lineup each right here and overseas.

The Daewoo Kalos grew to become the Chevrolet Aveo within the US (plus the Suzuki Swift+ and Pontiac Wave in Canada), and changed the critically acclaimed Opel-sourced XC Barina in 2005.

Being a extra budget-oriented mannequin, the TK Barina did permit Holden to supply a decrease base value, and it’s price noting Opel’s reliability and construct high quality was removed from one of the best within the late Nineties and early 2000s. Nonetheless, the TK was based mostly on a automotive already a number of years previous, and was no higher than the XC – and in lots of areas, it was worse.

The Daewoo Lacetti-based Viva was no less than introduced over as a supplemental small automotive, not as a alternative for the Astra. However the Epica was – inline-six engines co-developed with Porsche apart – an astonishingly bland mid-sized sedan at a time when this phase was experiencing a resurgence, led by the fascinating Honda Accord Euro and Mazda 6.

Then there was the Captiva, which was the most recent and freshest-looking GM Korea product of the lot. It used a brand new platform GM referred to as the Theta, and slotted in underneath the Commodore-based Adventra.

The regionally constructed Adventra hadn’t been what the market was searching for, endlessly sitting within the shadow of the Ford Territory that appeared extra like a devoted SUV than a jacked-up wagon. However the Captiva, whereas comparatively interesting at launch with its good-looking SUV styling, lingered like a foul odor – if a surprisingly common one, like a can of Brut.

It appeared promising at first. There was a 169kW/297Nm 3.2-litre Alloytec V6 underneath the bonnet and a alternative of five- and seven-seat configurations. A posher Maxx topped the vary, additionally sourced from Korea however utilizing the shorter, sportier-looking physique and distinctive inside of the European-market Opel/Vauxhall Antara.

A 110kW/320Nm 2.0-litre turbo-diesel four-cylinder engine sourced from VM Motori joined the line-up in 2007, beating the Territory in providing a diesel by a complete 4 years (although the Ford’s V6 oiler was on one other stage).

2009 noticed the V6-powered Maxx axed, changed by the Captiva 5 packing a 103kW/220Nm 2.4-litre four-cylinder engine and repositioned as a rival for the likes of the Toyota RAV4. The larger-bodied car was rechristened the Captiva 7.

A facelift got here in 2011, with refreshed styling, a $2000 value minimize on most variants, extra customary security gear, and a variety of latest engines.

These included a 123kW/230Nm 2.4-litre 4, the VE Commodore’s 190kW/288Nm SIDI 3.0-litre V6, and a extra highly effective VM Motori 2.2-litre turbo-diesel 4 with 135kW and 400Nm.

Whereas that was a reasonably substantial mid-life refresh on paper, by this level GM ought to have had (or been near) a brand new technology – the associated first-generation Chevrolet Equinox, for instance, had completed its five-year run by this level and was onto technology two.

Not so the Captiva. There was one other, minor replace in 2014, together with a value minimize with the seven-seat mannequin’s base sticker coming in at $29,990 earlier than on-roads, a sizeable $6000 lower than on the Captiva’s debut.

Lastly, GM gave the Captiva one other facelift in 2016, dropping the shorter physique fashion and the 5 and seven suffixes, upgrading the infotainment, and including new lively security gear on the top-spec LTZ.

Frankly, a Dodge Journey or Fiat Freemont was a better option in 2016, and but the Captiva was nonetheless the second best-selling three-row crossover that yr, behind solely the superior (if dearer) Toyota Kluger.

The aged Captiva helped set up (or arguably cement) Holden’s status as a purveyor of dated, low-price merchandise. It was persistently common with new-car patrons, which the automotive then burnt.

There have been a number of remembers for gasoline leaks, in addition to different remembers for points like steering shaft failures and brake valve issues.

There are widespread reviews of timing chain failures in V6 fashions, with turbo-diesel variations additionally experiencing oil leaks and turbocharger failures, and a few broadly reported transmission points. Nothing like some big-ticket failure objects to alienate clients.

Sadly, the newer however equally common Cruze has additionally earned an unenviable status for reliability points. As with the Captiva, there have been examples that didn’t undergo pricey points, but in addition quite a bit that did.

Value cuts had helped spur already sturdy Captiva gross sales, and in 2013 Holden bought 20,033 examples – virtually precisely twice as many as in its first full yr on sale.

Certainly, in most years Holden bought no less than 15,000 Captivas, with the seven-seat fashions proving the most well-liked, and it was solely in its twilight years that it trailed off. Holden lastly axed it in 2018.

Holden gross sales dropped under the 100,000 mark in 2016 to 94,308. They dropped barely once more to 90,306 in 2017, earlier than falling precipitously: the model bought simply 60,751 autos in 2018, 43,176 in 2019, and 16,688 in 2020, the yr it introduced it was closing down.

So how can a car that was clearly a serious quantity driver for Holden be thought-about a nail within the model’s coffin?

Fairly merely, the Captiva gave the impression to be merely one of the best factor Holden might get its fingers on from the worldwide portfolio, and bought solely on metal-for-the-money.

Rival Ford had developed an acclaimed, Falcon-based crossover for Australian situations, Holden had tweaked a extra budget-oriented Korean car.

The variations in philosophy had been additionally clear throughout the respective mannequin ranges: Ford dedicated to sourcing its small and mid-sized automobiles from Europe, whereas Holden moved away from utilizing Opels to GM Korea merchandise solely to reverse course later. A rumoured VE Commodore-based crossover to rival the Territory sadly by no means got here to be.

You might argue Holden didn’t have a lot of a alternative within the matter, and no less than it priced the Captiva sharply. The Captiva’s Opel cousin was virtually as long-lived, maybe as a result of GM’s chapter interfered with its product plans.

The second-generation Chevrolet Equinox wasn’t inbuilt right-hand drive, nor was the first-generation GMC Acadia, Chevrolet Traverse, Buick Enclave and Saturn Outlook quartet. There was nothing else for Holden to fit into this common phase.

Alas, the Captiva’s purple spot particular status made it that a lot more durable for Holden to promote the bigger, significantly extra spectacular Acadia – if clients are used to getting a seven-seat Holden for as little as $30,000, why would they wish to pay over $40,000 for one?

That was a disgrace, as with the big Acadia and mid-sized Equinox, Holden lastly had some genuinely aggressive (if nonetheless not class-leading) crossovers. They merely arrived too late.

Holden’s picture had been eroded considerably by the point GM determined to show off the lights.

Swapping most of its vary to GM Korea-sourced fashions supplied solely a quick enhance in quantity for the model, and ended up creating long-term status injury. The Opel autos they changed could have had reliability and high quality bugs, however they had been extra fascinating autos.

The Captiva was fairly common from the get-go. Even when its reliability had improved later in its run, there was no getting across the truth it was a drained previous bus that bought on value. Why would you purchase a Holden when autos from ‘finances’ manufacturers had been newer and higher?

The change to the imported ZB Commodore alienated Holden loyalists who valued regionally constructed fashions, and that was instantly mirrored in gross sales figures. However it was fashions just like the Captiva that arguably hollowed out the Holden model’s picture, leaving a weak basis for it to face on in a post-Commodore world – a world that sadly lasted only some months.