Chevrolet Captiva (2011) LTZ 2.2 VCDi
Guess who invented the SUV? Chevrolet may be famous for many great cars, such as the Corvette, but it’s unlikely you’ve ever heard of the 1935 Suburban Carryall despite it being the first SUV to roll off the line. Fast forward nearly 80 years and here we have Chevy’s latest take on the genre.

The new Captiva is a lot more than a face-lift, so much so that Chevrolet is justified in calling it all new. Most of the major components have been changed to keep pace with the massive steps forward the brand has made in the last couple of years. Brand new engines and drive-train, new interior and a completely revised suspension in addition to some cosmetic surgery.

Externally, the Captiva looks the part, which is no real surprise. What strikes you when you first step into it is the general quality of the interior. It’s well finished and all very tasteful, avoiding some recent trends to go too glitzy – the dials are an understated white on black with subtle blue and red touches, trim is a sophisticated piano black, plastics are soft and matt finished, controls are a convincing chrome finish and all feel solid to the touch. Ergonomically it all makes sense too – the dash is logically laid out and easy to use and the driving position is comfortable. The cabin is huge, so much so that there’s a seven seat option which, allied to the space and myriad storage options, makes it a versatile load lugger and people carrier. Talking of seats, they’re supportive and comfortable.

Also very impressive is the spec list. The electronic parking brake is a clue that the Captiva is very well loaded. All cars get ESP, Bluetooth, auxiliary audio input, MP3 capability, power-folding mirrors, electric driver’s seat, air-con and 17-inch alloys, while the higher trim levels offer seven seats and four-wheel-drive as standard, as well as, climate control and parking sensors. Leather trim, sat-nav and heated seats were fitted to the flagship model we drove.

So, very good first impressions. But what about where it really matters, under the bonnet? Wisely, Chevrolet have concentrated on diesel engines, there being two versions of GM’s new turbocharged 2.2 unit: a 163bhp version for front-wheel drive and an 184bhp version in the all wheel drive. Being the range-topper our car was the 184bhp AWD with an auto gearbox and it’s not a disappointment. The engine is smooth, quiet but strong so even though the AWD takes the edge off the 0-62 it’s still a decent 9.6secs in the manual and 10.1 in the auto but that only tells part of the story. It’s extremely torquey (400nm) so at overtaking speeds it really does shift, which is more important than acceleration from a standstill. The auto box is smooth and well geared and fuel economy and emissions are good – even the hungriest variant (184bhp, AWD, auto) has a respectable CO2 of 203/km and will do 36mpg.
Let’s be honest, there aren’t any Sports Utility Vehicles that are genuinely sporting though they may facilitate your sporty lifestyle. The Captiva makes a good account of itself as an accomplished drive – it’s fast, grips extremely well and doesn’t roll - but it can’t change the basic laws of physics. Being large and tall it simply doesn’t have the dynamic potential to drive like a sports car or saloon, but it is still a good, satisfying drive, especially for a big car. What it definitely has is a good ride being comfortable and composed on all surfaces, even rugged tracks. I think it’s just the right balance between the two. The AWD adds extra versatility permitting you to go off-piste occasionally and increases safety in poor conditions. The steering is nicely weighted and the brakes are progressive and not too sharp. All the above make it a relaxing and easy car to drive with all the oomph you really need.
The Captiva is a first-rate SUV that punches well above its weight in many areas but perhaps most importantly, it’s a very likeable car and one I’d happily own. Given all this, particularly its interior quality and the lengthy kit list it’s something of a steal, especially on the £22k entry LS model.

Captiva LTZ (manual)
Top speed: 124mph
0-62: 9.3secs
Price: £30,295


MG 6 GT 1.8T TSE
It’s been a long time in the making but it’s finally here, the MG6 is the first all new MG for 16 years. Accepted, most of the manufacturing for this car – one of the greatest British brands – is done in China, courtesy of the group’s owners SAIC but it is wholly designed at Longbridge by a 300-strong team of British designers so in spirit at least it’s as British as you’ll get, so good luck to them. But ultimately, the MG6 needs more than luck. Even though initial sales targets are modest it needs to be good enough to go head to head with some of the best, pound for pound, hitters in the automotive world in order to pave the way for a tranche of new models over the coming years. It’s styled as a fastback hatch which essentially means it’s an attractive, overtly sporting take on a mid-sized family car, somewhere between a Ford Focus and a Mondeo in size and it’s very, very competitively priced coming in at less than a Focus. I have to say, it looks great. Styling is very European, svelte even, with a purposeful nose, nicely resolved rear and a sweeping roofline (hence the fastback label) and it looks, er, fast. A good start from the boys in Brum.

On to the interior. Firstly, a warning. Beware early reviews of the MG6 because since those pre-production models were released to the car press, an awful lot of development has taken place (drag has been lowered by 8%, for example). This means some of what was said no longer applies, particularly with respect to the interior. Out has gone much of the disappointing Chinese switch-gear and materials to be replaced by kit specced by Longbridge. Aesthetically, the initial impression is positive though perhaps not quite market leading – there are aspects of it that MG may want to work on but the point is quality and fit is much better than some early reviews would have you believe. Overall, it befits the sporting bent of the car with its clean lines and sweeping binnacle and the controls are logically and simply laid out and easy to reach, see and use. Seats are comfortable and supportive and the driving position is good and suitably low for an MG.

The cabin is large, light and airy despite the high waistline and comfortably accommodates four good-sized adults. Particularly impressive is the amount of boot space which whoops most rivals with an expansive 500 litres. For the money, the kit list is excellent too; our TSE packs leather, 18in alloys, sat-nav and electric everything. All models have twin climate control, electric windows, alloys, tyre pressure sensors and four airbags. Particularly nice touches are the ambient red night lighting and a stop-watch for counting lap-times.

Now to the important stuff - what’s it like on the road? Engines are limited to a petrol 1.8 turbo-charged unit (an all-new diesel will come later). It may trace its lineage to Rover’s K-series, but it’s been completely overhauled almost beyond recognition. The result is a sweet, lively engine that compares favourably with the competition and is well suited to a car with sporting ambitions like the MG6. It’s powerful (158bhp), free revving and responsive and endows the 6 with strong acceleration figures of 8.4secs to 62mph with a limited top speed of 120mph (to keep insurance costs down). The manual gearbox is slick, with nice short throws, and well geared.

MG’s 300-strong engineering team certainly know how to make cars ride and handle properly. Admittedly, the 6 has been thoroughly tested on British roads, which given their parlous state, are probably the most demanding on the planet, but credit must be given to its designers for finding a cracking balance between a comfortable ride and excellent sporting handling. Steering that initially seems quite heavy becomes meaty and responsive at speed and is a joy to use and the 6 is composed in corners of all shapes and sizes and really revels when pushed on. It grips well, corners flat and has a real joie de vivre. Such capable handling often comes with a ride penalty, but, thanks to a rigid bodyshell and a well set up suspension comprising MacPherson struts and a multilink rear end, not in this case. Despite 18in wheels the MG smothers bumps with aplomb and remains quiet, even on the worst surfaces.

To sum up, the 6 is a remarkably good return to mainstream car manufacturing, especially so given the length of time MG have been away. Perhaps the MG set-up is the perfect solution – leave the Brits to what we do best, design great cars and add the finishing touches, and the Chinese to build them (and provide the money). The 6 bodes very well for the future as the marquee will only gain confidence, but as important to MG is that it’s a genuinely viable and desirable option right now for anyone looking to buy a sporting, but practical, family sized car at a very affordable price.

Top speed: 120mph (limited)
0-62: 8.4secs
Price (TSE): £18,995

Thanks to Evans Halshaw Chevrolet, Sloper Road, Cardiff, and MG Cardiff, Penarth Road, Cardiff.

World of Sport