This is probably the Captiva’s strongest area dynamically, and it certainly bodes well for the forthcoming Antara. What distinguishes the Captiva’s ride and handling is its polish and poise.
The ride is well damped and very well controlled, considering the Captiva tips the scales at 1970kg with a full tank of fuel. Install a passenger in each of the seven seats and you’re looking at close to two and a half tonnes, yet even then the Captiva’s suspension retains its composure. That’s a fine but deliberate achievement on GM’s behalf.
The steering is also worthy of praise, not because it oozes feel and communication but because it is well weighted, accurate and almost entirely devoid of kickback, even on rough surfaces. It’s the sort of steering excellence you don’t notice in normal driving.
We were also impressed with the Captiva’s brakes, not just because they featured reasonable feel but also because they hauled the car down from big speeds time after time at the test track, without fade and in short distances, even compared with the Freelander. Tyre roar, on the other hand, is less than well suppressed, especially on rough roads.
Off-road the Captiva is no Land Rover, however, and to be honest it isn’t meant to be. Its approach and departure angles are more than good enough, as is its ability to traverse reasonably rough terrain. But try to follow a Freelander 2 into the unknown and eventually you’ll get stuck. If this is a key failing, look elsewhere. If not, the Captiva is as good as (if not a tiny bit better than) the Land Rover on-road.