Holden Trax 2014 Review

Holden Trax LTZ

Holden's Trax is a preview of the future for the iconic brand. The company will cease manufacturing large, conventional family sedans and wagons by the tens of thousands come 2017. After that, Holden will import a mix of different models to occupy new market niches. Trax is one such example. For 2015 the LTZ flagship has scored the 1.4-litre iTi 'Family Zero' engine to enhance ease of use and driveability in day-to-day running. The new variant is priced from $29,990 (plus on-road costs).

For all intents and purposes the Trax for 2015 is largely unchanged from the vehicle launched here mid-way through 2013. However, there is a new 1.4-litre iTi (turbocharged) four-cylinder engine available as an alternative to the 1.8-litre naturally-aspirated engine in other Trax variants. The turbo variant improves driveability for the only variant in which it's offered – the high-grade Trax LTZ with standard six-speed automatic transmission.

Integrating the turbocharger in the exhaust manifold places the hairdryer nearer the exhaust ports, which certainly helps minimise turbo lag. The Trax will pull away from a standing start pretty quickly if you just stomp on the accelerator.

Holden's local engineers have taken the lead, globally, developing and calibrating the 1.4-litre engine for the Trax application, ensuring that it has strong torque from low to middling speeds in the rev range. This manifests itself by the willing surge on kick-down, but the engine tends to run out of puff just over 5000rpm. It will pull all the way through to redline, but the rate of acceleration is beginning to slow over the last thousand revs. At that point you might as well ease off the throttle to encourage the default automatic transmission to shift up a gear.

On a run from North Melbourne through the eastern suburbs out into the country and then back via the Monash freeway to Holden HQ in Port Melbourne, the Trax returned a fuel consumption figure of 8.0L/100km, according to the trip computer. Coincidentally, that's the figure we saw posted by the 1.8-litre Trax LTZ during its launch last year.

We weren't flogging the turbo Trax this time around and much of the driving was on open roads, so I frankly wonder in what circumstances the official combined-cycle figure of 6.9L/100km would be realistically achievable. Still, while it doesn't come anywhere near the combined-cycle test figure, name one car that does.

The engine doesn't sound especially engaging, but it is quite refined. Noise suppression is basically as good as Holden has promised. The final drive ratio for the turbo Trax has been lifted for lower engine revs at speed. At 100km/h the engine is ticking over right on 2000rpm, which is way lower than the 1.8P auto Trax. Not only is the drivetrain noise up to scratch, there was negligible windnoise and the tyres were refreshingly subdued in the Trax, based on our run along country roads around Lilydale.

Having driven the larger Nissan Qashqai just two days earlier, I find the turbo Trax is aimed more at a market demographic less concerned about driving enjoyment, but rather more drawn to quiet cars that are easy to drive. That said, the Trax offers decent handling that's consistent and secure.

While the Trax – on 18-inch wheels – soaked up smaller bumps with equanimity, it was well controlled at all times. It turns in neatly too, but the steering can feel light and lifeless at the straight-ahead. Once committed to the turn there's a bit more communication through the wheel. I think the Qashqai is ultimately a better drive, but given it's also significantly larger (albeit still in the same market segment), the Trax will win over buyers who want a vehicle bearing all the hallmarks of an SUV, in a more compact footprint.

From a packaging standpoint, the Trax provides good accommodation for four adults. Even in the rear the seats were quite comfortable, but I feel the front seats are not in the same league as the Qashqai's. There's better than expected legroom in the rear and headroom passes with flying colours too – although the test vehicles were early-build cars with the sunroof that should have been fitted. Nonetheless, I would guess that headroom will not be a problem for adults of average size, even in cars equipped with the sunroof.

There were no face-level vents in the back, which is an oversight in a car approaching $30,000, but the Trax does have its useful three-pin powerpoint for electrical appliances that would normally be left at home.

The boot is a handy size and there's a full-size spare under the floor, although the wheel is steel and measures 17 inches in diameter. So fitting the spare wheel will limit the car's speed and safety every bit as much as a space-saver spare would.

Behind the wheel the instruments were clear and easy to read, with a large digital speedo in prime position. In the centre console the infotainment touch screen was relatively large and easy to use.

After a day in the Trax with the new engine under the bonnet, it was clear that Holden has got it right; there are gains to be made in offering this affordable small SUV with premium content added in the high-grade variant. The now standard sunroof in the LTZ level of trim is one example, of course, but it's the turbo engine that really addresses the Trax's major shortcoming.

Expect to see more of them on the road now...