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GMI takes another shot at the imported SUV market with the Chevrolet Captiva. We give it the works.

Remember the Forester? I won't be surprised if you don't, since there aren't many running around to remind you of how the Chevrolet badge was re-introduced in India by General Motors.

They took a proven, almost cult car from their worldwide kitty and gave it a nice bowtie. Subaru fanatics who include World Rally Championship followers, of course, considered the move blasphemous.

But the deed was done and India got a brilliant SUV with a boxer engine that was more agile than most cars on tarmac and one that could take the rough well too.

Motoring journalists, that includes me, drove the wheels off it and declared it the very best thing that could have happened to Indian automotive evolution. Result? A grand total of around 200 were sold before GM abandoned the Forester project.

For the General's men, the Forester was a launch pad for the Chevrolet nameplate "" one that would go on to adorn badge-engineered Isuzus and a flurry of new-age Daewoos. Being part of the Indian rally circuit, I get to see the occasional Forester "" enthusiasts still love it but they loathe the expensive spares and time consuming repairs.

I have seen more than one car with the engine hoisted out and gathering dust in the far corners of garages awaiting new owners with guts and lots of cash to bring them back to glory. So not a nice episode then.

The move to bring the Forester cannot be termed irrelevant though. It was a time when we were getting SUVs of all kinds with manufacturers flexing their import muscles "" Mitsubishi Pajero, Suzuki Grand Vitara, Hyundai Terracan, Toyota Land Cruiser Prado, Mercedes-Benz M-Class... the list was growing on a regular basis. Some old-fashioned diesels, some powered by V6 petrol engines which needed captive oil rigs to run.

Then the Honda CR-V changed the equation completely. It became the first successful import with full order books despite being powered by petrol. Hyundai tried to challenge it with the Tucson "" a vehicle with all the attributes of the CR-V plus the economy and performance of a common-rail diesel motor "" but without major success.

It is this slot that GM India wants to try again "" can a big SUV powered by an equally burly diesel engine challenge the CR-V? If it can, we are talking about numbers in excess of 1,000 cars a year and a chance to erase the memories of the Forester episode. Let us get to the road test then. Alas, we have to go back to the Forester to do that.

The biggest negative about the Forester was its size. While the CR-V looked big, the Forester looked more like a grown-up estate car. And when it comes to SUVs, size does matter "" across the globe.

The Captiva is big inside out "" bigger than the Forester and more imposing than the CR-V. And unlike the Honda, it features an useful third row of seats.

The Captiva is built like a car though its exterior design makes you think that it is an old-school body-on-chassis vehicle. But styling has been done carefully with enough detailing to impress luxury car makers.

The curved greenhouse made famous by the Nissan Murano and now the CR-V has been interpreted nicely, complete with a BMW kink to the D-pillar.

A tall sill means you can get lost inside the car "" so much so that the not-so-tall types will have to strain to see the edge of the bonnet. Delicately bulged wheel arches, swanky detail touches like a vent on the front fender and twin-pipes that signify power ensure that the finished product is future proof.

While the instrumentation is quite comprehensive, the cabin quality is more business class than first. Lots of plastic in different shades and a pseudo-wood panel cannot buy class. Add to that questionable ergonomics and a cluttered centre console and we get a car that passes but without distinction.

The Captiva is imported in just one spec level and that means the only powertrain available is a four-cylinder common-rail diesel powering the front wheels. Yup, since the chances of Sehwag being consistent are better than a Captiva spotted mud-plugging, GMI decided to skip the cost inducing all-wheel drive option. The powerplant displaces 1991cc to develop a healthy 148.5 bhp at 4000 rpm and an impressive 32.63 kgm of torque around 2000 rpm.

Crank up and there is no mistaking the Captiva for a BMW X5 diesel as clatter fills the air. The five-speed manual box is geared for developed markets and it struggles to transfer power smoothly in Indian traffic situations. First gear is good enough to get into second as it peters out at 37 kph, and that means trying to inch away in bumper-to-bumper traffic is a tough act till the clutch softens over a period of time.

The engine comes to life just above the 1,700 rpm mark as the variable geometry turbocharger gets into its act and from then on power delivery is seamless and smooth. The engine quietens up as you go through the gears and the only thing you can hear at a cruising speed of 120 kph is a nice turbo howl and a degree of wind and tyre noise. Driven in a spirited fashion, the Captiva can dismiss a 0-60 kph run in 5.91 seconds and 0-100 kph in 13.31 seconds.

But what is impressive is the excellent mid-range (read overtaking performance) that sees off a 80-120 kph run in just 6.3 seconds and takes it to 140 kph from 100 in 7.1 seconds flat. The car is absolutely poised at these speeds and if you are persistent, you will soon be knocking on the door of a 170 kph v-max.

Good ride quality is becoming the hallmark of all GM-DAT cars and the Captiva is no different. It can butcher potholes without mercy but the worst undulating terrain can reveal noticeable body roll. The car does not pitch under heavy braking either though the brakes themselves could be more powerful.

This is a heavy hitter of a diesel car and it needs proper deceleration machinery for sure. Sure there is ABS and Electronic Brake Distribution (EBD), still. Grip from the 235-section 17-inch rubber is good in most conditions. However being a front-wheel driven diesel with lots of torque it is advisable to ease into corners than try to gobble them up at speeds.

The Captiva returned 11.25 kpl (combined cycle) during our tests despite some serious pedal-to-metal stuff. The best mileage figure of 13 kpl was achieved on a highway run and we thought it could be better if driven more carefully. Mumbai to Goa on a full tank of diesel? Yup, you will have lots of fuel left to roam around too.

At close to Rs 21 lakh on road, the Captiva is not a cheap car but one that is thoroughly designed and with the added benefit of a capable yet frugal diesel engine. A perfect antidote to exorcise the Forester experience for GM and a car worthy of consideration for those in the market for a contemporary SUV.

Read the definitive comparison test where the Captiva takes on Honda's 2.0-litre, two-wheel drive CR-V in the forthcoming March 2008 edition of Business Standard Motoring magazine.