A turbo-diesel Captiva carries the same caveats, issues, complaints, problems, common faults and reliability issues as any other make or model diesel with a soot filter fitted.
That includes the chance that the filter will never get hot enough in urban driving to clean itself. Manually cleaning or even replacing the filter (in a worst-case scenario) equals big dollars.
Diesel fuel-injectors can also have a short life, particularly if the vehicle has been used to tow heavy loads.
The turbo-diesel engine also required replacement of the toothed rubber timing belt at 90,000km, so be very wary of a diesel Captiva with 85,000km that seems like a steal.
The earlier two-litre diesel was also prone to bearing failure in the rocker arms, a problem made worse by a lack of servicing.
Holden eventually even issued a recall to fix the affected vehicles.
The petrol V6 engine uses a timing chain rather than a belt, but these are prone to stretching, at which point they require replacement.
Given the east-west engine location in the Captiva, this is not an easy (nor, therefore, cheap) job.
The problem is more likely to crop up in cars that have suffered skipped oil changes, so a look at the service handbook will tell you a lot.
The first signs of a stretched timing chain might be a rattling noise from the top of the engine when it’s hot, or a 'check-engine' light on the dashboard as the computer becomes confused by the slack chain.
The V6 has also been accused of rough running and a poor idle and the usual solution is to fill the tank with premium ULP rather than the standard 91-octane fuel.
That will often fix the problem but adds considerably to the running-cost bottom line.
The other fix for the same problem is sometimes to replace the oxygen sensor.
Again, a bung sensor will often trigger a dashboard light but some Captivas have also taken it upon themselves to randomly switch on their `ECU’ light.
Some owners have reported replacing the on-board computer multiple times to try to fix this and other electrical problems, including a sudden loss of power which the trade reckons is a faulty connector in the wiring harness.
In that case the fix is simple; the connector which has acquired moisture needs to be dried out and re-sealed, but that’s only possible once the problem has been diagnosed.
Anybody who has replaced tyres on a Captiva may also have discovered that the vehicle seems very difficult to wheel-align correctly.
The wheel-alignment industry reckons the Holden is very hard to accurately set-up, but incorrect camber settings (in particular) will lead to accelerated tyre wear.
The Captiva has also been prone to automatic transmission problems, apart from getting used to the sometimes patchy shift pattern that seems part and parcel of the vehicle.
Problems include a loss of drive or failure to select a particular gear.
Holden was replacing entire transmissions in some cases.
The odd thump of bang from the gearbox is also not uncommon, particularly when shifting back to first gear.
To check for specific problems and their solutions, check out our Holden Captiva problems page.