Holden Captiva vs Subaru Forester

What's the difference?

The Captiva is very, very long in the tooth and is heading towards retirement some time in the next twelve months. Before then, it's a lot of car for the money, particularly the seven seat LS. It's not fast, flash or futuristic but it will do the job and with all of the early problems sorted, will probably do it for quite some time.

The Captiva's low scores are mostly to do with the car just being old and feeling it, with dodgier plastics, slightly undercooked ride and handling and a lack of engine and safety tech. It doesn't mean it's a terrible car, because it isn't and Holden papers up the cracks with a low starting price and good after-sales.

The Subaru Forester 2.5i-S continues to impress me. It’s a very practical family car with its features and use of space but I like the price, too. Some of the old-school design aspects won’t appeal to everyone, though. I also would prefer a more powerful engine but this easily gets an 8.0/10 from me.

My son liked his view this week and the big sunroof, he gives it a 7.0/10. 

Formerly known as the Captiva 7, the seven seat body has remained mostly the same for its 11 years on sale. The only real changes have been around the front end, with Holden several times fiddling with the grille, lights and bumpers. There's nothing flash about the Captiva, but you know exactly what it is coming at you, with the double grille and big Holden badge.

In profile there's a lot of the original BMW X5 if you squint, right down to the copyright lawyer-dodging shape of the rear quarter window. It also has that X5's big gaps between wheelarch and tyres and a good view of the wheelarch itself. If that's your thing.

Little has changed at the back apart from bumpers and the LED effect lights added in the last update in 2014. It's unlikely you're buying the Captiva as auto haute couture, though.

Inside is basic, and you can place the Captiva's genesis in the mid-2000s, there's a certain generic GM feel to it. The switchgear feels old and clacky, the plastics are hard but do fit well enough. An Audi interior it isn't. The update in 2014 to make the 7.0-inch screen fit in the dashboard is fairly obvious and it's a shame the whole dash couldn't have been replaced. The huge steering wheel surrounds a tightly packed instrument cluster with small dials and a very old-looking LCD panel for trip computer duties.

The 2023 model hasn’t seen a facelift and remains decidedly curvy with its chunky body panelling but the LED exterior lights add some sharpness to the overall look.

The interior carries the ‘muscular’ vibe with the thick cutaways and ledges on the dashboard and door panels. There’s a lot happening inside but it all somehow manages to not be overwhelming.

It’s a bit old-school inside, with the traditional gearshifter, CD player (yep, they still exist) and smaller 8.0-inch touchscreen multimedia system but I reckon it just makes this look more capable.

It’s certainly polished but it won’t appeal to drivers who are looking for sleek or futuristic styling. 

The Captiva's interior dimensions are impressive. In seven seat versions, the boot space starts at 87 litres, expanding to a handy 465 litres with the 50/50 split fold rear row stowed. Flop the middle row forward and you're up at 930 litres, a good size cargo area that could swallow a flat-pack wardrobe. If you snaffle a five-seat version, you can remove the boot floor panels to reveal another couple of hundred litres of hidey holes.

There are cup holders up front (two), in the middle row (two) and in the boot (one, strangely) for a total of five. In the seven seater, two will go thirsty.

The interior is downright practical and boasts more space than this SUV class can usually claim. At 168cm (5'6") I have plenty of head and legroom in both rows, even with the electric sunroof! Tall passengers will feel comfortable, too.

Up front, the leather-accented seats are well-padded and both are electric with heating function but the passenger side misses out on additional lumbar support.

Individual storage options are quite good with a deep middle console and glove box, plus two cupholders and a drink bottle holder in each door.

The phone utility tray is a tad too small for my iPhone 8 Plus, which makes it awkward when you connect to the wired Apple CarPlay or Android Auto.

The 8.0-inch touchscreen multimedia system is on the smaller side but the graphics are super clear. It’s not laggy either, which is always a bonus, and has built-in satellite navigation, too. 

There is an additional 4.2-inch screen on top of the dash plus the 6.3-inch digital instrument panel – both display safety and vehicle information but I found it confusing jumping between all three screens while on the go.

Incorporating the smaller screen’s info into a larger instrument panel would have been better.

Charging options are good throughout with each row getting two USB-A ports but the front also enjoys two 12-volt ports too.

The back seat is almost as comfortable as the front and individual storage is better than average with a map pocket and two device holders on the backs of both front seats. There are those drink bottle holders and two cupholders in the fold-down armrest.

The amenities are a bit bare but I do like that you have directional air-vents and those USB ports.

My six-year old and my parents found it super easy to get in and out of this car because of the 220mm ground clearance.

The doors were a little heavy for my son to operate smoothly but I love how they open to almost 90 degrees because it made it easy to fit my monster booster seat through the aperture.

On that note, there are ISOFIX child-seat mounts on the outboard seats and three top-tether anchor points and I reckon you might get lucky with three skinny seats.

There should be plenty of room for front passengers when a 0-4 rearward facing child seat is installed, too.

I really like how wide and tall the aperture is for the boot but was surprised that it only has 498L of capacity because it looks a lot bigger.

It has a level loading space but because of the full-sized spare wheel, you can’t adjust the floor level. And as always, it’s great having a powered tailgate.

There are seven models in the petrol-based Forester line-up and this sits second from the top, with a price tag of $46,340, before on-road costs.

That puts it just under its nearest rival, the X-Trail ST-L ($46,790) but makes it a fair bit more affordable than the Karoq Sportline 4x4 ($49,490) and RAV4 XSE ($52,585).

There are two hybrid versions available, if you’re looking for something a bit eco-friendlier.

The Forester 2.5i-S is well-specified with leather-accented trims, heated front seats, electric front seats with eight-way adjustments, dual memory seat positions (driver only), a powered tailgate, a sunroof and a full-size spare wheel.

The exterior hosts full LEDs with its daytime running lights, headlights and tail-lights but it still misses out on ambient lighting inside.

Is has dual climate-control is up front and directional air vents in both rows, plus multiple charging options add to interior practicality. Its technology feels up to market with the graphics however the packaging looks older but more on that later.

You do have to fork out a bit extra for carpet mats ($207.07, fitted) but otherwise, even the paintwork is included in the price tag. 

If you like a choice of engine size, you've come to the right place. The Captiva has three engine specs in the range - two petrols and a diesel.

The smaller petrol, a 2.4-litre four-cylinder, produces 123kW at 5600rpm and 230Nm at 4600rpm. Driving the front wheels, this motor is available with choice of gearbox, either a six-speed manual or six-speed automatic. This 2.4 is only available on the LS and Active.

The 24-valve 3.0 SIDI V6 is available on LT and LTZ and produces 190kW at 6900rpm and 288Nm at 5800rpm.

The single diesel is a 2.2-litre iron block with common rail direct-injection and makes 135kW at 3800rpm and a stout 400Nm within a very usable range of 1750-2750rpm. You can have the oil burner in all three trim levels, driving the front wheels in the LS and four-wheel drive in the LT and LTZ.

Both the V6 and diesel are available only with the six-speed automatic transmission. 

Unlike earlier Captiva models, none of these engines feature a timing belt. Those early engines suffered from issues related to the fabric belt while problems with the later timing chain driven engines are less common. Reliability of the V6 is well-proven in the Commodore while later four cylinders also perform well.

Zero to 100km/h performance varies between the engines. The 2.4 will reach 100km/h in around 10.5 seconds while the V6 is rather quicker at 8.6. The diesel falls right in the middle at 9.6 seconds.

We've not yet carried out a towing review, but according to Holden, towing capacity is rated at 750kg for unbraked trailers and 2000kg braked.

Our Forester model has a 2.5-litre, horizontally-opposed four-cylinder 'boxer' petrol engine with a maximum power output of 136kW and 239Nm of torque.

It’s not the most powerful engine but I feel it had plenty of power for what I required of it this week. It can occasionally whine if you push it hard on a hill.

This is an all-wheel drive but has a continuously variable auto transmission, which can feel a bit clumsy at lower speeds.

If you're after good fuel economy, the Captiva probably isn't the car for you. 

The 2.4-litre petrol is quoted at 9.7L/100km on the combined cycle but, as we recently discovered, is more likely to return closer to 12.5L/100km.

Diesel fuel consumption on the official combined cycle is listed at 8.5L/100km but our most recent test yielded a slightly startling figure of 12.9L/100km. The diesel's performance, particularly in the gears, is better than either petrol but it appears you'll pay for it.

The big banger V6's official fuel consumption figure is listed at 10.7L/100km, but past CarsGuide reviews suggest 14.0L/100km is a more likely real world figure. As far as fuel economy goes, diesel vs petrol usually falls to the diesel, but not in this case.

Fuel tank capacity is identical across the range at 65 litres.

The official fuel figure for the combined cycle is 7.4L/100km and my real-world usage came to 6.9L. That’s great economy for this sized SUV but I did mostly open-road driving this week. Expect it to be higher in the city.

Based on the combined fuel figure and the 63L fuel tank, you should be able to get a driving range of around 850km, which is good for those families who like to do road trips.

You sit on the Captiva rather than in it, a feeling encouraged by the flat, shapeless seats. It doesn't matter which Captiva you choose, the front seats are not exactly huggy but they'll certainly take people of all shapes and sizes. 

You twist a funny knob where the key barrel used to be to start the engine. The view out front and out the sides is commanding as there is a fair bit of glass all around, with just the view out the rear window restricted as it's quite small. If you've got passengers, forget it, but the reversing camera will save the day there.

The ride is, for the most part, reasonable, but will deteriorate along with the road surface. The suspension isn't very quiet and the overall firm feeling delivers passable handling, which you'd expect from a big heavy machine like this. It doesn't have anything like the finesse of much younger metal from Hyundai, Kia and Mazda.

The diesel specs suggest strong performance and that's exactly what you get. It's by far the torquiest of the three engines and shifts the Captiva's two tonnes with reasonable verve. It's a noisy, grumbly unit but works well with the six-speed auto.

The engine specs of the two petrols don't really tell the story. While the V6 is quicker in a straight line, its extra weight knocks the shine off the torque increase and the engine itself isn't a shining example of modern engine tech. Actually, neither of them are, missing out on stop-start and other goodies.

This isn't an off-road review, but moderately ambitious mud-plugging is doable in the AWD models, with a ground clearance of 200mm but no low range or off-road mode. We even checked the manual to make doubly sure there wasn't a diff lock button hidden somewhere.

As ever, the idea here is that when you're buying a Captiva you're buying a lot of space and a cheap ownership experience.

I’ve mostly enjoyed driving this around town but it delivers a steadier experience on the open road. That CVT auto just doesn’t do it any favours in stop/start traffic, I’m afraid!

I didn’t have to get too aggressive with the accelerator on hills, but the engine can whine if you push it too hard.

Overall, the steering is responsive enough to confidently take on a winding road but it’s on the looser side of firm. The ride comfort is superior and while the suspension feels super cushioned, it’s not floaty.

The cabin can get a bit loud at higher speeds and your senses might feel battered after a long trip but it is otherwise pleasant to be in.

I am particularly fond of the higher driving position and how the windows at the rear are so wide. It has great visibility, which is important in a SUV.

The exterior styling makes the Forester appear a lot larger than it is but the 10.8m turning circle reminds you how easy it is to manoeuvre! 

The reversing camera is clear and I love the additional side camera that shows the front left wheel. It makes it easy to line up the car with parking lines.  

The safety features are robust on the Forester and I really like the driver fatigue monitor because it has facial recognition technology that watches you for signs of inattention. I tested it a lot this week and found it fairly responsive.

Other features that come standard, are LED daytime running lights, blind-spot monitoring, forward collision warning, rear cross-traffic alert, lane keeping aids, lane departure warning, intelligent seat belt reminders, front and rear parking sensors, a reversing camera and adaptive cruise control with stop/go and lane keeping function.

It has autonomous emergency braking with car, pedestrian and cyclist detection which is operational from 0-80km/h.

The Forester was awarded a maximum five-star ANCAP safety rating but it was done a while ago in 2019. There are seven airbags but it’s missing the front centre airbag we’re starting to see on new cars.

As with all new Holdens, the Captiva owner benefits from a three year/100,00km warranty and lifetime capped price servicing. All prices are available on Holden's website.

Service costs for the diesel are significantly higher than the either of petrols, but do include oil changes.

The standard package also includes a year of roadside assist.

For common faults and complaints, check out our Holden Captiva problems page, which covers known automatic transmission problems, engine problems and diesel problems. There aren't any widespread diesel engine problems with the later version.

Resale value is often a consideration and we've looked at the last major update, released in 2014. 

A seven seat Series II LS from 2014 - the second major update for the Captiva after the 2011 update addressed lingering problems - cost $30,490 when new and will trade at around $13000-$15000, below fifty per cent of the purchase price, with private sales a little higher. 

An LTZ diesel from the same period sold for $41,490 and trades in the 45 to 50 per cent of purchase price and a little over 50 per cent in private sales.

The on-going costs are quite reasonable on this with it coming with a five-year/unlimited km warranty. You can choose to pre-purchase a three- or five-year capped-priced servicing plan, which is cheaper than a pay-as-you-go option.

It’s $1387.25 for the three-year plan (averaging $463 per service). Expect to pay $2674.64 for the five-year plan (averaging $535 per service) but both plans are competitive for the class.

Servicing intervals are average at every 12 months or 12,500km, whichever occurs first.