All generations and engines together · 4,050 MOT tests in the 2025 data
Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.
Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.
The rows that judge the model rather than its keeper. 4,048 tests in this band.
Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.
Owner folklore from forums and the motoring press. Most of it never shows up in an MOT, which is why this section exists at all.
Captivas built from 2011 on share their 2.2 VCDi diesel with the Vauxhall/Opel Antara, and owners of both cars report the same pattern: a rattly timing chain on cold start and turbos that go off song, usually somewhere between 50,000 and 100,000 miles. A worn chain shows up as a loud rattle for the first 20-30 seconds after starting; a failing turbo brings whistling, smoke, or a flat spot under acceleration. Repairs run from around £500 for a turbo swap to well over £1,000 if the chain and guides need doing too, and there's no manufacturer recall covering it.
Pre-2011 Captivas used a 2.0 VCDi diesel built by VM Motori rather than GM's own unit, and it has a patchier reputation in the trade than the later 2.2. Owners disagree on how bad it really is: some cover big mileages with no drama, others report turbo and injector problems needing four-figure bills. Because Chevrolet wound the UK operation down and independent GM specialists don't always stock VM Motori parts, a failure on this engine can mean a longer wait and a bigger bill than the same job on a mainstream diesel.
Auto Express's review is blunt about this one: mechanical reliability is rated as generally good, but the cabin is called dated with material quality that isn't on par with rival SUVs, and fit and finish is described as "less-than-robust." In practice this means rattles, trim that scuffs and loosens, and switchgear that feels cheap well before the mechanicals show any strain. It's not a safety issue, but it drags down what a tired-looking Captiva is worth at resale.
Chevrolet withdrew from the UK new-car market in the mid-2010s, and Honest John's own reader postbag has flagged the fallout: one owner's Captiva was off the road for 18 months waiting on a steering rack because the part simply wasn't readily available. It's not a defect in the car itself, but a genuine buying risk: any UK Captiva now depends on independent specialists and secondhand or imported parts for anything not shared with a current GM model, and a routine repair can turn into a long wait.
As with its Antara sibling, owners of both VCDi diesels report EGR valves and DPFs clogging on cars that mostly do short trips, showing up as an engine warning light, rough idle, or a noticeable loss of power. This lines up with the measured MOT data for the large-SUV segment, where emissions and leaks are the standout failure category, though the measured figure also covers exhaust and fuel leaks unrelated to the EGR itself. Clearing or replacing the EGR valve is a few hundred pounds; a blocked DPF that's been ignored is more, and a forced regeneration or dealer clear can be the first anyone hears of it.
On automatic Captivas, owners and the wider GM Theta-platform community describe occasional rough or hesitant gear changes and, on four-wheel-drive cars, stiffness or leaks from the transfer box. It doesn't affect manual cars. A full gearbox rebuild or transfer box repair is a four-figure job, so it's worth budgeting for even if the car drives fine on a short test.
Built from the two sections above.
Same segment (Family & large SUVs), best MOT record first. Compare before you shortlist.