- Doors and Seats
5 doors, 5 seats
- Engine
0.9T, 3 cyl.
- Engine Power
66kW, 135Nm
- Fuel
Petrol (95) 4.9L/100KM
- Manufacturer
FWD
- Transmission
Manual
- Warranty
5 Yr, Unltd KMs
- Ancap Safety
5/5 star (2013)
Renault Captur TCe 90 road test review
What's it about?
It hasn't taken long for the baby SUV segment to go from curiosity to a competitive, fully fledged market segment. And 2015, despite being just a few months old, has been when things have really taken off.
So far this year we've seen Honda and Mazda join the class, making a tussle that was previously just between Ford, Holden, Nissan and Peugeot rather more interesting.
Renault has also joined the party with the Captur we're testing here, which blends Clio-spec mechanicals with its own uniquely funky body and all the necessary SUV accoutrements.
What do you get?
There are baby SUVs with lower entry points than the Captur but the cheapest model, the Expression TCe 90 manual tested here, is far from costly at $22,990 plus on-road costs.
It packs a generous feature count for an entry-level model, with climate control, keyless entry/start, auto headlights/wipers, a fuel-saving auto start/stop system, Bluetooth and a seven-inch touch-screen infotainment system with satellite navigation all part of the standard fare.
Renault's five-year/unlimited kilometre warranty is another tempter and service costs are capped to $299 for the first three services (three years/45,000km, with yearly/15,000km intervals).
The base Captur ticks most key safety boxes (stability control, rear parking sensors, reversing camera) but rear occupants – just like the Clio – miss out on the potentially life-saving curtain airbags afforded to those up front.
Automatic-equipped Expression models kick off from $25,990 and are differentiated by their TCe 120 moniker. That points to the manual's tiny 0.9-litre turbocharged three-cylinder petrol engine being substituted for a 1.2-litre turbo four/dual-clutch auto combo.
The range-topping Captur is the auto-only Dynamique TCe 120, which shares its 1.2-litre turbo petrol/dual-clutch drivetrain with the two-pedal Expression but gets more in the way of fluffery, including glitzier cabin trim, removable/washable seat covers, cornering lights, 17-inch alloys and no-cost two-tone paint.
What's inside?
The Captur packs plenty of space and functionality into its tall but still diminutive frame. The back seat has enough foot, leg and head space to keep taller adults happy. The boot has a maximum capacity of 455 litres, which is nearly 200 litres more than what you get in Mazda's CX-3.
It has a healthy streak of versatility, too. The back seat has a sliding function, so you can fine-tune the setup for occupant or load-hauling scenarios. The boot's removable floor allows it to be a big box, a two-tiered space with a sizeable hidey spot below or something in between (it can be positioned to secure loads). It also delivers an almost flat load space with the 60/40 split-fold back seats brought into play.
The functional positives continue up front, where occupants enjoy a roomy, airy atmosphere. The seats aren't sports car shapely but offer fundamentally decent location and support. The driver's seat has height adjust and the two-way steering adjust has a wide range of movement, putting a natural driving position within reach of most buyers.
It doesn't quite manage to tick off every detail. The back seat is narrow and the bench itself flat and shapeless. There's no centre armrest for front occupants and, while there are handy bins on the dash and centre console, the cupholders are small, shallow and next to useless.
Renault remains dedicated to its own brand of ergonomic curiosities, so some aspects of the switchgear require familiarity (like the stereo remote controls hidden behind the steering wheel). There aren't user-friendliness issues with the touch-screen infotainment system but it can be hard to read in direct sunlight.
The cabin doesn't quite achieve the quality feel of its Clio stablemate. The swoopy design is enhanced by glossy piano black trim and flashes of colour on the air vents and centre console, but the plastics are hard and look a bit cheap. Mediocre gloss/colour matching in some places – like where the door tops merge into the dash – contributes to the slightly scrappy feel.
Under the bonnet
A 66kW 0.9-litre turbo three-cylinder engine doesn't seem like a recipe for robust performance in an SUV, and so it is for the base Captur. With 13-odd seconds needed to complete the 0-100km/h sprint, it certainly isn't quick.
But it doesn't always feel as slow as it is. Its modest 135Nm peak torque coming in at respectably low revs (2500rpm) gives it a decent serve of flexibility, so it doesn't require merciless flogging to keep pace with everyday urban traffic.
You really feel the pinch, though, when you need to plug a closing gap in traffic with less than 2000rpm on the tachometer, accelerate to merge onto a highway or make an overtake move on the open road. Then your right foot must stay resolutely pinned to floor resolutely and the slightly stiff but quick five-speed manual gearbox be worked hard to keep the little triple on the boil.
Even then the response it serves up could only be termed as adequate, though the tiny engine's relish of high-rev work and fruity three-pot soundtrack are pluses for the keener driver.
Of course, fuel economy is the reason Renault and other car makers are getting in such a tizzy about tiny engines, and in the base Captur's case you get a benchmark 4.9L/100km official rating to support the theory.
In our hands, though, the potential didn't translate to reality – we averaged an underwhelming 6.6L/100km average on our combined urban/highway test. It also asks for more expensive premium unleaded.
On the road
The Captur feels obviously bulkier and less athletic than a typical light hatch from behind the wheel (and the Clio it's based on). The steering's waffly off-centre feel and light, artificial weighting mean it doesn't immediately engage or flatter the keen driver.
But it really doesn't do a lot wrong, either. The steering is quite responsive and more consistent as lock is wound on. The Renault doesn't need much coaxing to attack a corner, and remains reasonably flat, balanced and foolproof even when driven beyond the pale.
The ride has a similarly good-but-not-quite-great flavour, offering decent bump cushioning but also being just a bit fussy and jittery over smaller, more constant undulations.
Tyre noise also makes its presence felt on coarse-chip surfaces, and some wind rustle (from the windscreen and mirrors) at open-road speeds.
Verdict
The base Captur three-cylinder manual doesn't quite cut it in the real world, mixing middle-of-the road economy with barely adequate performance.
Its lack of rear curtain airbags will be a stopper right from the start for some buyers. Its cabin and road manners ace the fundamentals but don't quite manage the finer details.
But the Renault is also a baby SUV with a generous dose of value, practicality, on-road competence, a long warranty and more character than most. So it's probably a better, more appealing thing than more than a few of its competitors in this still-green class.
Renault Captur TCe 90 pricing and specifications
HOW MUCH? From $22,990
ENGINE: 0.9-litre turbocharged three-cylinder. 66kW/135Nm
FUEL USE: 4.9L/100km
EMISSIONS: 113g CO2/km
WHAT'S IT GOT
Four airbags
Stability control
Rear parking sensors
Reversing camera
Climate control
Cruise control
Keyless entry/start
Auto headlights/wipers
Satellite navigation
MP3 stereo
Bluetooth
16-inch alloys
FOR: Spacious and versatile cabin, solid driving credentials, robust value, long warranty
AGAINST: Tiny triple lacks fizz, steering niggles, busy ride, no curtain airbags for rear occupants
OUR SCORE: 3 stars
Ford EcoSport Trend
HOW MUCH? From $22,290
ENGINE: 1.0-litre turbocharged three-cylinder. 92kW/170Nm
FUEL USE/EMISSIONS: 5.7L/100km and 131g CO2/km
SAFETY: Five-star ANCAP rating. Seven airbags, stability control, rear parking sensors
WHAT'S IT GOT? Air-conditioning, cruise control, trip computer, CD/MP3 stereo, Bluetooth, 16-inch alloys
FOR: Perky turbo triple, sweet road manners, spacious and functional cabin
AGAINST: Autos have inferior 1.5-litre four, dubious value, side-swinging tailgate a pain, bitsy cabin ambience, runs on premium ULP
OUR SCORE: 3 stars
Honda HR-V VTi
HOW MUCH? From $24,990
ENGINE: 1.8-litre four-cylinder. 105kW/172Nm
FUEL USE/EMISSIONS: 6.6L/100km and 155g CO2/km
SAFETY: No ANCAP rating. Six airbags, stability control, reversing camera
WHAT'S IT GOT? Climate control, cruise control, trip computer, CD/MP3 stereo, Bluetooth, 16-inch alloys
FOR: Roomy and classy cabin, benchmark versatility from clever back seat
AGAINST: High starting price, engine needs revs to perform, unremarkable economy, unremarkable road manners
OUR SCORE: To be rated
Mazda CX-3 Maxx
HOW MUCH? From $22,390
ENGINE: 2.0-litre four-cylinder. 109kW/192Nm
FUEL USE/EMISSIONS: 6.3L/100km and 151g CO2/km
SAFETY: No ANCAP rating. Six airbags, stability control, rear parking sensors, reversing camera
WHAT'S IT GOT? Air-conditioning, cruise control, trip computer, keyless start, satellite navigation, CD/MP3 stereo, Bluetooth, 16-inch alloys
FOR: Willing and frugal petrol engine, engaging road manners, quality feel, solid value
AGAINST: Noisy engine, snug back seat, small boot
OUR SCORE: To be rated