#Renault captur 0 9 manual
#Renault captur 0 9 Bluetooth

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. With 13-odd seconds needed to complete the 0-100km/h sprint, it certainly isn't quick.īut it doesn't always feel as slow as it is. Under the bonnetĪ 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. Mediocre gloss/colour matching in some places – like where the door tops merge into the dash – contributes to the slightly scrappy feel. 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. The cabin doesn't quite achieve the quality feel of its Clio stablemate. There aren't user-friendliness issues with the touch-screen infotainment system but it can be hard to read in direct sunlight. 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'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. The back seat is narrow and the bench itself flat and shapeless. It doesn't quite manage to tick off every detail. 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. The seats aren't sports car shapely but offer fundamentally decent location and support. The functional positives continue up front, where occupants enjoy a roomy, airy atmosphere. It also delivers an almost flat load space with the 60/40 split-fold back seats brought into play. 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). The back seat has a sliding function, so you can fine-tune the setup for occupant or load-hauling scenarios. It has a healthy streak of versatility, too. The boot has a maximum capacity of 455 litres, which is nearly 200 litres more than what you get in Mazda's CX-3. The back seat has enough foot, leg and head space to keep taller adults happy.

The Captur packs plenty of space and functionality into its tall but still diminutive frame. 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. 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 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.Īutomatic-equipped Expression models kick off from $25,990 and are differentiated by their TCe 120 moniker. 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).

#Renault captur 0 9 Bluetooth

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 captur 0 9 manual

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. 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. 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. And 2015, despite being just a few months old, has been when things have really taken off. It hasn't taken long for the baby SUV segment to go from curiosity to a competitive, fully fledged market segment.