With self-charging hybrid tech, an electrified version of Renault's now-improved Captur small SUV makes plenty of sense, thinks Jonathan Crouch

Ten Second Review

The most frugal version of Renault's Captur small SUV is this self-charging E-Tech full hybrid 145 variant. You can't plug it in, but there's decent value pricing to compensate, a sharp new look and a real-world-achievable set of efficiency stats.

Background

Almost un-noticed was Renault's decision at the end of 2020 to dump all the dCi diesel versions of its Captur small SUV in preparation for the launch of this model, the Captur E-Tech Hybrid 145. Unlike its PHEV stablemate (since dropped), this self-charging HEV model sells for diesel variant money and will cost a lot less than a black pump-fuelled small SUV to tax. While delivering very similar fuel and CO2 efficiency figures. Advantages over PHEV rivals include a huge price saving and a large boot. We suspect that this light HEV crossover might sometimes be more frugal to run in the real world too. And you don't have the hassle of having to continually plug it in. Here, we look at the usefully updated version.

Driving Experience

Here, Captur customers are offered a 'self-charging' full-Hybrid unit like that in rival Toyota C-HR, Nissan Juke, Kia Niro or Hyundai Kona Hybrid small SUV models. So it can, for very short periods, run independently on full-electric power (unlike the 'mild hybrid' engines you'll now find in quite a few of this car's small SUV rivals). Renault makes much of the way the design of this car's engine borrows from its F1 racing technology. Like the brand's racing powerplant, this one is extremely compact and features two electric motors, one with 36kW on the rear of the gearbox and one with 15kW on top of the transmission, along with a four-cylinder 1.6-litre normally aspirated petrol engine which contributes most to the 145hp total output. The gearbox is an auto of course (but of the more unusual 'dog box' clutchless variety) and the motor is powered by 1.2 kWh lithium-ion battery pack located beneath the boot floor. The rest of the drivetrain has somehow been shoehorned beneath the bonnet. There's plenty of mid-range pulling power, so plenty of scope for enthusiastic progress here, particularly if you select the most dynamic of the three drive modes on offer - 'Sport'. But you're not going to want to use that too often for fear of decimating the frugal fuel returns which would have prompted you to choose this car in the first place. For the best readings, you'll most of the time want to stay in 'MySense', a hybrid setting which blends the petrol and electric motor output for maximum economy. In town, you might want to select the 'Pure' mode (or the 'EV' button on the centre console) which prioritises battery-electric drive up to about 38mph, providing there's sufficient charge. Renault claims that a Captur E-Tech Hybrid will be able to travel for 80 per cent of urban journeys on battery power alone. There's also a further 'Brake' setting on the gear lever, which increases throttle lift-off electrical regeneration.

Design and Build

Apart from E-Tech badging, there's very little to identify this E-Tech Captur model apart from its more conventional stablemate. This might be merely a facelift but this second generation Captur looks very different in this updated form. Borrowing cues from the Scenic E-Tech Electric, there's now a much less rounded front end with a more complex front grille bearing the brand's redesigned logo. Plus the smarter front bumper features vertical lighting strakes on either side. Two-tone paint schemes and are now offered and the rear gets transparent tail light housings, plus a simpler rear bumper and diffuser. Inside, providing you avoid base trim, your Captur hybrid will come with a higher tech 10.4-inch 'Open R Link' central screen with a raft of fresh connectivity functions and wireless smartphone-mirroring. Google Maps and Google Voice Assistant are built into. Another tech upgrade is the 10.25-inch digital driver's display, plus there are a couple of USB-C ports both front and rear - and better models get a wireless charging mat. Leather and chrome have been banished from this updated Captur to reflect Renault's sustainability ambitions and recycled fabrics feature heavily. As before, this Captur features a sliding rear bench (still not that common in the segment) and there's a little more legroom than you usually get in a supermini-based crossover. Boot space of course, depends on the position of the rear bench; it's 326-litres (down from 422-litres with the conventional model) when it's slid back. Fold flat the rear bench and the cargo area is extendable to 1,149-litres.

Market and Model

Captur E-Tech full hybrid 145 prices start from around £24,500 upwards for the full hybrid version - that's around £3,500 more than the conventional TCe 90 version. There are three trim levels - 'evolution', 'techno' and 'esprit Alpine'. The latter top trim level has 19-inch wheels, sporty features and elegant nods to the Alpine brand. Avoid base trim and your Captur will come with Renault's latest 10.4-inch 'Open R Link' central screen with wireless smartphone-mirroring, Google Maps and Google Voice Assistant built in. Plusher versions get a 10.25-inch digital driver's display and a wireless charging mat. With its new electronic architecture, this updated Captur is now on a par with the best for active and passive safety. New-generation driving aids, such as Active Driver Assist, with Level 2 autonomous driving, and Predictive Hybrid Driving (with the hybrid powertrain) optimise efficiency by maximising the use of electrical energy while driving. The European General Safety Regulation (GSR2) requires some ADAS features to be activated by default every time the car is started. For this purpose, a new function to the left of the steering wheel - My Safety Switch - lets drivers enable or disable their preferred settings for five ADAS at the same time, at the touch of a button.

Cost of Ownership

You're not going to be able to go very far on all-electric drive in this Captur E-Tech full hybrid, but that's not the point of the HEV powertrain. Instead, it's there to constantly cut in and out with battery power at urban speeds. The result may not be the 3-figure WLTP-rated combined cycle fuel figure achieved by the old PHEV variant, but we'd suggest that this hybrid 145 model's official 60.1mpg figure is far more real-world achievable, as is its quoted 105g/km CO2 reading. You can see why Renault no longer offers a Captur diesel. There'll certainly be a lower BiK tax rating than the one which would apply to a conventional petrol Captur (26% as opposed to 31%). Of course, official figures are one thing; actual day-to-day returns are another and mindful of this, Renault has provided a variety of e-driving tools to enable Captur Hybrid drivers to get as close as possible to the stated readings. As you drive, you'll need to keep a close eye on the central dial, keeping its needle as often as possible in the 'Charge' rather than the 'Power' section. You'll also want to make use of the piano key-style EV drive mode button below the central screen. This is for slow town traffic and when activated, it prioritises battery-electric drive up to about 27mph, providing there's sufficient charge. Renault reckons that it should be possible for a Captur E-Tech full hybrid 145 owner to drive around town at low speeds in all-electric mode for 80% of the time. On the open road, remember to switch the auto gear lever to its 'B' position so that you can maximise regenerative brake energy harvesting and so preserve battery charge.

Summary

Historically, in our market, the Captur has never sold quite as well as it does in Continental Europe, but such is the step forward represented by this updated MK2 model that we think there's scope for that to change. It's passionate, practical and pretty stylish; as a result, many target customers will find it quite an endearing thing, especially in this full hybrid form. And in summary? Well you could either see this as a small SUV with needlessly expensive technology. Or wonder who wouldn't want a small, economical little crossover borrowing its transmission and motor technology from the most up-to-the-minute thinking in F1. In short, there's a lot to like about what Renault's served up here.