By Jonathan Crouch

Introduction

Renault's little Captur Crossover model matured nicely in this smarter second generation guise. It's now a little bigger but as before, is a Clio-based design offering super-economical engines, some genuinely clever interior touches and no small dose of style. It'll appeal to supermini buyers wanting extra versatility as well as family hatchback customers in search of something more interesting and affordable. And it's the kind of car that'll certainly drive sales in this segment.

Models

5dr SUV (1.0 TCe 100/1.3 TCE 130/1.5 dCi /1.6 Hybrid 145 /1.6 Hybrid 160 PHEV)

History

It seems a long time ago now that the Renault Captur first arrived on the scene, launched in 2013 to replace the unloved Modus small MPV. The original version of this little crossover was the development of stylist Laurens van den Ackers 'Captur concept' car of two years earlier. That motor show prototype had carbon-fibre bodywork, huge 21-inch wheels and butterfly-action doors, but of course the production version was a lot less revolutionary, though still a trend-setter in a small SUV segment that in those days had little to offer other than the rather divisive Nissan Juke. As we all know, the small crossover sector has exploded in size since - to Renault's considerable benefit. Over 1.5 million examples of the original Captur were sold, with a far-reaching facelift along the way in 2017. Notably, in its final year production (2018), it was even more popular than in the first, in that last 12 months outselling its Juke cousin in Europe by 5-to-1. Renault knew though, that the party wouldn't last without a considerable design upgrade, which is what brought us this second generation model in 2019. It shared its new CMF-B platform with both the fifth generation Renault Clio supermini and the MK2 model version of its cousin and close rival, the Nissan Juke. That new chassis not only allowed this Captur to grow in size, but also provided for the provision of electrification - a plug-in hybrid variant was slotted in at the top of the range, pioneering that technology in this segment. A self-charging Hybrid followed. Most customers selected between more conventional variants though, all of which featured a much more sophisticated and higher quality cabin, with stronger standards of safety and media connectivity. Families valued the fact that the useful sliding rear bench was retained - which in 2019 was still a relatively unusual feature in this class. The diesel version sold until 2021 when it was effectively replaced by the self-charging full-Hybrid petrol 145 variant. The PHEV version was discontinued in our market in 2023. The Captur range was substantially facelifted in Summer 2024; it's the pre-facelift 2019-2024 versions of the MK2 model we look at here.

What You Get

This second generation model's predecessor offered a template for the way a Crossover of this kind should look. That was one of the first cars in the sector for instance, to feature the styling device designers call a 'floating roof'. This was retained here of course, as part of a car that became significantly bigger, 110mm longer, 19mm wider and 17mm taller than before. Arguably, even more changed from a frontal perspective. Full-LED headlights were standard and look particular striking when on a top model, they're surrounded by Renault's trademark C-shaped daytime running light signature. At the rear, the flush-fitting hatch has slim LED tail lights intended to emphasise body width, with C-shaped illuminating 3D signatures. At the wheel, it's certainly a big step forward from what was offered before, that slight whiff of second class citizenship delivered by the cabin of the previous Captur well and truly banished in the MK2 version. In favour of soft-touch trimming, tactile touch-points and a distinctly Audi-esque feel to parts of this completely revitalised design, particularly the circular ventilation dials that sit mid-way down the centre stack. Smart piano key switches feature just above, plus various satin-finished silver embellishments and the redesigned, more enveloping seats both also play their part in helping to push this car a little more up-market. This cabin still lacks the sheer solidity of a Volkswagen Group product in this segment, but jump out of a Ford Puma or perhaps something Korean from this period into one of these and you might feel like you'd been upgraded to Business Class. Various screens help of course with the whole more sophisticated demeanour, particularly the central 'EasyLink' portrait display, available in either 7-inch or 9.3-inch forms. You can also view another screen through the re-designed three-spoke steering wheel. Plusher variants get a 7-inch TFT configurable instrument display which, at the top of the range, could be upgraded to a wider 10-inch monitor. It actually feels very decently spacious in the back by class standards, rear legroom improved by 17mm, thanks in part to re-designed front seats that also feature curiously angled comma-shaped headrests, apparently designed to improve frontward visibility for rear occupants. The original Captur was the first car in the class to offer a sliding rear bench, a feature that by 2020 had been copied in the small SUV segment only by the Volkswagen T-Cross, and it's still one of the things we think family folk will like most about this Renault. Cargo space increased by a useful 81-litres to as much as 536-litres - though that's with the rear bench slid all the way forward, crushing adult knees against the front seatbacks. A useful lower pull lever allows you to yank it back and with the bench pulled right towards you, the boot space figure falls to 422-litres - still pretty reasonable by class standards. Unlike in a Clio, you get an adjustable-height boot floor, so this is at least a really flexible space; set this luggage board in its lowest position and there's room for really quite tall items. This Captur gets the usual 60:40-split rear seat back which, when pushed forward, frees up 1,275-litres of capacity across an almost-flat load floor of 1.57m - 110mm more than the previous model could offer. It's 1,118-litres in the PHEV.

What You Pay

Prices for this MK2 Captur start from around £11,000 (around £12,800 retail), which gets you an early '19-plate entry-level Captur 1.5 dCi 95 diesel with base 'Play' trim. Prices for this MK2 Captur in petrol form start from around £11,350 (around £13,450 retail), which gets you an early '19-plate entry-level Captur 1.0 TCe 100 with base 'Play' trim. Values for the pre-facelift version of this variant rise to around £13,600 (around £15,700 retail) for a late '23-plate car. The 1.3 TCe 130 with 'play' trim starts on a '19-plate from around £13,400 (around £15,500 retail); we'd be tempted to try and stretch to the full-Hybrid 145 model, which starts on a '22-plate from around £18,000 (around £20,250 retail). There aren't many Captur PHEVs about. Prices start from around £15,300 (around £17,400 retail), which gets you an early '20-plate 'S Edition' variant. The last late '23-plate cars value from around £20,150 (around £22,500 retail) - for an 'E-Tech Engineered' model. All quoted values are sourced through industry experts cap hpi. Click here for a free valuation.

What to Look For

Most of the issues you'll find are common to those of ordinary Capturs of this generation. Which in turn are common to those of a Clio supermini in this period, a car which shares much of this Captur's engineering. General problems include issues with the boot block mechanism causing the boot remain locked, an issue that can happen intermittently. This problem is caused by a faulty actuator/solenoid. You'll need to make sure that the infotainment system has got the latest software updates so that it can function as it should. Check the Renault key card and make sure it locks and unlocks the doors properly. If it doesn't, then the key battery might be flat. Then get in and make sure that the starter activates and lights up the dashboard. If it doesn't then the car battery may be at fault. If the engine can't be switched off once activated, then try pressing the starter button 5 times in quick succession and see if that solves it. As for driving issues, well look for vibrations, smoke from the exhaust and warning lights on the dash. If vibrations are the problem, check tyre pressure and the condition of the tyres. Check the steering: if it feels very heavy, then the assistance motor may be faulty. We've also come across reports of issues with electricals, ranging from faulty wipers to cars that wouldn't start. There have also been issues with faulty bulbs that stop the indicators from correctly working. We came across a number of glitches with the R-Link2 infotainment and sat nav system - things like out-of-date maps and issues with DAB drop-out. Another owner complained of dashboard rattles and window whistles. Check tyres, exhausts and front suspension alignment carefully and try to establish if the previous keeper was diligent in the car's upkeep. Look for parking scratches on the alloys and evidence of child damage on the interior plastics and upholstery. All of these issues are common and could give you scope for price negotiation.

Replacement Parts

(approx based on a 2021 Captur E-Tech Plug-in Hybrid 160 ex VAT) Day to day consumables for this Captur are in line with what you'd expect. An air filter is around £24. An oil filter is around £4. A pollen filter is around £11-£34. Front brake discs sit in the £81-£109 bracket. Rear brake discs are in the £59-£110- bracket. Front brake pads sit in the £31 to £52 bracket for a set. For rear pads it's around £31. A spark plug is around £12. A wiper blade will cost around £8-£19. A door mirror glass is around £33.

On the Road

The original Captur hailed from an era where no one really expected a small SUV to handle with any real sense of driver engagement, but things have been changing in recent times and this Renault tried to change with them. That might explain why the suspension doesn't have quite the same fluid kind of feel of the original version of this car. But on the plus side, thanks to revised electric steering and a more sophisticated CMF-B platform, with this MK2 design there's much more of a purpose to the way this little crossover turns into bends - and a level of body control that certainly wasn't there before. Engine-wise, most will be choosing between the two mainstream petrol engines, either a three cylinder 1.0-litre TCe 100 entry-level unit mated to a 5-speed manual gearbox. Or the four cylinder 1.3-litre TCe 130 powerplant, which can be had with either a 6-speed manual gearbox or 7-speed EDC auto transmission. With the EDC 'box, it manages WLTP-rated figures of up to 44.8mpg and up to 141g/km. This same engine can also be had in an uprated TCe 155 state of tune, where it's only mated to EDC auto transmission. For the few who might still want a diesel in this class of car, Renault continued to offer its 1.5-litre four cylinder dCi unit in 95 or 115hp forms, the latter with the option of EDC auto transmission as an alternative to the standard 6-speed manual. Alternatively, there were the two 1.6-litre petrol Hybrids. Either the self-charging Hybrid 145. Or the Plug-in Hybrid variant that mates the same 1.6-litre petrol engine to a clever multi-mode auto gearbox and a pair of electric motors powered by a 9.8kWh 400V lithium-ion battery. This allows for a WLTP-rated all-electric driving range of up to 30 miles, plus there's a WLTP CO2 reading of just 33g/km of CO2 and the car can be recharged via a Type 2 (mode 3) cable in just 3 hours. Whatever powerplant you select for your Captur, refinement is excellent by segment standards - very nearly class-leading. Which is enough to make this Renault a more pleasurable companion on the kind of longer journey you might normally expect to find a touch wearing in such a small car.

Overall

Of course, there's always a danger with this class of car that in its mix of SUV, MPV and family hatch, you end up with a confection lacking the core strengths inherent in any of these three genres. Broadly speaking, this is a trap Renault avoided here - provided your expectations in each of these areas aren't too great. This car doesn't have 4WD, you can only just carry five people and you won't want to drive it on its door handles. None of which will bother most buyers at the smaller end of the Crossover segment one jot. Yes there are some irritations - some minor cabin quality issues, the driveability of the EDC auto gearbox and perhaps a fractionally more comfort-orientated damping set-up. But we can't see much of this deterring likely buyers. They'll love the trendy touches like the clever infotainment system, the sliding rear bench and the double-height boot floor. True, this Captur faces strong competition from very talented rivals. But it's a model you must consider before buying any one of them. A cleverer Crossover. If you really want a car of this kind, then you'll really want to try it.