Renault Captur

Report 1: We welcome the latest Renault Captur to our long-term fleet

Date: 21 March 2025 | Current mileage: 1983 | Claimed economy: 60.1mpg | Actual economy: 47.7mpg

The market is now so awash with small SUVs that I’m somewhat surprised haters of ducks can’t buy small, squeaky rubber replicas as a bath-time alternative. If you could, the new Renault Captur would certainly stand out in a fleet already swollen to armada proportions by the popularity of those such as the Ford Puma, Nissan Juke, Peugeot 2008 and Skoda Kamiq to name but a few.

Actually, it would stand out twice — from a styling perspective the revised front and as-you-were back have so little to do with each other you might, on spinning the Captur around, be fooled into thinking two different designs had been launched simultaneously.

Where the Captur’s new face — and alloy wheels — are freshly funked-up with the myriad hard, angular forms shared with the likes of Clio, Rafale and Symbioz, the back end continues the curvature of forms far more redolent of the previous version. The bows and wheels instantly invigorating, then, the tail immediately bland, while the poor flanks desperately try to absorb the differences.

On board, the changes don’t smack you in the face like a robber’s cosh but are significant nonetheless. For starters, there’s no leather or chrome on display to make the interior more eco-acceptable. The rotary climate controls have been ditched but, mercifully, rather than finding their way onto a touchscreen, have been replaced by a friendly row of toggle switches beneath the central 10.4-inch infotainment display.

On all but the entry-level Captur, that screen now plays host to a new, Google-based infotainment system which has Google Maps built in, as well as wireless Apple CarPlay and Android Auto. At first fumble, it seems really easy to use. Better still, two stabs of a dedicated a button adjacent to the steering wheel is all it takes to disengage both the lane-keeping assassin and the speed limit warning bong.

The driving position gives no cause for complaint and no matter how high you raise the seat or lower the helm, you can’t obscure any of the driver’s instrument screen. Pity, then, that its contents of same don’t look a little better…

The rear seats have a party trick, in that they can slide to and fro some 160mm so you can donate space to either the boot or your knees. In truth, if you slide the rear bench all the way forward you’re presumably napping across it and don’t need to implant your legs into the front seat ahead of you — you’ll need it all the way back to have adequate knee-room on a par with roomier rivals.

That sliding rear bench expands the loadspace from 487 to 616 litres, although you will lose 136 litres of that if you opt for the E-Tech Full Hybrid version of the Captur. Folding the rear seatbacks down increases the loadspace to a maximum of 1566 litres.

As to versions, there are just two power choices for the Captur at the moment. The TCe 90 is a 1.0-litre petrol-only with a six-speed manual gearbox, while the E-Tech Full Hybrid 145 uses a 1.6-litre petrol together with the electrical components and a novel automatic transmission.

Neither engine is especially sprightly, the TCe 90 unit dawdling from zero to 62mph in 14.3 seconds, the E-Tech Hybrid a slightly more assertive 10.6. Top speed for both is a whisker over the ton. WLTP Combined cycle fuel consumption and emissions figures are 47.1-47.9mpg and 134-135g/km for the TCe 90 and 60.1-61.4mpg and 104-105g/km for the E-Tech 145.

Then there are three trim levels — Evolution, Techno and Esprit Alpine, the latter yet another example of a manufacturer turning a performance brand badge into a trim level as per previous bows taken by Audi, BMW and Mercedes.

Prices start from £21,695 for an Evolution TCe 90, while the Esprit Alpine trim level is only available with the E-Tech Full Hybrid 145 option, setting you back £28,195 — a hell of a price hike over the entry-level machine. If you do want the hybrid, a more sensible option might be the Techno trim level — which gives you all the bells and whistles you’ll need — for £26,495.

We’ll be living with the E-Tech in Esprit Alpine trim for the next few months, looking into every nook and cranny on your behalf along the way.

Initial impressions? The infotainment system works well, switching off the irritating safety nannies is a doddle, the workings of the hybrid system seem inordinately complex and the ride’s too tough for a small SUV. Watch this space.