Renault Captur review
Revamped looks keep this small SUV looking fresh, but its age is starting to show in places
Our opinion on the Renault Captur
Despite the Renault Captur competing in a crowded small SUV sector, it does an admirable job, thanks to attractive pricing, sleek tech, and efficient powertrains. Although it may not be the newest option in the class, valuable updates across the range have kept it competitive.
It’s not as sharp to drive as some rivals, and the cabin design is starting to look and feel a little dated, but fundamentally, this car’s focus on what its buyers will appreciate is enough to keep it at the sharp end of the class. Just be careful with higher-spec models, as the value equation starts to falter as prices rise, and the ride can become a bit choppy with the larger wheel sizes.
About the Renault Captur
The Renault Captur is currently the cheapest model in the company’s SUV line-up, which now spans six cars. We also think it’s one of the better-value small SUVs currently on sale. The UK range is simple, with two engine choices and three trim grades.
The small SUV market is fiercely contested, so our expert road testers have carefully measured the Renault Captur’s capabilities against its competitors. The Ford Puma is one of Britain’s best-selling cars, so we put the Captur against it for an in-depth twin test. It might surprise you to learn that the Renault actually won against its popular opponent, thanks to its superior space, comfort and running costs.
Renault Captur prices and latest deals
Starting off the Renault Captur line-up is the Evolution trim which starts for around £22,500. However, the French brand expects most of its UK buyers to opt for the mid-range Techno trim, which bumps the price up to nearly £24,000 and adds larger 18-inch wheels, built-in Google services including Google Maps for the infotainment system, a larger 10.25-inch driver’s display, ambient lighting and a modular boot floor. Every trim level is available with a petrol or hybrid powertrain, with the latter commanding a premium of around £3,000.
Used - available now
2021 Renault
Captur
48,139 milesAutomaticPetrol1.6L
Cash £12,935
2022 Renault
Captur
13,669 milesManualPetrol1.0L
Cash £12,300
2017 Renault
Captur
34,219 milesAutomaticPetrol1.2L
Cash £10,697
2022 Renault
Captur
22,070 milesManualPetrol1.3L
Cash £13,899At the top of the range is the near-£29k Esprit Alpine, which is only available with the hybrid powertrain. It adds 19-inch alloys, adaptive cruise control, electrically adjustable and heated front seats, a heated steering wheel, and a unique interior combination of synthetic leather and fabric trim. The Esprit Alpine also features a range of outside styling enhancements, including a dual-tone paint finish, Alpine badging, and dark grey exterior trim elements.
If you're considering a Renault Captur of your very own, be sure to use our Buy a Car service. You can configure your ideal Renault Captur and find top deals from our dealer network, discover the very best Captur leasing deals or choose from a huge selection of top-notch used Captur models. Need to sell your car? Be sure to visit our Sell My Car page.
Performance & driving experience
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Comfort is the Captur’s calling card, with the French model delivering a smoother ride than most alternatives in this class. We think that the entry-level 89bhp petrol engine could do with a little more power, though.
| Model | Power | 0-62mph | Top speed |
| Captur 1.2 TCE 115 Evolution | 114bhp | 12.1 seconds | 104mph |
| Captur E-Tech 160 Evolution | 158bhp | 8.9 seconds | 106mph |
Performance, 0-60mph acceleration and top speed
High performance is rarely a top priority in this class, but the entry-level 1.0-litre TCe powertrain in the Renault Captur is, without sugar-coating it, slow. Although it’s been beefed up over the Captur’s lifetime, this engine still only packs a peak power output of 114bhp, and a pretty lean 190Nm of torque. The resulting acceleration is certainly leisurely with a 0-62mph time of 12.1 seconds.
Being a little undernourished, the engine needs to work quite hard to keep up with traffic at high speeds, affecting refinement and economy. The six-speed manual gearbox shifts well, which is good news because you’ll need to use it frequently to make good progress. The Captur E-Tech largely fixes all these issues, but for a not inconsiderable £3,000 extra.
This has also since been upsized over the years into a 1.8-litre that churns out 158bhp. This setup cycles quite keenly between pure-electric, hybrid and petrol drive modes, so the engine note doesn't always coincide with accelerator input. While this is a bit disconcerting at first, it doesn’t affect power delivery. The final result is a 0-62mph time of 8.9 seconds.
Town driving, visibility and parking
If you opt for hybrid power, the Captur spends most of its time in electric mode at lower speeds, making it very smooth and quiet when shuffling about in traffic.
However, the base petrol model is hampered by a spongy clutch pedal, which makes the same low-speed journey less pleasant. It’s one of our few criticisms, though, because otherwise, the Captur’s decent visibility, light steering, and soft ride make it a really pleasing place to be during the slowest, most boring parts of urban trips.
Country road driving and handling
The soft suspension of the Renault Captur can take more than one bounce to settle if you hit a larger bump, but it generally delivers impressive comfort on the move. You’ll also notice a reasonable amount of body lean in the bends – a feeling that is enhanced by what seems like an SUV-like high centre of gravity – compared with the more agile Ford Puma, but you can still confidently maintain a very satisfying flow along a twisty road in the Captur because there’s plenty of outright grip on offer.
Motorway driving and long-distance comfort
At higher speeds, the Captur Hybrid easily has what it takes to keep up with traffic. The base petrol model feels much more strained, though, and you really need to use the full travel of that accelerator pedal to make decent progress. When cruising, both variants are impressively comfortable and refined, but we’d like slightly more precise steering to give an added feeling of stability.
“The Ford Puma is great fun on a twisty road, but the Renault Captur soaks up bumps better and has less road noise at higher speeds.” - Alex Ingram, former chief reviewer.
MPG & running costs
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Whichever powertrain you choose, the Renault Captur is unlikely to break the bank.
Officially, the 115 TCe petrol model achieves up to 49.6mpg on the WLTP combined cycle, but fuel efficiency is where the hybrid naturally takes the lead. Renault says this model can return up to 65.7mpg. The older 1.6-litre hybrid also claimed a respectable figure of 60.1mpg, and while we didn’t quite match that figure when we ran a pre-facelift Captur on our long-term test fleet, we did achieve an average of 53.2mpg over the course of six months and 9,000 miles of driving, with plenty of those covered on motorways.
When you’re in town, the Captur’s ability to remain in full-electric mode means that the official figure should come within close reach.
| Model | MPG | CO2 | Insurance group |
| Captur 1.2 TCE 115 Evolution | 49.6mpg | 130g/km | 14 |
| Captur E-Tech 160 Evolution | 65.7mpg | 97g/km | 16 |
Insurance groups
Depending on powertrain and trim, the Captur’s insurance groups range from 14 to 16, so it shouldn’t be particularly horrendous when it comes to paying for cover. In comparison, the Ford Puma resides between groups 12 and 21, while the Dacia Duster occupies groups 17 to 24. The SEAT Arona is a small SUV with some of the very lowest premiums, though, starting from group 10.
Tax
You’ll need to pay the standard rate of VED road tax on every Renault Captur, but even a fully-loaded model will avoid the additional costs of the luxury road tax surcharge. There’s no mega savings for company car drivers, though, so you’ll probably want to look towards fully electric SUVs like the Renault Scenic instead.
Depreciation
Our market data shows that the Renault Captur is one of the better small SUVs for resisting depreciation, as it should retain between 51 and 55 per cent of its original value after three years or 36,000 miles. This is a slightly better outcome than the top-selling Ford Puma, which only retains 45 to 53 per cent.
To get an accurate valuation for a specific model, check out our free car valuation tool...
Interior, design & technology
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The Renault Captur received a substantial facelift in 2024, applying the brand’s latest design language to the existing model with varying levels of success. The biggest difference is to be found up front, where the complex and curvy headlights have been replaced with more angular LED headlights that create a more distinct brow.
This is matched with a graduated grille pattern and the latest Renault logo, both of which do a good job of keeping the overall design looking sharp. These big changes are not reflected along the sides or at the rear, which are a little softer and less chiselled.
Renault has included generous levels of standard kit: entry-level Evolution comes with alloy wheels, LED headlights, auto folding electrically adjustable mirrors, rear privacy glass, automatic air conditioning and a host of active safety systems such as lane-keeping assist and traffic sign recognition.
Our preferred version is the Techno trim, which adds:
- 18-inch wheels
- Built-in Google services, including Google Maps for the infotainment system
- A 10.25-inch driver’s display
- Ambient lighting
- A modular boot floor
The range-topping Esprit Alpine adds 19-inch alloys, adaptive cruise control, electrically adjustable and heated front seats, a heated steering wheel, and a unique interior combination of synthetic leather and fabric trim. The Esprit Alpine also features a range of outside styling enhancements, including a dual-tone paint finish, Alpine badging, and dark grey exterior trim elements.
Interior and dashboard design
The dashboard has been gently revised for the facelifted model, and the old car’s large rotary dials for the climate control have sadly been dropped. However, the good news is that, unlike some rivals, actual buttons remain, although the bank of rocker switches is more fiddly to use than the old layout.
The flip side of this is that an additional storage shelf has been freed up just beneath the main touchscreen. A floating centre console brings both the stubby gear selector and smartphone shelf with its USB ports (and wireless charging on range-topping trims) close to the front seats.
Materials and build quality
Supermini-based SUVs commonly feature lots of hard, scratchy plastics in order to reduce costs, and while the Captur is no different, most of the cheap-feeling materials tend to be low down on the door trims and centre console.
The elements used higher up have an air of quality that’s above average for the class, while fabric-trimmed panels and coloured plastics on the dashboard help to break up what would otherwise be a fairly grey and monotonous cabin. Other details, such as the razor-sharp resolution of the digital driver’s display, help add to the Renault’s overall feel-good factor.
Infotainment, sat-nav and stereo
Unlike the previous Captur, all trim levels come equipped with the full-size 10.4-inch touchscreen infotainment system. A rear-view camera and cruise control are also fitted as standard, while the top-spec Esprit Alpine cars add adaptive cruise control, an electrically adjustable driver’s seat, plus heating for the front seats and steering wheel.
Renault’s OpenR Link infotainment system used in the Captur features an Android operating system, which was first introduced in the Renault Megane E-Tech. Choose Techno trim or above, and it includes built-in Google Maps, which looks fantastic on the screen, responds to inputs and loads menus very quickly, and is easy to use. It’s so good that there’s little reason to connect your phone to use a navigation app to find your way around and avoid traffic jams.
A shortcut bar is integrated into the top of the display, so it’s always easy to navigate the intuitive system.
“The top-spec Esprit Alpine features a leather substitute that feels just like the real thing, while the seats themselves are comfortable and supportive. Overall quality inside is great, especially when you consider the Captur’s competitive pricing.” - Dean Gibson, senior test editor.
Boot space & practicality
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The second-generation Captur sits on the same CMF-B platform as the latest Renault Clio, and it’s 110mm longer, 19mm wider and 17mm taller than the original model. The new platform and bigger dimensions have brought gains in passenger space and practicality, helping the Captur attract customers with growing families. Usefully, each door can take a 1.5-litre water bottle, and there’s good storage for cups and phones – including a wireless charging plate.
Access for passengers at the rear is good, and noticeably better than the Peugeot 2008, which has a lower roofline. The rear seats in the Captur are also more comfortable than those in the Ford Puma where you have to sit higher up with your legs tucked back.
Dimensions and size
The overall length of the Captur has increased compared to the older model, but it’s still shorter than the Peugeot 2008.
| Dimensions comparison | |||
| Model | Renault Captur | Ford Puma | Dacia Duster |
| Length | 4,239mm | 4,186mm | 4,343mm |
| Width | 1,797mm | 1,805mm | 1,813mm |
| Height | 1,576mm | 1,536mm | 1,621mm |
| Wheelbase | 2,640mm | 2,590mm | 2,660mm |
| Boot space | 422 litres | 456 litres | 472 litres |
Seats & passenger space
There’s plenty of adjustment in both the driver’s seat and steering wheel, giving lots of scope for getting comfortable in what is quite a lofty seating position for a small SUV. However, storage is a bit of a mixed bag, with the raised centre console opening up space for a large storage area below, including a pair of cup-holders. However, the glovebox capacity is impacted by the fuse box, and the door bins are fairly slim.
Interior space is excellent for passengers, with lots of headroom backed up by above average kneeroom for the segment. There’s more space to stretch your legs out here than in a Jeep Avenger or a Nissan Juke, if not quite as much as in a Skoda Kamiq or a Dacia Duster. Foot room is also excellent under the front seats.
Unusually in this class, the Captur comes with a sliding rear bench. It offers benefits for boot space, but with it moved all the way forward, it all but completely eliminates rear kneeroom. Isofix points are hidden behind zips, which makes them a bit fiddly to access.
Boot space
The 422 litre luggage area is reasonably sized, but it falls short of the Ford Puma’s 456 litres. The Dacia Duster is even larger at 472 litres. The Captur’s sliding rear bench seat sets it apart from rivals, though. Move it all the way forward, and the total volume grows to a huge 536 litres, but that renders the back seats pretty much useless for anyone but very young children.
That boot space benefits from plenty of under-floor storage, but it’s a slightly uneven shape. The load lip is also quite high, which makes lifting heavier items on board a bit more difficult than in some rivals.
Towing
“Cabin storage is decent up front, but given that the Captur’s dimensions are largely unchanged from the outgoing car’s, space in the rear remains a little compromised.” - Dean Gibson, senior test editor.
Reliability & safety
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The Captur didn’t appear in the most recent Driver Power best car to own rankings. However, Renault finished in a respectable sixth place out of 31 manufacturers in the best manufacturer charts. Owners appreciated the low running costs associated with Renault’s cars, as well as its Google-based infotainment software.
Euro NCAP was also fairly appreciative of the Captur, however, awarding it a maximum five-star safety rating when the French model was tested in 2019. However, it has been re-assessed in 2024 alongside the Renault Symbioz, which shares parts in common with the Captur.
The test has become tougher since the Captur was first tested in 2019, and due to it not including such features as a child presence detection system, a warning to prevent you from opening the doors into the path of approaching vehicles (such as cyclists), a central airbag to stop the front seat occupants from hitting each other in a side collision, and having poor chest protection for the driver in the front impact, its previous five-star score has been adjusted to four stars. That’s still better than the three-star result of the Dacia Duster, but behind the highest five-star rating of the admittedly pricier Toyota C-HR.
There’s still a raft of driver assistance systems as standard on the Captur, from a tyre pressure warning light, an Active Emergency Braking System, Traffic Sign Recognition, cruise control with a speed limiter, Hill Start Assist, a distance warning alert, automatic headlights and windscreen wipers, Lane Departure Warning, Lane Keep Assist and E-Call: a system that allows the emergency services to be called automatically or manually in the event of a collision.
| Euro NCAP safety ratings | |
| Euro NCAP safety rating | Four stars (2024) |
| Adult occupant protection | 76% |
| Child occupant protection | 80% |
| Vulnerable road user protection | 76% |
| Safety assist | 69% |
Buying and owning
- Best buy: Renault Captur Hybrid E-Tech Techno 180
It’s not the cheapest model in the line-up, but opting for Techno trim adds a very pleasant helping of goodies to this small SUV. A larger 10.25-inch driver’s display, a false boot floor and ambient lighting make the Captur feel just a bit more luxurious without making a huge dent in your finances.
While the TCe 90 petrol engine certainly isn’t terrible, it doesn’t offer the outright power and efficiency of the E-Tech 180 hybrid. This does cost a bit more to buy, but you should see some savings when it comes to running costs.
Renault Captur alternatives
Renault is one of a number of manufacturers battling for sales in the small SUV class. There’s the premium and tech-laden Peugeot 2008, the fun-handling Ford Puma, and three VW Group rivals in the shape of the Skoda Kamiq, SEAT Arona and Volkswagen T-Cross.
There’s also the left-field Fiat 600 and the closely related Jeep Avenger, along with a range of Japanese alternatives, including the Nissan Juke (which shares the same platform with the Captur), Toyota Yaris Cross, Honda HR-V. The South Korean Hyundai Kona shouldn't be overlooked, either.
Renault Captur history
Renault Captur Mk1: 2013-2019
As one of the first entrants in the small SUV segment back in 2013, the Renault Captur was quick to find an audience looking for a supermini footprint combined with the added practicality and versatility of an SUV. Today, all of Renault’s key rivals have an offering of this size, creating a marketplace full of competitive rivals.
The small SUV class is aimed at the growing family looking for style, space and plenty of safety kit. Renault has ticked all three boxes, but particularly the latter, as all models feature a host of equipment designed to protect the driver, passengers and pedestrians out on the road.
The 2024 facelift of the Mk2 Captur, that originally launched in 2019, introduced a new look, featuring a wider grille and LED lights at the front and rear, helping it to cut a more impressive figure on the road. Customers that wish to really stand out from the crowd are well catered for, too, with a choice of six exterior body colours with or without a contrasting black roof.
Key updates of the Renault Captur review
- 19 March 2025: Updated to include the most recent depreciation and taxation data.
- 9 December 2025: Update to include impressions from our Renault Captur vs Ford Puma twin test.
- 4 October 2024: Euro NCAP retesting data added
Frequently Asked Questions
The Captur has a fairly standard three-year/60,000-mile warranty, which is slightly shorter than the 3yr/100,000-mile cover for Renault’s EVs. The mileage limit for the Captur is unlimited in the first two years, though.
Deals on the Captur and alternatives
