Test drive Renault Kaptur vs Ford EcoSport
The two most stylish cars of the segment, even with front-wheel drive, can adequately drive on a calibrated off-road.
The offensive term "SUV" can hardly be heard from a seller in a car dealership. Any manager uses the more solid concept of "crossover", even if we are talking about a mono-drive car without any special off-road properties. And he will be absolutely right, because buyers who come to a growing segment really want to have a car that is more versatile than the usual sedans and hatchbacks. The fact is that in the segment of inexpensive B-class crossovers, they take mainly front-wheel drive cars with initial motors, nevertheless, imposing certain requirements on them for cross-country ability.
From the point of view of a rational city dweller, Renault Kaptur is an excellent choice even in this version. The refined Duster looks like a real crook, has a stylish body, a solid plastic body kit and huge ground clearance. The equally off-road appearance of the Ford EcoSport matches it: a body in the style of large SUVs, unpainted bumpers underneath, plastic-covered sills and, most importantly, a paraded spare wheel behind the tailgate. Not laying on four-wheel drive, both can be bought for up to $ 13 with base 141-liter engines and automatic transmissions - a CVT or a preselective robot.
For the idea to cross the Duster chassis and the body of the European Captur, we should thank the Russian representative office of Renault. Unlike a utilitarian donor, Kaptur looks great not only in a snowdrift of a parking lot, but also in a parking lot of some fashionable metropolitan place. It looks like a high-rise hatchback, and it is, in fact. Climbing into the cabin through a high threshold, you find that inside it is a compact car with a quite familiar seating position and a low roof. Materials from simple, but with Duster - nothing to do. It's comfortable behind the wheel, the console with the touch screen of the media system is in its usual place, the landing is quite easy, although the steering wheel is adjustable only in height. And the appliances are just beauty. Unless, of course, the owner is not allergic to digital speedometers.
The Ford EcoSport looks a lot more like an SUV inside with its upright stance and powerful A-pillars that severely limit the view. But a toy salon made of cheap plastic hints that this is still a compact. The intricate instruments and monochrome screen of the media system look cheap, and the console with a scattering of keys seems overwhelmed. At the same time, the functionality is limited - there can be no navigation or a rear-view camera here, although the system is able to work correctly with a phone via Bluetooth. The heated windshield seems like a nice bonus and is turned on with a separate button. Kaptur also has such a function, but for some reason there were no keys for it.
The EcoSport is not well suited for rear passengers, who have to sit upright with their legs tucked in. But the seat backs are adjustable in tilt angle, and the sofa can be folded forward in parts, clearing up space in the trunk. This will be very useful when transporting oversized luggage, since the compartment itself, although high, is very modest in length. However, the EcoSport allows you to load the trunk without worrying about whether the door will close - a large notch in the sash will accept anything that tries to fall out. But the flap itself, which opens to the side, is a stylish, but not the best solution: with a hanging spare wheel, it requires increased efforts and some reserve of space behind the car.
The trunk of the Kaptur is noticeably longer, but hardly more comfortable due to the large loading height. This compartment is neater, with smooth walls and a hard floor, but the possibilities for transforming the seats are much more modest - parts of the back can be lowered onto the sofa cushion and nothing more. The tilt angle does not change, it is generally comfortable to sit, but there is also little space, plus the roof hangs over your head. Finally, the three of us behind are uncomfortable neither there nor there - they are cramped in the shoulders, and besides, a noticeable central tunnel interferes.
The Renault driver sits above the stream and it's a pretty good feeling. But in the case of the Kaptur, high ground clearance doesn't mean a long-travel soft suspension. The chassis is denser than that of the Duster, the Kaptur is still not afraid of bumpy roads, the responses of the car are quite understandable, and at speed it stands confidently and rebuilds without unnecessary equivocations. Rolls are moderate, and only in extreme corners the car loses focus. The effort on the steering wheel seems artificial, but it does not interfere with driving the car, moreover, the hydraulic booster filters well the blows coming to the steering wheel.
The V-belt variator Kaptur annoys with monotonous howls of the engine in normal modes, but cleverly imitates fixed gears during intensive acceleration. There is no sport mode - only manual selection of six virtual steps. In any case, a pair of a 1,6-liter engine and a CVT turns out to be more dynamic than the combination of the same engine with a 4-speed automatic transmission in Duster. The CVT Kaptur breaks off easily, reacts to the change of thrust vividly, but it can hardly cope with speeds of 100 km / h.
With a ground clearance of more than 200 mm, the Kaptur allows you to safely climb high curbs and crawl through deep mud, into which owners of larger crossovers do not risk to meddle. Another thing is that you can't go far without all-wheel drive. But as long as the front wheels touch the ground, you can drive very confidently - the strength of a 1,6-liter engine would be enough. For sticky mud and steep slopes 114 hp already frankly little, and besides, the stabilization system mercilessly strangles the engine when slipping. The variator is not an assistant in this situation - in difficult conditions it quickly overheats and goes into emergency mode, requiring a break.
The preselective "robot" Ford is more difficult to get out of the regular one, but it also has an overheating mode. Otherwise, this box works in almost the same way as a conventional hydromechanical "automatic", allowing you to accurately dose traction both off-road and on asphalt. The 122-horsepower crossover climbs a hill confidently, but the modest wheels and unprotected units under the bottom leave a feeling of some uncertainty. However, the EcoSport's ground clearance is hardly less than that of the Kaptur, and in most cases it will be enough without reservations.
On the highway, the duo of a 122-horsepower engine and a preselective "robot" Powershift works harmoniously, but in some modes the box gets confused and switches inappropriately. In general, this does not interfere, and the dynamics of the car in most cases is quite sufficient. Problems again begin at high speeds, when the car does not have enough traction, and the "robot" begins to rush, trying to select the right gear. But overall, the car is pleasant to drive: the Fiesta chassis is adapted to the tall body and allows for swing, but retains a good feel of the car. The steering wheel remains informative, and if it were not for noticeable rolls, the handling could well be considered sporty. And on large irregularities, the car shudders and shakes - EcoSport does not tolerate rough roads, remaining quite comfortable on relatively normal ones.
For the city, EcoSport is too brutal and not so convenient - a heavy rear door with a spare wheel makes it difficult to operate, and it transfers the roughness of our roads with some stretch. Outside the Moscow Ring Road, the car has where to turn around, but there it is already better to have an all-wheel drive arsenal, and this is a two-liter engine and a minimum of $ 14. Renault Kaptur is much more urban in appearance, has good underbody protection, and therefore seems more versatile even with a delicate CVT. All-wheel drive he also relies on only a two-liter version with an even higher price tag from $ 321. It is more affordable than the all-wheel drive Hyundai Creta, but in the list of mono-drive crossovers, it is the Korean version that looks like the best deal. This is why the Creta is still outperforming both the stylish Kaptur and the SUV-like EcoSport in terms of sales.
| Renault kaptur | Ford EcoSport | ||
| Body type | Universal | Universal | |
| Dimensions (length / width / height), mm | 4333/1813/1613 | 4273/1765/1665 | |
| Wheelbase, mm | 2673 | 2519 | |
| Curb weight, kg | 1290 | 1386 | |
| engine's type | Gasoline, R4 | Gasoline, R4 | |
| Working volume, cubic meters cm. | 1598 | 1596 | |
| Max. power, h.p. (at rpm) | 114 / 5500 | 122 / 6400 | |
| Max. cool. moment, nm (at rpm) | 156 / 4000 | 148 / 4300 | |
| Drive type, transmission | Front, variator | Front, RCP6 | |
| Max. speed km / h | 166 | 174 | |
| Acceleration from 0 to 100 km / h, s | 12,9 | 12,5 | |
| Fuel consumption (city / highway / mixed), l / 100km | 8,6 / 6,0 / 6,9 | 9,2 / 5,6 / 6,9 | |
| Cargo space, l | 387-1200 | 310-1238 | |
| Price from, $. | 12 852 | 12 878 |
