Test drive compact SUV models from Mazda, Opel, Peugeot and Renault
Test Drive

Test drive compact SUV models from Mazda, Opel, Peugeot and Renault

Test drive compact SUV models from Mazda, Opel, Peugeot and Renault

We compare Opel Mokka X, Mazda CX-3, Peugeot 2008 and Renault Captur

Opel has redesigned its Mokka model and added an X to the name. In the Opel test, the Mokka X 1.6 CDTI will compete against the Mazda CX-3 Skyactive-D 105, Peugeot 2008 BlueHDi 120 and Renault Captur dCi 110.

The adventure, for which a German would gladly get an off-road model, has problems with time. In his free time, the average German likes to sleep - seven hours and twelve minutes a day. In addition, he watches TV for 223 minutes, uses his cell phone for 144 minutes, and eats for 105 minutes. If we look at his five favorite hobbies — gardening, shopping, crossword puzzles, going out to restaurants, and playing computer games — we won't find any overwhelming sense of adventure, but rather that the rise of SUVs is unlikely. be explained by statistically confirmed needs.

However, the rise of the SUV category is easy to prove. At Renault, the Captur is second in popularity to the Clio, as well as Mazda's CX-3 (after the CX-5) and Peugeot's 2008 (after the 308). On Opel, only Astra and Corsa are sold better than Mokka. After the facelift, it is now called the Mokka X. What else has changed and how the model will perform compared to the 2008, CX-3 and Captur, the comparison test will clarify. The race is on an equal footing - all models are diesel, all have front-wheel drive. So go ahead and may the best one win!

Opel equips Mokka X with equipment

The specified basic set is quite enough for a small adventure interspersed with other activities - the success of Mokka speaks for itself. He appeared on the market in the fall of 2012 and, as a sister of the Chevrolet Trax, relied on the design and production of Korean GM relatives. Initially, the success of the SUV model was due, so to speak, to the fact that it was the right car for an upward fashion trend, and not to brilliant technologies. Since the summer of 2014, however, Opel has been producing the Mokka at its own plant in Spain, and the designers have visibly Europeanized this small SUV.

Bright LED lights, new infotainment system

For example, they armed him with their own arsenal of support systems. Now, for modernization, it receives excellent adaptive fully LED lights (1250 euros), otherwise there is more chrome outside in some places or slightly more modern taillight units. Inside, Mokka is decorated in Astra style. The information and entertainment department is now coordinated by a high-positioned touchscreen. With it, telephony, music and navigation have become much easier, and the system is also understood from a mobile phone via Apple CarPlay and Android Auto (which is why many drivers will spend several of the 144 minutes of training with a phone within a statistical 39. minutes drive per day).

As the system can save many buttons, the rest of the function controls become more visible and easier to use. Mention should also be made of the new, easier-to-read controls, high quality workmanship and materials, as well as proven good solutions such as the ergonomic comfortable driver's seat for long journeys with good lateral support (390 euros).

Mokka X high torque

Since the dimensions have not changed, there is still enough space in both the front and comfortable back seat to travel without worries. At the rear, the Mokka X doesn't seem long enough, with a boot capacity of just 356 liters - a fact that the Mokka doesn't try to hide with the tricks of internal flexibility. There is only one small base under the trunk floor - and, as before, the rear seat and backrest fold down to form a flat area.

And since we're talking about things that haven't changed, let's turn the ignition key. In response, the 1,6-liter turbodiesel began self-ignition, which has been somewhat misleading since its debut in 2015, claiming to be a "whispering diesel". Otherwise, it progresses just as decisively as the motors of rivals, but a little more patchy. Only from 1800 rpm and above does the light breeze of forced inflation turn into turbo pressure, which, with its unbridled force, tests the front wheels' ability to maintain traction.

However, all this harmonizes well - a diesel engine with high torque and economical operation (6,2 l / 100 km), a high-quality, very slightly stuffy gearbox and calm behavior on the road. The specialists adjusted the chassis and steering of the Mokka X more rigidly and directly. Thus, the model overcomes the corners faster than anyone else, with pleasant feedback and precise control work. At the same time, thanks to the hard settings, you can not worry about strong rocking - and there is no hope for a soft and comfortable ride. In the empty state, the X-model reliably attacks short blows and reacts even more sharply to the load. This remains the most significant shortcoming of the low-equipped Opel. But given its well-defined qualities, its prices do not lose touch with reality.

The CX-3 looks a class smaller.

The Mazda CX-3 is also unlikely to ever take part in a desert hike. True, like the Opel model, it is optionally available with a dual transmission, but its expeditions are thwarted due to insufficient interior space. While it's as long as the Mokka X, it looks one class short. The driver and front passenger sit on padded seats 8,5 cm lower and close to each other – nothing to do with the feel of an SUV. And on the soft rear seat, passengers sit quite tightly. In addition, the standard cargo volume is inferior to that offered by competitors. Yes, the CX-3 is not to be suspected of a miracle of space and flexibility - only the split rear seatback folds down here. A small hole in the back cover and a narrow climbing passage also interfere with everyday life.

The model manages to go forward only when moving. Thanks to its light weight – the Mokka X weighs 177kg more on the scales – the 3 horsepower of a cultured and homogeneous 105-litre turbodiesel (1,5L/6,1km) is just enough for the CX-100. Like the Captur, it may fall behind some others in terms of performance, but with a well-chosen and precise six-speed gearbox, the CX-3 is an overall pleasure to drive.

The reason why, despite the precise and sensible steering system, the enjoyment of the secondary roads is not complete is due to the rigid settings. The suspension reacts roughly, meets short bumps firmly, and large waves on the asphalt simply catapult passengers. However, unbalanced tuning does not impair road safety. Although Mazda lacks traction, in border mode it starts towing the front axle with easy understeer handling, and the ESP system handles the situation quickly. Unlike many of Mazda's test vehicles lately, this CX-3 has passed all braking tests without issue. In addition, the Exclusive Line level is well equipped and inexpensive. Is that enough to win, or will he have to retreat, admitting defeat?

Moderately revised

Yesterday's daredevils are sometimes set today. Like the Peugeot 2008. In the summer of 2013, it inherited the 207 SW. Then almost no one could appreciate how smart the idea was to replace a small station wagon with an urban SUV. Now, looking at 515 items sold, it's easier to predict future success. In any case, the Peugeot model was slightly updated in April, which brought it a subtly redesigned front end based on a laser emergency stop system and an infotainment system with improved phone connectivity (Apple CarPlay and Android Auto).

Otherwise, significant things have survived before. These include the space offered (excluding the small headroom in the back) and the talent for transporting goods. Above the low boot sill (60cm above the road, 18cm lower than the Mazda), it is easier to place and unfold all sorts of things for carrying. For more volume, the rear seat and backrest fold down to create a flat surface. We also add decent seats, reinforced suspension for more comfort with and without a load, as well as a temperamental fuel economy (5,6 l / 100 km) 1,6-liter diesel. At the same time, with its good intermediate traction, it makes it possible not to get too angry with the pesky six-speed gearbox.

This brings us to the pointless things that also persist with a facelift. We will ask again what special mood the members of the respective governing body were in when they accepted the idea of ​​this dashboard. The small steering wheel and the controls behind it have two problems: first, the small steering wheel and second, the tools behind it. The brisk movements of the speedometer and tachometer arrows are practically invisible to the driver. The disadvantages of a small steering wheel when driving are quite significant. With it, the steering reacts sharply to even the slightest movement. If it hadn't lacked precision and feedback (no, push is not feedback), this behavior could be quite fun on the side road. But in reality this is not the case, and the government becomes restless and rushed. The same is true on the highway when driving in a straight line, when in 2008 a greyhound follows the tracks made by trucks.

When cornering, Peugeot manages to stay safe - and the ESP system holds it back relatively early. It itself has adjustable settings for ice, sand, mud, and gravel, which, even just because of poor traction, is a surprisingly confident estimate of the car's off-road capabilities. With the so-called Grip Control system, 2008 has traditionally been an all-season tire test, which has also traditionally led to poor results in braking tests. That once again postponed a possible victory for 2008.

Captur with a beautiful pendant

Bon | Jovi releases an album every three years that sounds like all the previous ones. What does Renault Captur have to do with it? And Renault employees re-package their successful idea of ​​flexible interior management every time. When the public stopped liking it, especially in the Modus form, they put it in a more elegant case and from the summer of 2013 started selling the whole thing as Captur. Thus, its rear seat can be moved longitudinally by 16 centimeters, and the boot floor has a variable height. A comfortable seating position, a pragmatic interior layout, a comfortable suspension and the associated reluctance to drive dynamically are also inherited.

The Captur performs corners with little sway and wiggle, allows for understeer, and is therefore quickly, strongly and constantly held back by the ESP system. To say that the steering system lacks precision and feedback would be unfair to steering systems that really just lack precision and feedback - because the Captur is completely lacking in them. Which, however, sounds more dramatic than it really is - after all, no one claimed that the Renault model is in a hurry. The car prefers to move quietly, towed by its 1,5-liter turbodiesel - always economical (5,8 l / 100 km), most often with a steady and quiet ride, but never very noisy.

In this delightfully calm, practical and cheap car, everything could be so relaxed if the Renault Captur did not stop much worse than all others and offered more modern lighting, as well as safety and assistance technologies at an additional cost. But Renault, once at the forefront of subcompact safety in the event of a crash, in the case of the Captur, is saved even by the rear head airbags. Which leads to the fact that Renault Captur, let's say, is the final part of the group of test participants. We can only thank you for spending some of the 35 minutes you spent reading magazines with us.

Text: Sebastian Renz

Photo: Ahim Hartmann

Evaluation

1. Opel Mokka X 1.6 CDTI - 388 points

With good safety equipment, maximum space, solid construction, and balanced handling, the little-equipped Mokka X won a victory after its renovation.

2. Mazda CX-3 Skyactiv-D 105 – 386 points

With its affordable price and many support systems, the CX-3 almost reaches the Opel model. But the small and temperamental Mazda CX-3 drives tough and isn't very practical in everyday life.

3.Peugeot 2008 BlueHDi 120 – 370 points

Balanced comfort, intelligent interior flexibility and a temperamental engine are the strengths of the Peugeot 2008. Brakes, safety equipment and controls - rather not.

4. Renault Capture dCi 110 – 359 points

Weak brakes, an apparent failure of support systems, poor handling and a tired engine are the reason for lagging behind the flexible, spacious and cheap Renault Captur.

technical details

1. Opel Mokka X 1.6 CDTI2. Mazda CX-3 Skyactiv-D 1053.Peugeot 2008 BlueHDi 1204.Renault Captur dCi 110
Working volume1598 cc cm1499 cc cm1560 cc cm1461 cc cm
Power136 k.s. (100 kW) at 3500 rpm105 k.s. (77 kW) at 4000 rpm120 k.s. 88 kW) at 3500 rpm110 k.s. (81 kW) at 4000 rpm
Maximum

torque

320 Nm at 2000 rpm270 Nm at 1600 rpm300 Nm at 1750 rpm260 Nm at 1750 rpm
Acceleration

0-100 km / h

9,6 with10,7 with10,0 with11,2 with
Braking distances

at a speed of 100 km / h

37,6 m 35,8 m9,7 m 40,5 m
full speed190 km / h177 km / h192 km / h180 km / h
Average consumption

fuel in the test

6,2 l / 100 km6,1 l / 100 km5,6 l / 100 km 5,8 l / 100 km
Base Price25 390 EUR (in Germany)24 190 EUR (in Germany)23 250 EUR (in Germany) 24 090 EUR (in Germany)

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