Test: Renault Captur Intens E-Tech 160 (2020) // Slightly different hybrid
There are several brands where electromobility in its purest and most compelling form was considered back at Renault. Therefore, the fact that no hybrid, let alone a plug-in hybrid, can be found in the very wide range of the French manufacturer may be even more startling (although the order is reversed in the industry today). But this does not mean that Renault did not have plans and ideas, as they showed many years ago that they are also considering this option.
Obviously, they wanted to bring the system to a stage where it was fully mature, still innovative and modular., so that it will be ready for installation in several existing models. Thus, they were able to present as many as three hybrid models at once - two plug-in and one full, and at the same time announced another one (in the mild hybrid version). And Renault has so quickly returned to the top of electric vehicle suppliers...
The Captur you see is the pinnacle of the lineup and comes closest to a battery-powered model with its plug-in hybrid technology, as the built-in 9,8 kWh lithium-ion battery gives it up to 65 kilometers of electronically powered autonomy. go alone. Although the plant also admits that this figure is applicable for city driving, where the requirements are more modest and the recovery is more intense. More realistic is the figure of 50 kilometers, which seems to be achievable. But more on that later.
In short, the Captur (next to the Megan) was the first to get a demanding set of plug-in hybrid powertrains. Which, of course, can be seen in its sales. But not the last By 2022, the French brand will introduce 8 more electric models and 12 hybrid models.
However, Renault designers and engineers took advantage of the fact that they were able to incorporate a complex (double) powertrain, including a relatively large battery, into the existing body of the still-fresh Captur, in fact, making almost no compromises - neither in terms of the exterior, nor in terms of interior space, nor in terms of comfort for passengers, since they even retained the longitudinally movable (16 cm) rear bench and almost 380 liters of luggage space! Only those 40 liters under the double bottom are now reserved for charging cables. The only noticeable difference on the outside is the refill and battery recharging ports on each side.
Therefore, even the interior of the Captur is no longer a surprise, which is good. The Intense certainly brings a lot of comfort and equipment, including a bit of candy, and basically the E-Tech is the same as any other traditional drive model except for the "gearbox" knob. And this is also its advantage - unpretentiousness and simplicity. When driving, the driver does not need to know anything special. I mean, he doesn't need new, let alone sophisticated knowledge to operate this hybrid.Of course, it doesn't hurt if he knows something about the built-in technique, especially if he knows how to get the most out of this technique. At this point, it makes sense to revive a little bit of knowledge about this hybrid model, which is special in many ways (but not in many ways).
So they took it as a basis The 1,6-liter four-cylinder engine, of course without forced charging, can produce 67 kW (91 hp), while on the other hand it is aided by a power electronic machine (36 kW / 49 hp) and a powerful starter generator. (25 kW / 34 km)... And then there is the original new four-speed automatic transmission, which works without the clutch and of course without all the friction elements, since it doesn't even have synchronous rings.
At the same time, of course, it also takes care of the regeneration and recharging of the battery. The gearbox connects and coordinates the complex choreography of the three energy sources, as this hybrid can act in parallel, in series, and in any other way. Simply put - Therefore, the Captur E-Tech can only be powered by an electric motor. (up to 135 km / h), it can be driven by a four-cylinder engine, and the electronic engine can only help it, but the car can be driven by an electronic engine, and the four-cylinder engine only acts as a generator or range extender. Sounds pretty complicated - and it is. Renault, for example, claims that depending on the mode of operation and gear ratios, up to 15 modes of operation of this hybrid kit are possible!
In general, driving is, of course, much less dramatic and easy. All the driver has to do is switch to driving mode D and press the "accelerator" pedal. In quotation marks, because, regardless of the amount of electricity in the storage tank, Captur always starts with the help of an electric motor, in the worst case (of course automatically) a four-cylinder engine starts, which ensures sufficient electricity flow into the system, and on cold mornings, as soon as it can to do, will effortlessly warm up the system and get it ready to go by adding a bit of power.
As long as there is enough electricity, Captur offers all the benefitsso-called electronic drives – decisive acceleration from a standstill, responsiveness, quiet operation… The driver can control the flow of energy on the central display or on beautiful digital gauges, which are graphically and flexibly among the best. Interestingly, the system offers three modes of operation, and there is not one particularly economical, which would emphasize environmental friendliness. When the battery drops below a critical level, only MySense and Sport are available. The first, of course, emphasizes the dynamic characteristics of the hybrid and is as close as possible to the environmental program, the second sharpens the sportiness.
At the same time, of course, it is more or less clear that this program will be of interest to rare Captur clients, but if the factory quotes the system as 160 horsepower, and they also like to mention the dog gearbox., who is known for sports, already has the right to be next. In this case, the engine is always present, and the electronic car charges the battery to the maximum. And only in this mode can you feel the work and shifting of the new gearbox or its four gears. The engine spins quite high and the gearbox sometimes shifts quickly and again there is a shift delay.
The engine with gearbox and drive in this mode also offers the most mechanical connection, which, frankly, is only suitable for rare areas where instant response and maximum power are required in the shortest possible time. As for the series of overtaking ... IThe engineers also did a lot of work on the chassis, as they had to make sure that the extra 105 kilograms, equal to the weight of the battery, felt as little as possible behind the wheel.
In addition to the more solid chassis overall, the rear now also has individual wheel suspension, and everything works pretty well in corners, and above all, there is a really slight tilt. They also limited spring and shock travel, however chassis performance is still very decent in providing ride comfort on the road, but it still feels a little more stiff, but isn't as disturbing or wobbly as some of the competition.
If someone really wants to quickly turn into an empty mountainous region, of course, he will not be disappointed. Provided that he has two assumptions in mind - that he drives a hybrid and that this hybrid is descended from a hybrid, which by definition does not quite correspond to the concept of sportiness and driving dynamics. However, it is able to show some driving talent, at least with moderate demands and faster travel, and with determination, this Captur also leans seriously on the outsides of the tires, lean is more obvious, and understeer becomes more evident. However, despite the extra weight, the rear is completely insensitive to sudden changes in direction. But if that's a problem for you, you've missed the point...
When driving calmly and fast enough, long distances can be covered with very moderate fuel consumption.... I managed to get from the capital to Maribor with a consumption of less than five liters and (almost) with a full battery.. On the way back, I managed to drive with an almost discharged battery of about 6,5 liters.... And this is at normal speed requirements. However, the road loads like most BEV models are not close to this. But as said, it can also handle highway speeds more easily thanks to the gearbox, accelerations are still very decent even at these speeds, and above all without starting the engine at high speeds.
Fuel consumption per 100 km can also be significantly lower - with more modest requirements and shorter charging distances, when the engine starts only sporadically. But anyway, it makes sense. I could not drive 50 km around the city and its environs on one electric motor, but I believe that in ideal conditions I would have traveled more than 40 km.
It certainly makes sense that a car with a relatively modest battery doesn't have a built-in DC charger, but it does help.... As if the built-in AC charger was more powerful than 3,6 kW. But as I said, the owner will charge it when the car is at home. And at night it probably doesn't really matter as the battery is fully charged in a matter of hours. However, fast charging is practically pointless from such a time and financial point of view for such a model ...
It's a smart choice, especially for drivers who have the ability to charge their batteries from a home outlet, whether it's a shockproof charger or a wall charger. And on condition that he travels these 50 electron kilometers as many times as possible. The PHEV Captur also adds extra points with its equipment, as well as, of course, the performance, soothing silence and responsiveness of the electronic drivetrain. Well, it can still be a decent choice in terms of price, because with a little discount and buying skills, it can be yours for under $ 27k.
Renault Captur Intens E-Tech 160 (2020 g.)
Basic data
| Sales: | Renault Nissan Slovenia Ltd. |
|---|---|
| Test model cost: | 30.090 € |
| Base model price with discounts: | 29.690 € |
| Test model price discount: | 29.590 € |
| Power: | 117kW (160 KM) |
| Acceleration (0-100 km / h): | 10,1 with |
| Maximum speed: | 173 km / h |
| Mixed flow ECE: | 1,7l / 100km |
Cost (up to 100.000 km or five years)
Technical information
| engine: | Engine: 4-cylinder - 4-stroke - in-line - petrol - displacement 1.598 cm3 - maximum power np - maximum torque 144 Nm at 3.200 rpm Electric motor: maximum power np, - maximum torque 205 Nm. System: maximum power 117 kW (160 hp), maximum torque 349 Nm |
|---|---|
| Battery: | Li-Ion, 10,5 kWh Transmission: engine drives the front wheels - CVT transmission |
| Mass: | empty vehicle 1.564 kg - permissible total weight 2.060 kg |
| External dimensions: | length 4.227 mm - width 2.003 mm - height 1.576 mm - wheelbase 2.639 mm |
| Box: | 536 |
We praise and reproach
system power
equipment and digitized counters
Ease of Management
pretty solid chassis
high waist front
feeling of sterility of the steering mechanism
