Honda CR-V VS Renault Captur
- Great practicality
- Good value
- Walk away locking
- Advanced safety kit only on top-spec
- Sunroof limits rear headroom
- CVT drones on
Honda's CR-V is one of the original compact SUVs, and when it appeared in Australia in 1997 its only real rival was the Toyota RAV4, so it didn't leave us with much choice. It was a case of that one or the other one.
Now that's all changed, and there are currently more than 20 different mid-sized SUVs under $60k on sale in this market.
All that could change with the arrival of the fifth generation CR-V. We went along to the Australian launch to see if the CX-5 has anything to be afraid of, and found out a lot more in the process, including that it might be worth waiting before you buy one.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Renault Captur is stupendously, ridiculously popular… in Europe.
So popular, in fact, that it’s not quite enough to have just one Renault Captur, to they sell another one - a de-specified, Dacia-based Renault Kaptur – that looks exactly the same.
Bizarre. But then, the Captur is a bit bizarre. It’s as if it comes from an alternate dimension where style trumps practicality, and vibrant colours and tight dimensions are more important than, say, a cupholder.
The point is, in Australia at least, buying a French car tends to be a deliberate and not necessarily value-based choice. With so many keenly priced and well-specified Japanese and Korean competitors, a car like this requires a buyer who wants something genuinely different.
So, can the recently updated Captur appeal to buyers wanting something a little left of centre in one of Australia’s most hotly contested market segments, or does it play second-fiddle to the small SUV market leaders? I spent a week in one to find out.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
In the mid-sized SUV world the X-Trail is known for being super practical, the Mazda CX-5 for its looks and the way it drives, and now the new CR-V slides into the gap between them. Great value, practical and good to drive, the sweet spot in the range is absolutely the VTi-S; well equipped, with the option of AWD. Keep your eyes peeled though for when Honda updates the base grades with advanced safety kit. We'll let you know when it does.
Is the CR-V going to steal you away from the Mazda CX-5? Tell us what you think in the comments below.
The Captur might be one of Europe’s strongest-selling small SUVs, but what it offers doesn’t translate well into Australia’s market, where the sheer number of highly specified and keenly priced competitors puts a strain on its value.
The powerful new engine is welcome, and it continues to serve up plenty of that unique French style, it’s just a shame to see those things come first over today’s advanced safety items and a truly slick drive experience.
Do you think the Captur still has what it takes to duke it out with the small SUV segment leaders in Australia? Share your thoughts in the comments below.
This fifth-generation CR-V looks like it found a gym and reappeared as a beefed-up version of the last model. The dimensions don't lie – the new CR-V is 11mm longer at 4585mm end-to-end, it’s 6mm taller at 1679mm for the FWD and 4mm more in the 1689mm AWD.
At 1820mm across, it's 35mm wider and the wheelbase is 40mm longer. Ground clearance is also up by 28mm in the FWD at 198mm, and 38mm in the AWD, with its 208mm.
Just look at the pictures, there are those swept back headlights, that huge black and chrome grille, adorned with an oversized Honda badge, the muscular front wheel guards, which seem to push up and make the bonnet bulge.
From the back the CR-V looks wide and planted, but busy with all those creases and angles. While the profile isn't as sleek as others, such as the CX-5, it’s designed for practicality.
You might not have noticed, but the A-pillars either side of the windscreen are super thin to improve visibility.
This is one of the Captur’s strong suits. At least, on the outside. It comes with oodles of euro charm. I like its same-but-different approach to the Clio’s styling formula. The light fittings and grille insert are familiar but toughened up a little with SUV-specific flair. LED light fittings look the business, with their blue tinge contrasting the car’s orange and black, and the way the DRLs clasp the lower vents and echo into the bodywork is oh-so satisfying.
The black bumpers that ride over the wheelarches and expand around the sides of the car are a nice touch. Contrast chrome and silver plastics are applied tastefully. I’m not as keen on the rear of this car as I am on the front, but everything remains proportional, and the little spoiler that runs off the roof rounds the package out nicely.
Inside, things aren’t as great. It looks okay from a distance, as you’re hopping in, but once you’re there its easy to see this car’s flaws.
You’re confronted with this huge expanse of dashboard reaching out to the front of the car, void of any particular aesthetic treatment, and a swathe of boring, grey, hollow plastics off-set by chromes and silvers that look okay, but are not great to touch.
The dash cluster has a big chunky look, the same as the Clio, but it's still on an off-putting angle, with old-school, chunky red dials. The leather trim on the steering wheel is nice but doesn’t make up for the switchgear, which all feels a little more Fisher-Price than Fisher&Paykel.
Is there really an excuse for dials, switches and even a gearknob that have far too much movement in them, even when locked in position? It feels lazy. Those who have driven this car’s Korean and Japanese rivals will be accustomed to superior interior finishes by now.
I have to say, this criticism does not apply to the Captur’s seats, which are finished in a lovely, plush leather trim. They have good side-bolstering and a commanding position with great visibility. The same applies to the second row.
While the new CR-V misses out on a sleek profile, it gains in practicality. Tall, wide doors which open at almost 90 degrees to the side of the car make getting kids (and yourself) in and out a lot easier.
The tailgate opens high enough for me at 191cm to just walk under, and the low load lip means you don't have to hammer throw your shopping over the bumper into the boot.
Cargo space is 522 litres in the five seater and 472 litres in the seven-seat CR-V, an LED light which can be flicked on and off is great for when you're fumbling for gear in the dark.
That auto tailgate can sense if there are fingers in the way and will stop just as it touches them but before it crushes them – I know I tested it myself, with my own fingers, and all of them are still on my hand.
The increase in wheelbase means more legroom in the second row and I can sit behind my driving position with about 10cm of space - that's verging on limo territory.
The third row in the seven-seat VTi-L is cramped for me, and my knees are tucked under my chin, but your kids will love it - unless they're giants.
Climbing into the third row isn't too much of a challenge – the footpath-side seat slides and flips forward to open up a little pathway through to the back.
Each row has two cupholders (yup, even in the VTi-L's back seats) there are small bottle holders in the rear doors and bigger ones up front.
The centre console storage bin is excellent – you can configure it several ways.
The lock and go function is excellent, too – walk two metres away from the car for more than two seconds and it will lock itself. You only have to touch the handle to unlock it again.
Those front seats are comfortable and offer plenty of room, but what’s up with the French and neglecting cabin storage? The Captur is a bit better in this regard compared to the Peugeot 208 I had the week before – which had poor excuses for cupholders and next to nothing in the doorcards – but still, it trails behind its rivals.
Front passengers get small cupholders in each door, a trench under the climate controls, a glovebox and a centre top-box tethered to the driver’s seat, which has possibly the smallest storage area inside it I’ve ever seen. You can fit maybe a slim wallet in there. I was a little frustrated by the clunky manual front-seat controls, which were hard to reach and operate. The Intens is a top-spec model, at least give the driver electric sliding adjust.
In the back you’ll get the same great seats as you do in the front, but rear passengers get even less useful bottle holders in the doors, some netting on the back of the front seats, and a neat trench in the middle that even has a 12V power supply, at the cost of legroom for the middle passenger.
There are no air vents back there, either. Legroom is okay for an SUV this size, but nothing impressive, while headroom was more than ample for my 182cm tall frame, despite the sunroof eating some of the ceiling.
Boot space comes in at a fairly decent 377L – comparing well to the 350L of the Fiat 500X, but not so well to the 410L boot of the Peugeot 2008. The Captur’s rear load space has a removable floor, so you can either boost the space to 455L, or a have flat floor with the second row folded flat, your choice.
In that second-row-down configuration, the Captur grants 1235L of space.
While Renault has made some significant improvements to its multimedia offering in the last few years, I found the Intens’ native system a bit clunky to use, and without the option for Apple CarPlay I was stuck with it.
Price and features
Prices have gone up… and down, depending on which grade of CR-V we're talking about. The entry-level VTi lists for $30,690 (a $900 increase), the front-wheel drive (FWD) VTi-S above it is $33,290 (a $1000 jump) while the all-wheel drive is $35,490 (up $200). The VTi-L has dropped by $300 to $38,990 and the top-of-the-range VTi-LX is down $1500 at $44,290.
Honda says it's added between $2600-$4350 of value across the range with this new model, which sounds awfully nice of them, and going by the healthy standard features list, and in comparison to its rivals such as the Mazda CX-5, Nissan X-Trail, and Toyota RAV4, the value for money is good.
Standard on the base-spec VTi is a 7.0-inch touchscreen with Apple CarPlay and Android Auto, multi-angle reversing camera, Bluetooth connectivity, an eight-speaker sound system, dual-zone climate control, 17-inch alloy wheels, push-button ignition and proximity unlocking.
Stepping up to the VTi-S adds front and rear parking sensors, power tailgate and 18-inch alloy wheels.
The VTi-L is the FWD seven-seater and gets all of the VTi-S's features and adds a panoramic sunroof, auto wipers, and heated front seats with the driver's being power adjustable.
King of the range is the VTi-LX, which picks up all the VTi-L's gear and adds leather-appointed seats, LED headlights, tinted windows and an advanced safety equipment package which includes AEB.
The Captur comes with some great features, some not-so great features, and a few notable omissions. Let’s have a look.
Our Intens is the top of a two-variant range. Coming in at $29,990 (MSRP), you’ll get 17-inch alloy wheels, a 7.0-inch multimedia touchscreen (with Android Auto, but oddly no Apple CarPlay…), built-in sat-nav, auto LED lights front and rear with cornering fog lights, a fixed panoramic sunroof, leather-trimmed seats, with heated front ones, leather-trimmed steering wheel, 360-degree parking sensors, a reversing camera, ‘park assist’ auto parking, keyless entry with push-start, single-zone climate control and an auto-dimming rear view mirror.
Not a bad set of equipment, but it’s also hardly a top-spec CX-3 or Hyundai Kona, which come with much more, albeit at a marginally higher price. It would be nice to at least see the inclusion of power-adjustable front seats.
Also, it’s incredibly confusing that this car doesn’t come with Apple CarPlay. It’s hardly excusable when it does come with Android Auto and, get this, the base model Zen gets a slightly different media system that does support Apple CarPlay at the cost of ‘enhanced’ built-in sat nav. Weird.
In its favour, the style items that the Captur comes with look fantastic. The two-tone colour scheme is standard on every car, even at Zen level (you can option a solid scheme if you really want) and the 17-inch alloys and little design touches on the exterior really add to this car’s appeal. Our car’s ‘Atacama Orange’ scheme is a $1000 option. The leather seat trim is excellent and well above average for this segment.
For the same money as the Captur Intens you can hop into similarly equipped and style focused euro rivals like the Fiat 500X Pop Star ($29,990) and Peugeot 2008 Allure ($29,990). The Volkswagen T-Roc and T-Cross are on their way to shake up this segment soon, so look out for those.
Engine & trans
Simple. One engine for the whole range. It's a 1.5-litre four-cylinder turbo-petrol which makes 140kW/240Nm. That's not a great deal of grunt, but it’s more than the same engine makes in the Honda Civic, and at no point did it feel like it needed more oomph during our hilly drive.
The automatic transmission is a CVT. They're prone to making the engine drone loudly without producing much in the way of acceleration. Honda's CVT is one of the best I’ve encountered, though.
Do you need an AWD CR-V? Well, the CR-V is not an off-roader, the on-demand AWD is really for a bit of extra traction and stability in the wet or on dirt and gravel. My advice is to get it if you can afford it and not worry about the fuel bills. The CVT is so good at being economical the difference is almost zilch. Read on to find just how much zilch.
In this incarnation, which Renault calls the ‘150 TCe’ – you’ll get 110kW/250Nm. This engine is leagues better than the slightly hopeless 88kW 1.2L engine that came before it and actually boosts the Captur’s outputs way ahead of its euro competition.
The Intens drives the front wheels only via a six-speed ‘EDC’ dual-clutch automatic transmission, which I wasn’t a fan of. Find out why in the driving segment of this review.
Despite my gripes with CVTs, they are super fuel efficient. In the FWD VTi Honda says it'll consume 91RON at a rate of 7.0L/100km (we recorded 8.9L/100km) then step up to 7.3L/100km in the VTi-S FWD, then 7.4L/100km in the AWD version. The seven seat VTi-L is also officially 7.3L/100km (we recorded 8.3L/100km) and the AWD VTi-LX is 7.4L/100km.
The Captur Intens with its new engine carries a claimed/combined fuel consumption number of 5.4L/100km. Usually I struggle to hit anything below six without hybrid-assistance tech, although it was worth a shot given that this Renault also has stop-start technology and hardly weighs anything.
After a week of driving, though, the best I could muster was 7.2L/100km. The Captur’s on-board computer has a ‘Trip Report’ feature, which gives you an eco-score and analyses your driving behaviour. It’s kind of neat. I’m sure if you made a game out of it you could get this number down closer to 6.0L/100km.
You’ll need to fill the Captur’s 45-litre tank with at least 95RON mid-grade petrol.
We drove three of the four grades of CR-V at its Australian launch – the base spec VTi, and the VTi-L seven seater, which are FWD, and the AWD only VTi-LX.
Honestly, there is next to no perceptible difference in the way any of them drives, apart from the AWD being more sure-footed on gravel roads.
That engine is a good thing. It's small, but delivers a decent output. Our drive route included hilly country, and it didn't feel underpowered, at all.
The CVT drones on and is joined by quite a bit of road noise from the tyres filtering into the cabin, but the ride is comfortable and the handling impressive for an SUV in this price range.
Visibility is excellent around those super thin A-pillars, but the curvy bonnet limits vision in car parks.
Front seating is comfortable, but the chairs feel too large, and lack bolstering to hold you in place in corners. The back seats are flatter and harder.
All models have excellent brake response, thanks to and electronic brake booster system. And steering is quick compared to the old model, with fewer turns of the wheel required to turn the same distance.
Okay, so the new engine is great. The Captur has plenty of punch now, some might say almost too much punch, as stomping on the accelerator will result in wheelspin and aggressive torque steer, thanks to peak torque availability from just 1600rpm. Still, it’s a welcome experience to drive a Captur that doesn’t feel breathless.
What lets down the experience is the transmission. I was genuinely surprised to find that the Captur is now equipped with a six-speed dual-clutch, as for most of my drive week it behaved with the clumsiness of a single-clutch automated manual. I thought these transmissions were a thing of the past, but despite its modern dual-clutch moniker, it was far too easy to catch the Captur in the wrong gear or, worse still, searching for the right one for far too long.
Even when driving in a straight line, shifts seemed slow compared with contemporary VW dual clutches; you could feel the Captur’s frame lurch forward slightly as it worked its way through each gear in a rather mechanical fashion.
Aside from the transmission marring the experience, the rest of the Captur offers a decent drive experience. The suspension feels just right up front, giving the small SUV a compliant ride, although it was a little stiff with its simple torsion-bar rear. It was easy to get the back dancing around over road imperfections.
That being said, driver and passenger comfort were decent, no matter what you heard the rear suspension getting up to, partially thanks to those great seats.
Steering was fast, but almost too light in some situations, and noise intrusion in the cabin was at acceptable levels, with the engine making itself largely unknown.
It’s tough for the little French SUV because there are significantly more popular and very good rivals in Australia’s market compared to Europe’s.
Okay, first up, the new CR-V isn't fitted with Takata airbags, which are the ones at the centre of the current worldwide recall.
The new CR-V has not been given an ANCAP rating yet, but the previous model did score the maximum five-stars.
What you should know, too, is that only the top-of-the-range VTi-LX grade comes with advanced safety equipment such as AEB, lane departure warning, lane keeping assistance, and adaptive cruise control.
Honda told us at the launch that the advanced safety tech would soon be available on all grades, but could not tell us when. So, you might like to wait until it arrives on more grades.
You'll find two ISOFIX points and three top tether mounts for child seats across the second row, and all grades of CR-V have a full sized spare wheel.
In terms of more advanced features, the Captur Intens gets Blind Spot Monitoring (BSM) and… that’s it.
You get the regular suite of electronic stability aids, a reversing camera, and just four airbags.
Despite that, three-cylinder versions of the Captur carried maximum five-star ANCAP safety ratings from 2013. This four-cylinder model has yet to be tested, but it’s hard to see how it can get close to a five-star rating with no additional active safety.
The now-expected auto emergency braking (AEB), Rear-Cross Traffic Alert (RCTA), Lane departure warning (LDW), Lane Keep Assist (LKAS), and active cruise features are all missing, even from the options list.
The Captur has two ISOFIX child seat mounting points on the two outboard rear seats and three top-tether mounts across the second row.
Each of the three years the service cost is set at $349, with the addition of an air filter ($52) and a pollen filter ($60) every 24 months. That service cost is not terribly expensive, but also not cheap. You’re on your own after the three years of fixed pricing is up.