Renault Captur vs Rivian R1S

What's the difference?

There’s no denying the Captur RS Line is expensive.

But it’s also sophisticated, cultured, comfy, friendly and fun, possessing a quality and capability normally expected – but rarely delivered as roundly – in more premium-branded small SUVs. Seen in this light, the Renault’s value is relative.

Better still, if the price is just too rich for you, there are three cheaper grades offering equal promise. Which is why the charming Captur deserves to succeed in Australia.

$40,800 before on-road costs

Based on new car retail price

While there are some obvious signs that the R1S is Rivian’s first mass-market vehicle, the good news for the company is that its problems are not impossible to overcome. The suspension needs retuning to improve the ride quality and the multimedia system’s software needs upgrading. But even with those issues the R1S left a positive impression.

This is a very stylish SUV with great space and excellent performance, that also happens to be electric, rather than relying on being electric as its primary selling point.

Rivian has put more effort into the design and finishes than many of its EV rivals and the result is a vehicle that can genuinely compete with the established premium players with more credibility.

The only catch is there’s no clear timeframe for when, or even if, this generation of R1S will make it to Australia. The brand has repeatedly spoken of its hopes of entering the market here without locking anything in, but given the current state of the EV sales it may pay off to wait until the conditions are right for a new, premium player to try its luck here.

The original Captur was huge in Europe because it was keenly priced, looked good, drove well (being based on the agile Clio IV supermini sure helped) and was intelligently packaged (offering a sliding rear seat).

It’s no shock, then, that the second-gen version revealed in France during 2019 gently evolved the concept with a broader stance, sharper edges and expanded cabin space as a result of a 20mm longer wheelbase and 110mm of increased body length, improving rear legroom and cargo capacity in the process.

Built on the Renault-Nissan-Mitsubishi Alliance’s CMF-B (Common Module Family, B-segment) platform in Spain and shared with the latest Clio (5) sadly not sold in Australia, it benefits from being stronger and sturdier than before, cutting noise levels inside.

Nearly three years on, Captur II remains a handsome and pleasingly proportioned machine, looking somewhat larger than the CX-3 and Puma, yet still trim and taut enough to avoid seeming too big for urban buyers seeking a compact crossover. Its size fits.

Kudos to Renault Australia importers Ateco Automotive for offering interesting, vibrant colour options.

Design is another area where Rivian has carved out a unique position for itself. Whereas other brands, including Tesla, have focused on simplicity and aerodynamic efficiency, Rivian has given the R1T a unique style that looks interesting, different and most definitely not plain.

The oval daytime running lights make every R1S and R1T stand out from a mile away, even on LA’s busy freeways. The overall design is high quality and manages to strike a good balance between aesthetics, aerodynamics and practicality - even if it doesn’t suit everyone’s personal taste.

The cabin is worth highlighting in particular, because rather than go for the ‘minimalist’ look that so many brands are going for these days, with as little switchgear and different trims as possible to keep costs down, Rivian has opted for something more complex and, frankly, more impressive.

There’s a level of craftsmanship, a great mixture of premium materials (including some striking light wood options) that make the R1S feel like a stylish and relaxed environment inside the cabin. Our particular example had a great mixture of colours, textures and patterns that really elevated the cabin experience.

The technology is also nicely integrated into the design, rather than being the focal point, like so many other modern electric vehicles. It still offers the same level of technology - a pair of screens - but doesn’t rely on them to carry the design of the interior.

There’s no denying how compact the Captur is inside as well. Again, that French city-car DNA shines through clearly.

Yet that doesn’t mean the cabin is cramped or tight, thanks to packaging that’s very intelligently executed, to the point where it will have you thinking twice about needing a larger SUV.

Additionally, the dashboard's layout and ambience possess a Euro chic that is also reflected in the quality feel of most of the switchgear and controls. Even the hard plasticky bits hidden in the lower regions of the console and doors avoid seeming cheap.

The RS Line’s cloth/artificial leather combo with its red striping and contrasting stitching plays up to the SUV’s athletic ambitions; ambient lighting choices are plentiful; the steering wheel is a chunky three-spoke affair that’s lovely to hold and behold; the paddle shifters are astutely sited; and the overall finish corresponds with the Captur’s lofty positioning.

That said, the dash’s design looks a little mid-to-late-last decade, with the 9.3-inch portrait touchscreen already dated after the Cinemascopic hyperscreens dominating the cabins of the latest Mercedes-Benzes, Havals, electrified Hyundais/Kias and others. Remember, the Renault's already celebrated its third birthday in France.

Yet the colourful multimedia system itself is thankfully fast and glitch-free, with clear and easy to understand functionality. The same applies to the RS Line’s digital instrumentation, which are configurable according to which of the drive settings (default/normal ‘My Sense’, Sport or Eco) are chosen. In this regard, the Captur's dash looks bang up-to-date.

In the RS Line, you sit on cosseting sports seats with just the right amount of bolstering. And while the driver’s side lacks lumbar support (you'll need the cheaper Intens for that), we found no fault after hours sat behind the wheel. Note, however, that the front passenger cushion is fixed up high – perhaps too much so for bouffant hairdos.

Points are regained for the simple and effective ventilation system, heaps of storage alternatives including door pockets that will easily swallow a bottle; the hidden phone charger deftly hidden under the gear selector; multitude of USB ports and ample all-round vision, aided by this grade’s excellent 360-degree camera views.

On the other hand, the multimedia system needs a good old-fashioned volume knob, as relying on tapping a screen is annoying and distracting. What is this? 2013? The gear selector might look flash, but it is infuriatingly fiddly. More on that later in the Drive section.

Furthermore, the chrome-like brightwork on the steering wheel spokes reflect sunlight badly during certain points of the day. The instrumentation’s indicator for which gear ratio is selected in manual mode is way too small and carelessly positioned in the bottom right-hand corner, making it difficult and distracting to read at speed. And two rattles reared their ugly heads: from the driver’s door and hatch.

Access to the rear is tight for longer-legged passengers, but once sat, there is more than sufficient head, knee and leg room sat behind front seats set for 178cm tall occupants. The outboard cushion is shaped for comfort, the (fixed) backrest angle is fine for most riders, and a third person can squeeze in the middle as required. There’s decent vision out and the ambience mirrors the front’s quality. Gloomy the Captur is not.

Absent rear-seat centre armrest, cupholders and overhead grab handles is disappointing, but there are rear vent outlets, access to two USB ports and a 12V outlet, sizeable door storage and map pockets behind both front seats.

Further back, the boot benefits from a low loading lip and wide aperture, revealing a seemingly shallow floor, but it's a fake; the sturdy base can easily be removed or lowered to open up a much deeper load area. Ideal for providing hidden storage.

Compared to the previous Captur, luggage volume grows 81 litres. Boot capacity varies from 422L to 536L taking advantage of the unique sliding back seat, moving forward some 160mm. That's especially handy if your rear occupants are children in capsules or booster seats.

Finally, with the 60/40 rear backrests dropped, that extends to 1275L, bringing some 1.57 metres of flat floor space with it.

In summary, then, the Renault’s interior is a clever class act, and in keeping with the RS Line’s premium aspirations.

The R1S comes standard as a seven-seat SUV, split across three rows (two in the first row, three in the second row and two in the third row). Space across the three rows is fairly typical for an SUV of this size, which is to say generous up front, good in the second row and a little bit tight in the back.

What is good though, is the length of the cabin allows for quite a spacious boot even with the third row in use, which is definitely not something all seven-seat SUVs can claim. Using a direct conversion from Rivian’s specifications that list cargo capacity in cubic feet, the R1S has a claimed 498 litres with the third row in use and up to 1331L with the third row folded down. There’s also 314L under the bonnet and another 144L underneath the boot floor (although that comes at the expense of a spare tyre).

As mentioned in design, Rivian has nicely integrated the technology into the cabin, with the 12.3-inch digital driver display and 15.6-inch central multimedia touchscreen feeling like a natural part of the car rather than a centrepiece. Rivian has also managed to incorporate eight USB-C charging ports spread around the cabin to keep everyone’s devices charged up.

However, while the technology is nice from an aesthetic design perspective, the same cannot be said about its useability. Like Tesla, Rivian has opted to go it alone with its multimedia system and has developed its own Google-based software that is not compatible with either Android Auto or Apple CarPlay. That would be acceptable, although still disappointing, if the system worked as well as Tesla’s, however the Rivian system is very slow. It repeatedly took several seconds to load between the various functions, which may not sound like long, but when you’re trying to get back to the navigation so you don’t miss your freeway exit a few seconds can make a big difference.

But, honestly, in this day-and-age, systems like this should work quickly and seamlessly, so it’s an area Rivian needs to improve.

On a positive note, Rivian does have some cool accessories for the R1S including what it calls a ‘Camp Speaker’ which is a US$400 option that it integrates into the sound system but is also removable, so you can pull it out of the centre console and listen to your music if you’re around the campfire or having a picnic.

When we drove the R1T in 2023 Rivian was still in the ramp up stage of production and was limited with what it could offer customers. Fast forward to 2025 and the brand now has both the R1T and R1S available with dual or tri motor powertrains, with a quad-motor powertrain expected by the end of the year.

The R1S Dual Standard begins the range at US$75,900 (approx. A$118,000), the R1S Dual steps it up to US$83,900 (A$130k) and the R1S Tri-motor completes the current line-up at US$105,900 (A$165k). While those prices are definitely in the premium end of the market the R1S is actually cheaper than the Tesla Model X, which is still on sale in the US market, and starts at US$86,630 (A$135k) and stretches to US$101,630 (A$158k).

For more context, the Audi Q8 e-tron starts at US$74,800, the BMW iX from US$87,250 and the Mercedes-Benz EQE from US$77,900.

Standard equipment across the range includes the 12.3-inch digital instrument display, 15.6-inch multimedia touchscreen, dual-zone climate control, heated and ventilated front seats, heated steering wheel, eight-way power adjustable driver and passenger seat and panoramic glass roof, so it certainly has premium levels of equipment.

We drove the range-topping RS1 Tri-motor which, aside from an extra motor, gets standard 22-inch alloy wheels, a dynamic glass roof, a soft-touch suede textile headliner as well as unique colour and trim options.

Here’s a fun fact.

Below the Captur’s stylish bonnet is a powertrain you’ll find in the least-expensive Mercedes-Benz A-Class, B-Class, CLA, GLA and GLB, as well as the related Nissan Juke and all-new Nissan Qashqai.

Developed as part of an expanded engine family by Nissan nearly 20 years ago now, Renault’s version is dubbed the TCe 155, a Euro 6-rated, 1332cc 1.3-litre direct-injection four-cylinder turbo petrol unit, pumping out 113kW of power at 5500rpm and 270Nm of torque at a low 1800rpm.

Drive is sent to the front wheels via a seven-speed dual-clutch transmission (also found in the other vehicles mentioned above). In the Captur, it features three specific modes – Eco, Normal (called My Sense) and Sport – that change steering, transmission and throttle responses, as well as a set of the aforementioned paddle shifters.

As with all the grades, the RS Line manages the 0-100km/h acceleration time in 8.6 seconds, on the way to a top speed of 202km/h.

Weighing in at a lithe 1267kg, this Captur boasts a power-to-weight ratio of a healthy 89.1kW/tonne.

Now, if you've been underwhelmed by or read negative reviews about this powertrain's refinement and/or performance in the various Mercedes models, Juke or even Renault's own Arkana, then brace yourself. 

All is revealed in the Drive section below.

As mentioned earlier, there are currently three versions of the R1S available, each with a different powertrain. 

The Dual Standard AWD has, unsurprisingly, dual motors (one at the front and one at the rear) which make a combined 397kW/827Nm. That’s enough for it to launch 0-60mph (0-96km/h) in just 4.5 seconds. The R1S Dual AWD has the same power, torque and acceleration figures, however it gets Rivian’s Large battery, which we’ll detail below.

The Tri-Motor AWD obviously has three motors, one on the front axle and two on the rear, which naturally provide more power, 633kW/1495Nm. With so much power and torque the Tri-motor is wickedly fast, taking just 2.9 seconds to launch 0-60mph.

If, for some reason, the Tri-Motor isn’t fast enough for you, Rivian has released the details on the Quad-Motor. It will have two motors on each axle providing a staggering 764kW (that’s 1025-horsepower!) and 1624Nm, enough to rocket it from 0-60mph in just 2.6 seconds and across the quarter mile in 10.5 seconds.

For reasons outlined in the Driving section, the Captur’s natural verve and spirit is contagious, especially if you’re up for a bit of fun, and we ended up extending this car’s legs well beyond what most regular small SUVs experience. In other words, we enjoyed caning it.

As a result of this foolhardiness, fuel consumption probably suffered in our enthusiastic hands, yet we still managed a credible 7.5 litres per 100km gleaned at the pump, against the trip computer’s 7.2L/100km readout.

That’s not too far off the official combined average of 6.6L/100km. Urban/Extra Urban numbers are 5.4 and 8.8L/100km respectively, while the carbon dioxide emissions average is 149 grams/kilometre.

However, note that the 48-litre fuel tank needs 95 RON premium unleaded petrol minimum. Expect over 700km between refills based on the official combined average consumption figure.

Rivian offers three different battery types across the three variants, each with a different driving range. The R1S with the Standard battery (92.5kWh) has a claimed 434km driving range, the R1S Dual with Large battery (109.4kWh) extends that to 530km, while the Tri-Motor comes standard with the Max battery (141.5kWh) that has an impressive 597km of range.

It is worth noting, though, that those range claims are based on US EPA estimates, rather than either the WLTP or NEDC methods usually used.

Charging times vary depending on the type of charger used, in the US Tesla has given access to its network to other EV brands and the Rivian is available with a plug adaptor to use a Tesla charger. The R1S is capable of charging up to 220kW, which means it takes approximately 40 minutes to take the battery from 10 to 80 per cent. 

Has Renault finally broken its dreary automatic transmission curse?

The original Captur (and previous Clio) was fun to drive and comfortable to travel in with the old TCe 90 (0.9L three-cylinder turbo) engine/five-speed manual gearbox combo.

But the old 1.2L four-cylinder auto version with the previous six-speed DCT (dual-clutch transmission, also marketed as EDC for Efficient Dual Clutch) suffered from being slow and laggy selecting gears, when all you wanted was an instant shove forward.

No such ailments afflict the Captur II.

Regardless of the DCT, the 1.3L four-pot turbo is a terrifically muscular performer, stepping off the line quickly and smartly, with barely any hesitation or delay. Perhaps the best we've encountered this side of Porsche's PDK transmission.

Even on hills, it is tuned for linear, jerk-free response, aided by a hill-hold function that eliminates the frustration of rolling backwards on inclines. Crawling in heavy traffic, there is none of the flaring or driveline snatch that the old EDC inflicted. Smooth, swift and sweet acceleration is at last available in a modern auto Renault.

And the news gets better as the roads empty out and open up. Throttle response on the move is strong, with speed building up quickly and smoothly. There’s a deep well of torque to draw upon, helped out by the fast-shifting DCT and good spread of ratios, that keep the engine spinning in the sweet spot. It sounds and feels sporty and alive.

Consequently, we reckon the Captur boasts the best application of this powertrain we’ve yet experienced – even amongst the Mercedes models using a variation of it. If only the otherwise-well-rounded Nissan Juke felt as polished as its Renault cousin.

One gripe, though, is the RS Line's gear fly-by-wire gear shifter, which too often fails to engage when you're in a hurry. You need to be slow and measured when selecting Drive or Reverse. Otherwise you may be left panicking mid U-turn. This is our biggest issue with the Captur.

Otherwise, it's plain sailing for France's diminutive SUV.

The Captur’s punchy performance helps it zip into tight spots effortlessly, assisted by direct yet easy steering that weighs up according to whether you’re in relaxed Eco or Sport mode.

Whichever is chosen, the RS Line’s handling is defined by high levels of confidence and composure that only comes with cars that provide feel and feedback.

This, along with linear steering that’s never nervous at speed, means driving the Captur quickly is a blast. Cornering is clean and precise, with the car naturally getting into an easy, gentle flow that makes driver feel part of the car.

This Renault feels connected to the road in more ways than one – and that’s a real rarity in this type of vehicle. Right up there with the animated Ford Puma, this truly is the Clio of smaller SUVs.

The Captur continues to impress when pushed really hard. Driven along a mountain road, there is some body lean through really fast and tight corners, yet is shines with its excellent roadholding abilities. Likewise, this is one small SUV that seems to relish long highway touring. 

Plus, and despite riding on 18-inch wheels, the Captur’s suspension (struts up front and a torsion beam out back, so nothing special or unusual here) is soft enough to soak up most bumps, especially larger speed humps, yet set up to deliver dynamically. It’s way suppler than you might think looking at the twin yellow Renault Sport diamonds on the steering wheel. We suspect the quality Continental PremiumContact 6 215/55R18 H tyres play a big role in this.

Our only concern is the Captur may be a bit too playful in the dirt. Over gravel at speed, the stability and traction control systems take their time to intervene, though they do eventually take over to gently yet emphatically reel in a wiggly rear end before it begins to slide out of control.

Renault has obviously tuned it this way, and it's frankly heaps better than the abrupt or ill-judged set-ups found in other SUVs (hello, Haval), but a mild adrenalin rush will follow if you're not expecting such... initial looseness.

If you love driving and hate the thought of dull SUVs, the Captur is the one for you.

The R1S and R1T are Rivian’s first mass-produced cars, and it shows. It’s not all bad news by any stretch, but there are some major issues the brand will need to address in the future if it wants to succeed globally (or even just in the US). 

The biggest issue is the ride, which just doesn’t feel as well resolved as the more established brands that have been designing, developing and building cars for decades. The R1S isn’t bad to drive by any stretch, but the ride is too firm at times and it also lacks control and feels too soft at others. 

All R1S grades come standard with Air Suspension that has multiple levels of firmness and can adjust the ride height. However, in the ‘normal’ setting the ride feels too busy, with the heavy (3096kg) SUV skittering over the imperfections in the road rather than absorbing them. The problem is, if you adjust the suspension to the softer setting it lacks control and has a tendency to bounce over bigger bumps and take a few seconds to settle. This was particularly noticeable on LA’s concrete freeways, but it would be an issue on any road with undulations or joints.

But while the ride needs improvement, the R1S has strengths in other areas - namely performance. The Tri-motor AWD we sampled had immense punch from its three motors and it certainly felt like 633kW and 1495Nm was on tap. We didn’t test its acceleration claim officially, but any take-off could be made into a rapid one with just a squeeze of the accelerator pedal. 

The R1S is also capable of towing up to 3500kg, so it’s a strong and capable SUV too, rather than just a speedy EV.

Another strength is the regenerative braking system. There are multiple settings but we found the lowest regen was the best option, as it still provides powerful regen but is more progressive than the more powerful modes.

The R1S comes loaded with safety equipment across the range, including eight airbags, adaptive cruise control, autonomous emergency braking, blind spot monitoring, forward collision warning, lane departure warning, lane keeping assist and rear cross-traffic alert.

It also comes with what’s called the ‘Rivian Autonomy Platform’ that includes 11 cameras and 12 ultrasonic sensors for mild-autonomous functionality in specific circumstances, such as freeway driving or on well-marked roads. 

Renault offers an industry-standard five-year/unlimited kilometre warranty under its ‘Easy Life Ownership’ program, which also includes five years of capped-price servicing and “service-activated” roadside assistance – as long as you have the work done at a Renault-sanctioned dealership. That's when it is renewed annually.

Service intervals are every 12 months or 30,000km (regardless of make/model, we'd recommend a visit to the garage at half that mileage at the very least, though), and are listed at the time of publishing on the Renault website as costing $399 for the first three and fifth services, and $789 for the fourth (48 months/120,000km).

Rivian offers a four-year/80,000km warranty for the R1S vehicle as a whole, as well as a separate battery pack and drivetrain specifically. The Standard battery is covered for eight years/190,000km while the Large and Max batteries are covered for eight years/240,000km.

As for servicing, Rivian uses an app-based system, which allows owners to schedule a service at any time via the app and then either have a Rivian technician come to your home for a small service or drop it off at a service centre if it’s a bigger job. The app is also connected to the car, so if the car’s own diagnostic system recognises a problem, it can prompt you to book a service proactively.