Renault Captur vs Subaru Crosstrek

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

It’s not perfect, in fact, the Crosstrek has a few factors that would probably turn off groups of buyers at a time, but Subaru knows its audience isn’t ‘everyone’.

Subaru customers aren’t trying to get their fuel efficiency below 4.5L/100km, nor find the car with the most luxurious interior. They’re looking for a practical Jack or Jill of all trades, which the Crosstrek does rather well for its segment.

Few small SUVs are as agreeable on rough and unsealed roads without sacrificing suburban comfort, while its features list is practical and provides plenty for the money.

Unfortunately, the hybrid system is a little underwhelming, and if it’s the main draw of the Crosstrek for you, it could be worth considering the less expensive ($38,590) Hybrid L or even a hybrid rival like the Toyota Corolla Cross or Mitsubishi Eclipse Cross.

If the all-round ability of the Crosstrek is the draw, however, the non-hybrid L is still an excellent offering and doesn’t use a lot more fuel than the Hybrid - plus it’s several grand cheaper at $41,490.

The Crosstrek is great for active people who need a bit of flexibility in one car but for the vast majority, the hybrid probably isn’t the sweet spot in the range. However, that won’t hinder the Crosstrek as an overall model, its popularity is already proven, and the option of a Hybrid puts Subaru a little closer to the eventual necessity of electrification.

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.

Perhaps unsurprisingly, the new Crosstrek looks an awful lot like its a development of the Subaru XV.

Which, given the latter’s popularity, is a very good thing.

While there are a lot of similarities, especially when it comes to some of the more rugged elements, the Crosstrek still manages to look quite new.

It’s rugged without having too many ‘busy’ design elements and it even looks at home in inner-city suburbs. 

Of course, its raised body and cladding are mostly for practical reasons, but it gives the small SUV an adventurous aesthetic that separates it from city-focused rivals.

As essentially a high-riding development of the Impreza hatch, its size and proportions also make it look more like a ‘big car’ than a small SUV.

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.

Practicality is pretty much a staple of Subaru as a brand, so it should be a huge surprise that it feels that way from the driver’s seat.

The interior doesn’t look futuristic, but it does look functional. 

For example, even though the centre of the dash is all screen - and we love buttons for climate controls around here - the controls for air conditioning and temperature are at least always present on the screen, no sub-menus needed.

The phone charger is large enough for even very tall phones (looking at you, Samsung Galaxy S20 Ultra, pictured), and it’s out of the way to minimise extra digital distraction.

The steering wheel’s buttons, while many, are all clear and simple, as is the iPad-like icon layout on the multimedia screen.

Storage in the front is miles ahead of the rear seats, a large central bin with two cupholders, a big glove box, and decent space for water bottles in the door cards. In the rear, two central cupholders in the armrest and a small space in the door.

But there is a decent amount of space for an adult to sit in the rear, even if the sides of the roof are a little close to the head. It’s a little like the front, where the seats are supportive and easy to adjust to a comfortable position.

Further back, the boot space is a relatively small 315 litres, though its slightly larger than the 291L the petrol versions come with - that extra space likely swallowed by a spare tyre in the petrol versions, as opposed to the smaller batteries taking up some space in the hybrids.

When you’re wearing a hybrid badge and you’re up against veterans in the field like Toyota with the Corolla Cross, you want to make sure you’re offering up something substantial.

At $45,090, before on-road costs, the Hybrid S tops the range and comes with a features list that screams it from the rooftops. Or the mountaintops. Or at least as far as the gravel tracks will take you towards the mountaintop.

From the outside, 18-inch wheels are the first indicator for the ‘S’ grade - note that hybrids don’t come with spare wheels, just repair kits - as well as body coloured door handles and black plastic trim and cladding, aside from the gloss mirror caps.

The door mirrors are heated and fold away when parked, while up top there’s a sunroof flanked by roof rails, with a styled spoiler at the rear.

Interestingly, there’s no power tailgate.

LED DRLs and headlights are automatic and are aided by steering responsive active cornering lamps, while the wipers are auto rain-sensing.

Inside, dual-zone climate control and heated front seats (the driver’s is eight-way power adjustable) for the cold - all seats are leather accented - while the steering wheel and shifter are also leather-wrapped.

Tech is covered off by the usual 11.6-inch portrait touchscreen centrepiece, with sat-nav, AM/FM and digital radio, wireless Android Auto and Apple CarPlay, USB-A and USB-C plugs (in the rear, too), a wireless phone charger, and a 10-speaker Harman Kardon sound system over the usual six-speaker set-up. There’s even an auxiliary audio input.

The driver display is a small 4.2-inch unit flanked by physical dials.

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.

This is perhaps the part of the review you’re most interested in - as well as the following sections on efficiency and maybe driving - if the ‘Hybrid’ part of the Crosstrek Hybrid S’ name brought you here.

Like its design and interior, the engine will be familiar to anyone who has owned or driven a relatively recent Subaru - a 2.0-litre flat-four petrol engine good for 110kW/196Nm - which means it makes a little less than the standard petrol variant’s 115kW.

However, the electric motor is capable of its own 12kW/66Nm outputs, though Subaru doesn’t supply a claimed total maximum for the whole powertrain.

Drive is transferred to all four wheels - it is a Subaru after all - via a seven-step continuously variable transmission (CVT).

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.

Subaru claims the Crosstrek Hybrid will sip 6.5L/100km on the combined cycle, which isn’t enough to blow anyone away, even when you take into account the extra fuel needed for permanent all-wheel drive. The AWD Corolla Cross Hybrid comes with a claimed 4.4L/100km.

Compare this to the 8.5L/100km reading the Crosstrek returned after our time with the car, mostly with a (somewhat unkind) mix of inner-city and semi-rural backroad driving, and it’s clear the Crosstrek isn’t one of the most frugal cars in its class.

More highway driving would certainly have lowered the figure - we’ve achieved 8.0-litres on previous testing with a non-hybrid Crosstrek - but perhaps being top of the charts for efficiency isn’t necessarily what Subaru buyers are looking for.

Of course, the Crosstrek Hybrid S employs a couple of features to avoid using fuel where it can be avoided, such as auto stop-start and its (relatively mild) electric system taking over when mostly coasting or the engine isn’t required.

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.

Two things stand out after a short stint behind the wheel of the Crosstrek Hybrid, and both become more cemented over time.

The first is that the ‘Hybrid’ part of the ‘Crosstrek Hybrid S’ isn’t quite as prominent in its real-world impact as it is in its name.

The 110kW engine doesn’t feel like it’s being massively helped along by any electric assistance, and the electric motor is very rarely doing the work by itself, as you’d find in any hybrid from Toyota or Honda.

That’s a shame, because the Crosstrek could do with a little extra oomph, if not for getting up to speed then for avoiding thrashy engine sounds under acceleration.

The CVT, while not necessarily detrimental to its performance, doesn’t help with that.

But balancing that out is a chassis and platform that’s engaging and predictable - and that’s predictable as a good thing - making the Crosstrek pleasant to pilot.

Its controls like steering and braking are nicely weighted for low speeds, commuting, and for more spirited driving, while the suspension and chassis handles surfaces from smooth suburban roads, to city tram tracks, to unsealed roads with ease, soaking up bumps and shakes nicely.

If you’re noticing a theme in this review, it’s that Subaru doesn’t seem to be chasing any ‘best at’ metrics in favour of giving the Crosstrek the ability to do a range of different driving and being at least satisfactory in any given area.

As the range-topper, the Subaru Hybrid S comes with the lot in terms of safety. 

And even though it hasn’t been tested by ANCAP yet, it’d be a shock if its score was anything less than the maximum five stars.

It’s what the XV scored in 2017, and the brand hasn’t missed out on full marks since the Impreza and Foresters of the early 2000s.

Nine airbags include dual front, dual front side, dual curtain, driver's knee, far side, and front passenger seat cushion airbags, plus Subaru’s 'EyeSight' safety suite does the work in crash prevention.

On top of the standard safety features you’d expect from any new car like electronic stability control and ABS, there’s a ‘Pedestrian alert system’, emergency lane keep assist with departure warning and prevention, a ‘Driver Monitoring System’ that includes drowsiness and distraction warnings, sensors and monitors for blind spots and rear cross-traffic, and of course parking sensors.

Some less common features of EyeSight include ‘Lead Vehicle Start Alert’, ‘Pre-Collision Braking System’, ‘Pre-Collision Throttle Management’, ‘Intelligent Speed Limiter’ as well as ‘Speed Sign Recognition’ and ‘Brake Light Recognition’.

Specific to the S, is a surround-view parking camera, high beam assist, plus front- and side-view monitors to help avoid kerbing wheels or bumping towbars.

It’s all fairly well implemented in the Crosstrek, though some of its chimes can be a bit much - the driver distraction alert can mistake a quick climate control change at the lights for a proper lapse of focus, while an alert for approaching speed and red light cameras comes without any indication of what the noise is for.

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).

The Crosstrek is covered by Subaru’s five-year/unlimited kilometre warranty, with servicing intervals coming up every 12 months or 15,000km under Subaru’s five-year capped-price servicing.

Subaru also adds 12 months of free roadside assistance.

This is all fairly standard in the industry, though some brands like Kia and MG offer seven-year warranties, or there’s Mitsubishi with a 10-year warranty (even if it requires certain conditions to be met during the decade).