Renault Koleos VS Ford EcoSport
- Huge interior
- Good safety package
- Apple CarPlay and Android Auto
- Life's foot-operated park brake
- Top model's a bit pricey
- Great media system
- Bigger interior than most
- Strong value
- No AEB, even as an option
- Poorly designed tailgate
- Base model hard to like
Renault's Koleos doesn't quite know what it is. This second-generation SUV from the French giant is also the second one built largely around the Nissan X-Trail, taking much of its mechanicals. The French flair, a key purchasing decision for many Renault owners, must come from the design, ride and handling, right?
In a market swamped with cars of this type, using a donor car is an economically sensible way to get things done. The risk is turning out a car with the badge of one manufacturer on the front but the character of another behind it.
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One of the original entrants in the now-booming small SUV segment has never attracted the attention it probably should have. I’m talking about the Ford EcoSport.
The smallest SUV from the blue oval brand is built in India, and perhaps that’s part of the reason it hasn’t been that well received. I went on the international launch of the EcoSport way back in mid 2013, and some of the fit and finish left a lot to be desired.
That didn’t change when the car launched in Australia, and while the pricing it launched with was attractive, there were other elements that perhaps weren’t… like the tailgate-mounted spare wheel.
That spare wheel remains a feature for the time being (a further model change for the MY18.5 version will see the deletion of it in favour of a repair kit, and thus no spare) - but there have been some other styling changes for the Ford EcoSport 2018 range, and perhaps even more importantly, new drivetrains and big interior revisions.
It is undoubtedly an improvement, but just how much has it improved? Read on to find out.
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The Koleos is a sort of left-field choice, really, and that's probably not very fair. It's a proper mainstream car from a manufacturer that has been around longer than most, built on a proven platform.
It is, however, different enough for you to take notice. It looks good, has a bit of presence when viewed from either end and you can say you've got a Renault. It's only problem is it seems to be having and identity crisis.
Are you tempted by a proven SUV package with a Gallic point of difference? Tell us what you think in the comments section below.
If you’re going to buy a Ford EcoSport, it seems to me that the best one you can get is the Titanium - and that’s mainly because of Ford’s aggressive pricing strategy. The equipment on offer is compelling, especially looking at what else you get in competitor compact SUVs at that price point.
Again, I’m disappointed by the lack of AEB - but if that’s not a deal-breaker for you, the EcoSport may well prove a surprisingly adept option as a small high-rider. Just watch that tailgate in tight parking spots…
Would you prefer a spare wheel on the tailgate, or none at all? Let us know in the comments section below.
Like Batman, the Koleos is a product of its origin story. That's not to say it's a weird orphan billionaire with a rubber fetish (although it has tyres, I guess) but that it was always going to turn out this way.
At first glance, it looks like a Renault, especially from the front, with the big C-shaped daytime running lights. Once in profile, though, it could be pretty much anything but it becomes more Renault at the rear again. So it stands out front and back but not so much from the side, which is unusual for a Renault. But then, it's a Nissan-based car built in South Korea, so it was always going to be a compromise.
Interior images show a mainstream design with a decent-sized screen but little in the way of French detailing. I'm a fan of Renault interiors generally even if they're not ergonomic masterpieces. This interior is certainly not as brave as its compatriot, the recently-arrived Peugeot 5008.
According to Ford, the new look “fits in the contemporary Ford SUV showroom”, and its design certainly looks more fitting when parked alongside the next-size-up Escape. It has a new bonnet, new headlights (halogen on the entry grades and HID on the flagship), a new grille shape with different colour trims based on variant (entry - grey, mid-spec - gloss black and top-spec - chrome) a revised front bumper and revised rear-end styling, too. There's a dinky little rear spoiler, but no body kit or side steps.
While the spare wheel will be removed from the tailgate in the coming months, the one fitted to this version has been redesigned. And if you’re worried about hitting that cover when reversing, the reversing camera should alleviate your concerns, and the rear parking sensors are tuned with it in mind.
Just keep in mind that if you park on the street and someone parks close to the back of you, you may struggle to open the boot - along with swinging open the wrong direction (the opening side should be closest to the kerb, but it’s on the traffic side!), the rearmost door is quite big.
Still, the interior has seen perhaps the most important changes, both in terms of aesthetics and usability. Its interior dimensions are impressive, as you'll see in the interior images below.
For a Renault, the Koleos has a fairly conventional interior partly because it's based on another car. That means it has proper cupholders (the French are really bad at those), two up front and two in the back. Each door has a bottleholder, for a total of four.
Front seat passengers do very nicely indeed, with some models adding things like armrests for extra lounge chair comfort. The rear seat is spacious, with good leg and headroom, with room for three kids.
Boot space is generous - the Koleos is a big car. The luggage capacity starts at 458 litres, rising to 1690 litres with the rear seats down. The load area is a good size and shape, the packaging maximising the impressive interior dimensions. The glove box is large enough to hold the huge owners manual.
There is no denying the Ford EcoSport is one of the most practical small SUVs you can buy. After all, it can fit a washing machine in the boot - that was one of the big selling points for Indian buyers, apparently - so storage space, size, luggage capacity and dimensions are all important.
The boot space is even more practical now, with a variable shelf system offering the option of a deeper cargo hold, a small hidden area in the mid-range position, and a flat (but sloping?) cargo area with the back seats folded - you do that by lifting up the rear seat bases, then lowering the backrests down. In that configuration there is 1178 litres of cargo capacity (SAE - the more generous of the formulae to measure space) to the roof, while seats up the figure stands at 743L (SAE). If that's not enough, you get roof rails on the top two models, so you can add a roof rack if you need to.
The storage has been improved for occupants, too, with a new centre console bin between the front seats, while rear-seat occupants get a fold-down centre armrest in the mid- and top-spec models. In those versions there are two cupholders in the back as well as two up front, while all four doors feature bottle holders. The front passenger seat lacks height adjustment, and taller occupants may feel like they’re looming large in that position.
Space is good for the class, especially for rear legroom and headroom. If you try and fit three across the back it’ll be tight, but for those younger buyers with children there are dual ISOFIX child-seat anchor points, and three top-tether hooks.
The centre console area has been reworked with a new storage area in front of the gear selector that is almost deep enough for a smartphone to sit, but it’ll inevitably fall over. There are two USB ports in all EcoSports, and they’re illuminated, which is a bonus, but the air conditioner controls are cheap feeling.
Above that area is a new media screen - a 6.5-inch version in the base model Ambiente, and an 8.0-inch infotainment unit in the Trend and Titanium. It’s touch-capacitive, and the Sync 3 media interface is simple to use, and no matter which model you go for, there’s Apple CarPlay and Android Auto phone mirroring tech.
Price and features
As always with our comparison articles, every price you see is straight from the manufacturer's price list and are RRP. Of course, how much you actually pay is between you and your dealer.
There are three models in the Koleos range - Life, Zen and Intens.
Pricing kicks off at $30,990 for the Life. For that you score 17-inch alloys, an eight-speaker stereo, dual-zone climate control, cruise control, remote central locking, reversing camera, rear parking sensors, auto headlights and wipers, cornering lamps, cloth trim, power windows, heated and powered rear vision mirrors and a space-saver spare.
The multimedia system features the usual AM/FM radio, USB and Bluetooth connectivity, plus Apple CarPlay and Android Auto. The Life doesn't have a navigation system, so your phone's GPS sat nav will have to do, which is fine if you've got data.
Next up is the Zen starting at $35,490 for the front-wheel drive (FWD) and $37,990 for the all-wheel drive (AWD). To the Life's spec list you can add 18-inch alloys, keyless entry and start (via Renault's smart key card), front parking sensors, heated and cooled front cupholders, electric driver's seat, sat nav, heated front seats, fake leather seats, sunroof, electric parking brake and roof rails.
The Intens is available in petrol ($44,990) and diesel ($47,490). On top the Zen spec you can expect a 12-speaker stereo, side parking sensors, heated and ventilated electric front seats, auto LED headlights, partial leather seats, power tailgate and auto parking.
Accessories include floor mats, at an eyebrow-raising $118.72, coloured key shells, boot liners, a towbar for over a grand, cargo barrier, bicycle carriers and the evergreen mudflap.
Not available are a bull bar or nudge bar or a body kit - unless you count the side steps.
There are eight colours - 'Mineral Beige', 'Metallic Black', 'Meissen Blue', 'Metallic Grey', 'Marron Red', 'Ultra Silver' and 'Universal White' all cost $880 extra. Only 'Solid White' is a freebie. McLaren Renault fans will be disappointed there's no 'Papaya Orange' option.
The Ford EcoSport has one of the most compact model ranges in the segment, with three variants that aren’t priced too far from one another. In fact, from the bottom of the range to the top, there’s only a $6200 gap.
However, it is a simple line-up, which means there’s not as much choice for buyers. All three versions are petrol powered, automatic, and front-wheel drive - which is exactly what the vast majority of customers in the small SUV segment demand. But in order to compare the models in the range, keep reading for our model comparison.
How much is the cost of Ford EcoSport? At the bottom of the price list is the entry-grade Ambiente is $22,790 plus on-road costs (rrp), which is good vs most of its rivals. It kicks off proceedings with a 6.5-inch touchscreen media system running Ford’s 'Sync 3' media console, Apple CarPlay and Android Auto, Bluetooth connectivity with phone and audio streaming, two USB ports, CD player DAB radio, voice control, central locking, cruise control, a sound system with six speakers (no subwoofer, no DVD player) and cloth seat trim.
It rides on ugly 16-inch steel wheels with plastic covers (rip them off and roll on steelies - own it!) and has silver exterior trim elements that delineate it as a base car. All members of the EcoSport range now include a 4.2-inch digital driver information screen between the dials, which includes a digital speedo, and the Ambiente is fitted with a reversing camera and rear parking sensors as standard.
The mid-range model in the EcoSport line-up is the Trend, which sits midway up the price range at $24,490.
The Trend adds black roof-rails, black exterior trim elements, 16-inch alloy wheels, a leather-lined steering wheel, and it moves the media game along with an 8.0-inch touch screen with Sync 3, inbuilt sat nav / GPS with free map updates for the navigation system for life, and a seven-speaker sound system.
The Titanium is $28,990, which is relatively affordable considering some other competitors are well into the low-to-mid $30k zone with their front-drive petrol high-riders.
It comes with all the stuff the Trend has but adds keyless entry / smart key, push button start, climate control air-conditioning, automatic headlights, rain-sensing wipers, an auto-dimming rear-view mirror, power sunroof, leather seats, HID projector headlights and LED daytime running lights (not LED headlight), bigger 17-inch alloys, powered side mirrors with puddle lamps, and silver roof rails.
And it takes the safety game a step further as well, with blind-spot monitoring and rear cross-traffic alert, not to mention front parking sensors.
But, and it’s a big but, the Ford lacks some of the great safety technology features you’ll find in some its competitors. See the safety section below for more on that.
If you're in the market for a used EcoSport, you might be happy with the second hand price that most early versions fetch - they are quite affordable. And while the number of Ford EcoSport colours isn't as extensive as it once was, you can still get black, white, blue, silver, grey, and a new brown hue. There is no red, nor is there that eye-catching yellow anymore. There is no 'black pack' yet, but Ford did have a Shadow edition back in 2016, so it could happen.
While avoiding cows may be an everyday consideration in India, there are no special features like a bull bar, nor a nudge bar. You can't get a snorkel for it (you wouldn't need one!), but there is a tyre change tool kit in the boot. You can get accessories like floor mats and a boot scuff guard.
Engine & trans
There are two engines available in the Koleos range. The Life, Intens, Zen and S Edition (a limited run version of approximately 360 units, based on the Intens) are all available with Renault-Nissan's 2.5-litre petrol automatic.
The Life is 4x2 only while the Zen and Intens are 4x4 only. The diesel is only available in the Intens.
The 2.5-litre produces 126kW/226Nm, propelling the non-AWD cars from 0-100km/h in 9.5 seconds, which is reasonable acceleration performance for a car of this size and weight (1552kg). The 56kg heavier AWD petrols will reach the ton in 9.8 seconds.
The turbo-diesel is a 2.0-litre motor and despite the smaller engine size than the petrol, puts out more power at 130kW and a substantially more torque at 380Nm. Zero to 100km/h is dispatched in 9.5 seconds.
Whether front or AWD, petrol or diesel, the Koleos comes not with an automatic transmission but Nissan's favoured continuously variable transmission (CVT). There is no manual gearbox or LPG option.
According to Renault's specifications, the braked towing capacity is rated at 2000kg for the petrol and, curiously, 1650kg for the diesel. That does seem strange given the extra horsepower and torque, but there you are.
As to whether the engines feature a timing belt or chain, both are lower maintenance chain-driven engines. As yet, there is not a battery powered or hybrid version.
It's a tale of the specifications here.
There is more than one engine to choose from (and for this reviewer, the engine you choose will determine the rating the car scores, too), but there is no diesel available (so you'll have to reserve that good old 'petrol vs diesel' debate for the Escape - still you get a fuel tank capacity of 52 litres, a good size so you'll be able to do plenty of distance). And the EcoSport isn't available in Australia with 4x4 / AWD / or rear wheel drive - every EcoSport is 4x2, or front wheel drive.
The entry-grade Ambiente model is powered by a new three-cylinder non-turbocharged 1.5-litre motor, and is mated with a six-speed conventional automatic transmission. The horsepower outputs for the Ambiente are pretty good, with 90kW of power and 150Nm of torque.
The existing Ambiente had a 1.5-litre non-turbo engine with a five-speed manual transmission or one of Ford’s now-infamous six-speed dual-clutch auto transmissions. But manual vs automatic demand, and the apparent automatic transmission problems with the dual-clutch auto, saw the switch to a conventional torque-converter auto.
Engine size for the Trend and Titanium models drops to a 1.0-litre three-cylinder with a turbocharger, which has a touch more punch to it despite its smaller capacity. The outputs are 92kW and 170Nm, which is easily enough to push the little high-rider along with ease.
Previously, buyers of the higher-spec models had the choice of a 1.5-litre non-turbo four-cylinder which had 10kW and 30Nm less, and was teamed to a six-speed dual-clutch auto, or the 1.0-litre turbo with a five-speed manual gearbox… which no-one bought.
Now, though, the 1.0-litre 'EcoBoost' engine is available with a conventional six-speed auto, and in the Titanium you get paddle-shifters, too. There haven't been any major reports of engine issues with the tiny EcoBoost engine, which runs a timing belt - not a chain - presumably to save weight. The gross vehicle weight for the EcoSport is between 1705kg (Ambiente) and 1755kg (Trend and Titanium), with kerb weight pegged at 1319kg (Ambiente) and 1368kg (Trend and Titanium).
This ain’t no tow truck: it's towinc capacity is 750kg for an un-braked trailer, or 900kg for a braked trailer.
As usual, the official fuel consumption figures are off by around 30 percent, which is about right. On the upside, the Koleos drinks only standard 91 RON for the petrol.
The two-wheel drive petrols will return 8.1L/100km while the AWD petrols a little more at 8.3L/100km. Diesel mileage is about 25 percent better at 6.1L/100km.
Given those figures, fuel economy is hardly going to decide whether you go for the 4x4 versions. A quick review of previous Koleos stories yields figures of 10.9L/100km for the heaviest petrol, the Intens. I recently drove the 4x2 Life and got just over 11.0L/100km.
Fuel tank capacity is the same petrol vs diesel at 60 litres.
Claimed fuel consumption for the Ambiente model is rated at a pretty thirsty 6.9 litres per 100km, while the Trend and Titanium are said to use a touch less: 6.7L/100km. For those who prefer the measurement of fuel consumption km/L, the Ambiente will do 14.5km/L and the Trend/Titanium models will be capacble of 14.9km/L. Not quite diesel fuel economy, but enough to ensure pretty good mileage per tank.
The readout on the Trend I drove displayed 7.6L/100km after a mix of urban and highway driving, while the Ambiente showed 8.2L/100km in some horrific Melbourne traffic.
The Koleos, as I've already established, is built on the X Trail's guts and really feels very similar. That means if you're buying the Koleos hoping it feels like a Renault, you're out of luck. And that's not because it can't be done, it just didn't make much sense to do so. It's different to the X-Trail, but not massively so. It doesn't feel French.
Part of that is the CVT. While not the worst of its type fitted to a car in recent times, it makes the Koleos feel slow and a bit dim-witted. In normal driving it's perfectly fine and the noise suppression keeps the lawn mower effect to reasonable levels, but ask a little more of the transmission and it's not really ready for it.
And that's a great pity. While it's no ball of fire, it handles tidily, isn't actually as slow as it feels and is otherwise a pleasant car to be in.
Another complaint are the Life's tyres - they're not very good and could do with a bit more grip in damp conditions. Felt very odd to be losing traction accelerating gently out of corners.
The Koleos' off road ability isn't on trial here, but it's more than competent in the rough and slippy stuff when fitted with the AWD system. It certainly has the suspension travel, 21cm ground clearance and cosseting ride in all specs that you might expect from an off-roader.
Ford has a knack when it comes to making its SUVs drive like smaller cars than they actually are - and the steering is the key.
In the EcoSport that’s definitely the case. Sure, it is actually small, but it feels decidedly more nimble than some of its rivals, with great steering feel, weighting and response that allows the driver plenty of confidence, whether piloting it along a highway or parking it kerbside.
The front and rear suspension is well sorted, if a little firm over sharp bumps - but it sits well on the road, and is easily comfortable enough to deal with tram tracks, potholes and cracked pavement.
The obvious star engine is the turbocharged 1.0-litre, which is rewardingly punchy and nicely refined while retaining the trademark three-cylinder rumble. The six-speed auto is inherently eager to go for the highest gear it can to save fuel, and that means it will hunt a bit when you’re on and off the throttle. That might make your 0 100 acceleration timing a bit difficult, but it gathers speed decently.
Thankfully, though, the throttle is easy to modulate - which isn’t the case in the 1.5-litre. There’s a little too much travel at the top of the pedal to make for smooth take-offs, and when you get moving the engine has a tendency to allow the throttle to hang before it changes gears.
In both models the brake pedal took some getting used to, again with a dull spot at the top of the pedal then big grabbiness mid-way. It stopped reasonably well though, especially considering it still uses drum brakes at the back.
In case we didn't make it clear, there will be no off road review for the EcoSport. It may have good potential capability and performance if you look at the numbers: 209 (ground clearance mm); 10.7 (turning circle radius in metres, kerb to kerb); 24.7 (approach angle degrees); 29.0 (departure angle degrees) - but there is no wading depth figure, and hey, it's front-wheel drive!
The Koleos leaves South Korea with six airbags, ABS, stability (ESP) and traction controls, brake force distribution, forward AEB, reverse camera, forward collision warning and lane departure warning. There are two ISOFIX points and three top-tether restraints.
The Zen and Intens also feature blind spot warning and side parking sensors.
Since its 2016 introduction, ANCAP has not got around to crash testing the Renault for a safety rating. EuroNCAP has and awarded a five star rating in September 2017 with a safety spec identical to the Intens.
It may seem harsh to give the Ford EcoSport a 7/10 for a safety rating, especially considering it has features such as a reverse camera, park assist with rear parking sensors, stability control with hill descent control and hill start assist, ESP, and it retains a five-star ANCAP crash-test rating from 2013. Where is the Ford EcoSport built? You can leave your preconceptions at the door, because it's made in India.
But the fact of the matter is that the EcoSport doesn’t have the latest advanced safety tech - there is no auto emergency braking (AEB) and “there won’t for in the foreseeable future”, either, according to the company. You can put a line through things like lane keeping assist and forward collision warning, too.
But the EcoSport hits back in other ways. It has a system where it can call the emergency services using a connected phone in the event of an accident. And it has a dual key system that allows worried (interfering?) parents to adjust key parameters of the car, including how fast it can go and how loud the music can go. And if you need to fit a baby seat, it has ISOFIX points.
It has seven airbags (dual front, front side, full-length curtain and driver’s knee).
To cover off any problems or issues, Renault offers a five year/unlimited kilometre warranty and up to four years' roadside assist. Service costs are capped for the first three years and on both petrol and diesel, service intervals are an impressive 12 months/30,000km.
Pricing for the first three services is capped at $349 for the petrol and $369 for the diesel. That's a genuine bargain, with extra costs like filters laid out on the website.
As with its X Trail sister car, reliability appears to be excellent with few common faults. A run around the usual internet forums didn't uncover any common engine problems.
Resale value is slightly below that of its Japanese donor car, but depreciation doesn't seem as steep as some other Renaults.
Ford backs its new cars with the bare minimum three-year/100,000km warranty plan. Well behind the best in class, and it could be enough for you to reconsider if you've read about the issues, common problems, faults, complaints and defects that could have possibly afflicted some earlier versions with the dual-clutch auto. And if you're really concerned you can lengthen the standard warranty with an extended warranty for up to six years or 200,000km: there's no doubt that having a piece of paper with that alongside your owners manual in the glovebox will increase the resale value of your EcoSport (you can transfer the extended warranty). But with the new transmissions we have no reason to expect reliability issues.
Buyers do, however, have access to a capped-price servicing plan for the life of the car, with maintenance due every 12 months or 15,000km, whichever occurs first. The service cost is reasonably well considered, too - over five years/75,000km, the average cost per visit is $281. So, along with a low purchase price, a low maintenance cost gives it an edge over some competitors.
And Ford has that free loan car program, too, where you get to borrow a set of wheels when your car is in the shop.
While the waiting time for Ford EcoSport models is expected to be short, there are plenty of pre-facelift versions still in stock.