Renault Duster: Attainable ability

An affordable and rugged SUV for a broad swath of car buyers, the Renault Duster is the car of the moment during chaste economic times when attainability and value becomes more important than the aspirational.

Designed to be comfortable, spacious, convenient, and economical for an SUV-hungry market, the Duster delivers in spades, and even offers genuinely capable, if not outright dedicated, off-road ability, unlike many crossover pretenders. Better still, and with a new model on the horizon for Jordan, the current model’s pricing has been reduced.

Cheeky charm

First launched in 2009, face-lifted in 2014 and set to be replaced with an improved new model — already launched in some markets — that shares the same drive-line and basic platform, the current Duster has a rugged yet inoffensively cheeky charm and design.

With chunky wheel arches, contoured body, longish bonnet, pert rear front and rear skid plates, thick roof rails and big framed headlights and grille, the Duster looks every inch the tough SUV, yet its small size, unpretentious aesthetic and details, make it a more palatable and less overbearing sight on the road.  

Sharing a basic platform with other Renault and sister Dacia brand world cars to keep development, production and customer costs down, the Duster is a smaller SUV than pictures would suggest, but is even more practical. At 4,315mm long and 1,821mm wide the Duster is easily manoeuvrable and will fit in the tightest of garage spots and along the narrowest off-road trails that huge lumbering SUVs can’t. However, efficient packaging and a relatively long wheelbase ratio make it a spacious family vehicle for daily drives and long journeys.

Tried and tested

Powered by a tried and tested driveline for uncomplicated reliability and low running costs, the Duster’s 2-litre naturally-aspirated 16-valve four-cylinder engine is mated to a four-speed automatic gearbox, as tested, and is even carried over to the soon arriving new model. Developing 133BHP at 5,750rpm and 144lb/ft at 4,000rpm, the Duster provides smooth operation and progressive delivery. Capable of 0-100km/h in 11.4-seconds and a 176km/h top speed, the Duster makes perfectly confident progress in town and on highway, rather than being outright quick.

Returns a modest 8.9l/100km combined cycle fuel efficiency, the Duster provided good range even with just a 50-litre fuel tank during test drive from Amman to Aqaba and back through various routes and conditions. On steep inclines and for decisive overtaking at speed, one does need to make use of the Duster’s full power and use third and second gear. All things considered, the five-speed manual version would better economy, performance and flexibility for drivers willing to self-shift, but the four-speed auto nevertheless offers a good compromise between cost, smoothness responsiveness.

Supple and capable

Driving the front wheels in normal conditions, the Duster is surprisingly capable off-road without the need to engage four-wheel-drive. On road, front-drive is all one needs for all most all conditions, owing to the Duster’s reassuring stability and high level of rear grip. However, “4WD Auto” mode is useful for very low traction surfaces, when power is sent to the rear axle as needed. At lower speeds, the Duster can lock four-wheel drive for off-road driving, where its long wheel travel, low 1,359 kg weight 210mm clearance and generous approach, break-over and departure angles make it an unexpectedly formidable performer.

Smooth and supple over heavily rutted, cracked and lumpy sections of highway currently being renovated, the Duster’s suspension well absorbed imperfections in its stride and almost glides over speed bumps. Settled and refined at speed, the Duster is, despite its small size, set up for directional stability. Through winding and sprawling lanes, the Duster is poised, comfortable, fluent, easily manoeuvrable and eager into corners. Crisp and tidy on turn-in, the Duster well manages snaking mountain routes, but through hairpins seems set-up for rear end grip and stability rather than flickable agility and hatchback-like adjustability.

Practical and predictable

Tuned for understeer when pushed too hard, rather than oversteer, the Duster is designed to be predictable and manageable at the limit. Steering initially feels slightly rubbery compared to quicker, more direct yet more artificial feeling systems elsewhere. However, one soon finds the Duster’s hydraulic assistance to be more natural. Through corners, and especially when loaded up, the Duster’s steering feels rewarding in its accuracy, textured feel, weighting and centring resistance. Brakes proved eager, capable, consistent and with good pedal feel, while 215/65R16 tyres provided good grip, durability, steering accuracy and ride compliance.

Spacious, comfortable and well-packaged inside, and especially so without a sunroof, as tested, the Duster is a practical and utilitarian car seating up to five and their week-end luggage in its roomy 475-litre boot, which can expand to 1,636-litre. Rear ingress was especially good with door length not intruding much on the rear wheel-arch and a wide swing angle allowing it to open fully in tight parking spaces. Visibility was good, and was aided by parking sensors and rear view camera.

Built to be tough, affordable and useful, the Duster features hardwearing plastics, fabric upholstery and logical layouts. Driving position is well adjustable for height and steering rake, but if one were to be picky, firmer lumbar support and steering reach adjustment would have been welcome. Otherwise, the Duster is well equipped with important features like A/C, remote central locking, Isofix childseat latches, USB port, ABS brakes and electronic stability control.

TECHNICAL SPECIFICATIONS

Visist Group 1 Renault’s Duster page for a specs breakdown of the various variants here.

Engine: 2-litre, transverse 4-cylinders

Bore x stroke: 82.7 x 93mm

Compression ratio: 11.05:1

Valve-train: 16-valve, DOHC

Gearbox: 4-speed automatic, four-wheel-drive

Power, BHP (PS) [kW]: 132.7 (135) [99] @5,750rpm

Specific power: 66.4BHP/litre

Torque, lb/ft (Nm): 143.8 (195) @4,000rpm

Specific torque: 97.6Nm/litre

0-100km/h: 11.4-seconds

Top speed: 176km/h

Fuel consumption,urban/extra-urban/combined: 11.7-/7.3-/8.9-litres/100km

CO2 emissions, combined: 206g/km

Fuel capacity: 50-litres

Length: 4,315mm

Width: 1,821mm

Height: 1,695mm

Wheelbase: 2,674mm

Track, F/R: 1,559/1,560mm

Overhang, F/R: 816/825mm

Minimum ground clearance: 210mm

Approach/break-over/departure angles: 29.3/23/34.9 degrees

Headroom, F/R: 905/894mm

Shoulder room, F/R: 1,387/1,400mm

Cargo volume, min/max: 475-/1,636-litres

Payload: 506kg Kerb weight: 1,359kg

Suspension, F/R: MacPherson struts, anti-roll bar/multi-link

Steering: Power-assisted rack and pinion

Lock-to-lock: 3.3-turns

Turning circle: 10.44-metres

Brakes, F/R: Ventilated discs/drums

400-metre stopping distance: 33.1-seconds

Tyres: 215/65R16

Article source: http://www.jordantimes.com/news/features/renault-duster-4x4-20-auto-attainable-ability

Renault Clio still has what it takes to thrive in supermini battle

The battle of the superminis has always been an intense one and perhaps one of the upshots of that is that manufacturers have strived to excel every step of the way.

In a segment where the Clio is up against the likes of the Ford Fiesta, Volkswagen Polo, Seat Ibiza and Skoda Fabia it needs to be good just to survive, never mind thrive.

In truth, over its lengthy lifespan, the Renault Clio has managed to do both.

Superminis might be less fashionable than SUVs but it’s hard to imaginative an automotive world without them.

Here are cars which offer value-for-money motoring in a package that can even get away with being a family car if push comes to shove.

The latest Clio from Group 1 Renault upholds a worthy tradition and has plenty to recommend it.

For starters it looks sleek and snazzy, boasting design lines that ooze hot hatch and even elements of coupe styling.

That in part is achieved through the disguised rear door handles, which give it the look of a three-door.

Renault has even dispensed with a three-door version this time round.

The 17-inch GT alloy wheels also enhanced the sporty looks of this particular GT-Line model, as did a rear diffuser and chrome exhaust.

Step inside and the Clio has a warm cosseting kind of feel but also has a surprisingly spacious cabin.

You feel pretty low down and interestingly the current version sits a whole 45mm closer to the ground than its predecessor.

Rear seat passengers are particularly well catered for and there is a generously-sized 300-litre boot.

The instrumentation and switchgear generally are modern and decent in quality.

The dominating feature is a seven-inch tablet-style touchscreen which helps keep the button and switch count to a minimum.

Trim-wise buyers can choose from Play, Iconic and GT-Line.

Equipment levels are good across the range but this GT-Line felt noticeably plush for a supermini.

The interior had quite a dark look and feel - with black cloth upholstery and a black soft touch dashboard - but the combination actually worked rather well.

The Renault Clio standard features include cruise control and speed limiter, hill start assist, full LED front and rear headlamps, automatic locking, automatic headlights and front wipers and a MediaNav multimedia system with sat-nav, DAB radio, Bluetooth and handsfree technology.

On the engine front there’s a choice between 75bhp and 90bhp three-cylinder TCe petrols and a 1.5-litre dCi diesel.

This car had the higher-powered 898cc petrol unit.

Like most of the modern crop of small but relatively potent petrol engines it punches well above its weight, even if it does have to be worked hard to get the most out of it.

I found overall that it made for an enjoyable enough driving experience and when you throw in the Clio’s agile handling its makes for a combination that delivers just enough of the fun factor too.

FAST FACTS

Renault Clio GT-Line TCe 90

Mechanical: 90bhp, 898cc, 3-cyl petrol engine driving front wheels via 5-speed manual gearbox

Max speed: 110mph

0-62mph: 12.1 seconds

Combined mpg: 56.5

CO2 emissions: 114g/km

Article source: https://wheelwonderings.postach.io/post/renault-clio-still-has-what-it-takes-to-thrive-in-supermini-battle

5 REASONS THE NEW KWID BEATS THE COMPETITION

The Renault KWID has just landed in South Africa and in many instances has elbowed its way to the front of the compact queue.

Here are five compelling reasons to get behind the wheel of the new Renault KWID:

• Free Insurance (for a year)

First time buyers and those who are on a tight budget, free insurance for a year can provide much needed breathing space when taking on a big investment, such as buying a new car. A conservative insurance premium for around R500/month equates to a R6000 saving for the first 12 months of ownership.

• Ground Clearance and Trendy Crossover Styling

Because Renault KWID is modelled around a compact crossover, the 180mm ground clearance allows inexperienced drivers the freedom to make little mistakes. Whether you’re touching the pavement with a tyre or ramping a speedbump by mistake, parking on the grass at “Uni” or taking a gravel shortcut, KWID takes all of this every day mayhem in its stride, making it a compelling choice for parents or students wanting a robust, attractive and modern vehicle.

• Interior Space

With height adjustable front seats and spacious rear leg and head room, KWID’s crossover roots once again give it an advantage over its competitors.  Add to that the 300 litres of available stowage and you’re looking at a class leader

• The Engine

The 999cc 3-cylinder engine pushes out 50kW and, with KWID’s weight being just 700kg, it has one of the best in class power-to-weight ratios. This all adds up to a respectable claimed fuel consumption figure of 4.7 litres/100 km.

• Class-leading in-car Technology

Bluetooth, aircon, USB and modern interior all come standard in the new Renault KWID.  Another first in this segment is the 7” Touchscreen MediaNav Multimedia system. Electric power steering, digital dashboard and electric front windows round off a spec list that wouldn’t be out of place a few segments up.

Modern and wearing a badge that has earned a reputation for innovative technology without attaching the lofty price tag, the Renault KWID is on sale at Group 1 Renault  in Expression and Dynamique specification.

Article source: http://www.sacarfan.co.za/2016/11/21/5-reasons-why-new-kwid-beats-the-competition/

Renault finds its wild side with racy Megane

Lively Renault Megane RS Lux forges its own path in a hyper-competitive hot-hatch market

Wider stance and ‘chequered flag’ fog lights identify the RS as top gun of the Megane range.

Two years after the launch of its fourth-generation Megane, Renault South Africa has introduced the big-muscle version - in fact, two of them.

In an unusual move the French car maker offers its hot hatchback in two flavours: the Lux automatic and the Cup manual. The two cars are identically priced, but the Cup is a racier version for enthusiasts, and along with requiring manual gear shifts it also has firmer suspension.

Both derivatives are fired along by a new 1.8l turbo petrol engine. It’s downsized from the previous 2.0l unit but power and torque have increased from 195kW and 360Nm to 205kW and 390Nm.

There is plenty of sporty show-and-tell to visually distinguish the RS duo from regular Meganes, the most obvious being the more aggressively-styled bumpers with fog lights that are inspired by a chequered flag. The wider stance (an extra 60mm at the front and 45mm at the rear) and bigger alloy wheels (standard 18-inch and optionally 19-inch) also imbue this racy Renault with more presence, as does our test vehicle’s "tonic orange", a new colour added to the palette of the Megane RS.

The sporty vibe continues in the cabin with its aluminium pedals, nappa-covered steering wheel, and body-hugging Alcantara sports seats. As befits its flagship status in the range, the spec sheet is fully-loaded and includes a heartbeat that plays through the speakers as a welcome when you get into the car.

Boy-racer décor: aluminium pedals and carbon fibre-look door lining.

A completely automatic key unlocks the car as you walk up to it, and locks it again when you walk away; no pressing of any buttons required. My problem with the high-tech key is its lack of a low-tech eyelet so that you can hang it on a key rack at  home, which meant I was constantly misplacing it.

Along with governed top speeds of 250km/h, Renault quotes an identical 5.8 second 0-100km/h time for both Megane RS derivatives, a claim we’d be inclined to dispute given the propensity for modern automatics to outsprint their three-pedalled counterparts. Especially automatics with a launch control function, as found in this Megane RS Lux, where left-foot braking allows the driver to hike the engine revs before zooming off the line.

Apart from requiring manual gear shifts, the Cup version is designed for a more visceral experience with its 20% firmer suspension, and better traction under hard acceleration due to a front limited-slip differential.

That said, the Lux that I road tested is hardly “soft” and still occupies the wilder side of the hot-hatch kingdom, compared to the more approachable and civilised VW Golf GTI.

Its ride is still pretty firm, especially on bumps and ripples, and the RS Lux isn’t a car that doubles as a comfy commuter for school runs. Gearshift paddles allow the driver to be more involved, but unfortunately not while turning as they’re fixed in place on the steering column rather than on the wheel itself.

The Multi-Sense feature offers various drive modes that affect throttle, steering and gear shift responses, but even in the mildest of these settings it’s not a car that’s content to be ushered through slow-moving traffic. It always has the demeanour of an excited Jack Russell straining at the leash to run after a ball, and when you’re behind the wheel of this car the rest of the world seems to move in slow motion.

Rear wheel steering helps this racy Megane nip through corners quicker.

The sportier modes really bring out this Megane’s feral side with a quicker throttle and heavier steering, accompanied by loud crackles and burps from the exhaust that add vocal sizzle to the experience. In Race mode the stability control is also disabled, leaving traction duties solely in the hands of the (preferably experienced) driver.

Whereas all-wheel drive is becoming de rigueur in this league, the Megane RS still has its power fed through the front wheels and becomes a bit of a handful when driven enthusiastically. There is some wheel spin and torque steer under hard acceleration which some drivers might find disconcerting and others alluringly playful - horses for courses.

Keep a firm hand on the tiller and Renault’s racy hatch gets through corners with a firm and planted feel though. The 4Control rear-wheel steering gives it a nimble turn-in that nicely resists understeer.

I like the fact that the Megane RS doesn’t try to clone its rivals but forges its own niche in the hot hatch segment. In overall character it sits between the “softer” Golf GTI and the wilder Civic Type R. With its very firm ride and tendency to torque steer the Megane is very well priced in the hot hatch league, being notably more powerful than the similarly priced GTI but power-wise venturing right into the territory of the much more expensive Golf R.

If you’re in the market for a racer for the people - get your hands on the Renault Megane or Megane RS at a Group 1 Renault dealership today!

Article source: https://www.businesslive.co.za/bd/life/motoring/2018-10-11-renault-finds-its-wild-side-with-racy-megane/

CAPTUR, THE SUCCESS STORY

Launched in 2013, the Renault Captur is the first crossover in the Renault range. Urban crossover, Captur leads its segment in Europe. Christophe Péjout, Deputy Program Director and involved in the Captur adventure since the very start, shares his insights on why the car has proved such a success.

1.  What is the main reason for the success of Captur?

Captur is a success first of all because of its design. ZOE and New Clio were the first to express the Group's renewal in this area, and Captur followed in their footsteps. We put a lot of work into proportions, a fundamental component in design, to give it an extremely well-balanced look. With its highly successful design lines, Captur drew the attention of customers from the segment above. The car's design captured the trend of the time, that of crossovers, with a body style that was a first for Renault. This was a key choice in the project.

2. What are the model's other most appreciated qualities?

There's its roominess, despite its relatively short body length. It is also appreciated for its practical aspects, with the sliding bench, glove-box drawer providing plenty of storage space, and removable seat covers. And it is extremely customizable, with two-tone body paint as well as a range of colors for the wheels and a choice of interior design schemes with strips, steering wheel designs, and seat colors.

3. Bringing customers a two-tone body must have required a certain amount of industrial adaptations?

It's true that two-tone bodies were not habitual to the brand, and when we launched Captur in June 2013, only a third of the models at the Valladolid plant could be produced with a two-tone body. Congratulations have to go to the plant staff, which rolled out three paintshop shifts to fill the initial orders, before we converted a paint booth especially for two-tone models. Since September 2014, 100% of the Captur models produced can be customized with two-tone paint.

4. What were the expectations with Captur when it was launched?

We wanted to create a real disruption with the design, and even with the concept itself of the vehicle, relative to our previous production in the segment. We knew we had to change the concept to attract new customers. Above all we wanted to inject more freshness and emotion into the Renault range. Many avenues were open to us, and Laurens van den Acker, Senior Vice President, Corporate Design, had the intuition to design an urban crossover.

5. That was a first for Renault. Were you able to do so without being afraid of shocking customers?

We were aware of the growing popularity of crossovers, and the Product Department knew that for this model we needed to combine the two ideas of family life and adventure with the urban side of this car's category, the B segment. We had to develop an SUV or a crossover, but without the aggressive aspect associated with 4WDs. On the contrary, we wanted to lend a touch of empathy and tailor the car to people not looking to express that aggressiveness. Our designers met that goal by designing a short model, easy to use in the city, and not overly imposing, even for a second car.

6. What were some of the obstacles to the Captur launch?

Initially, the main obstacles were difficulties in plant capacity, suppliers, engines and logistics.

7. Which technical components has Captur brought to a wider audience?

First of all, the R-Link multimedia system, disseminated widely with this model. A lot of people discovered R-Link thanks to Captur. Also, our EDC dual-clutch automatic gearbox. Customers were attracted to this gearbox with our petrol engines on the high trim levels. Last of all, what you could refer to as the "Renault touch": the keyless vehicle. We succeeded in moving this equipment down range, available from the second trim level. We brought Captur customers a real hands-free card.

8. Is Captur now one of Groupe Renault's leading models?

Yes, I think so. It is a pillar model in terms of sales volumes, popularity and the construction of the brand image, and all in what is a strong segment for Renault. We are the leader in this segment in Europe. And this success has been extended through international versions. This model has been developed for Russia, Brazil and India under the name of Kaptur, and it is now available in numerous other countries. We launched it recently in Malaysia and it is exported to Japan, Australia, Singapore, Hong Kong and Chile. It is an image booster and many importer countries that didn't want it initially now do.

9. What are the expectations for New Captur?

New Captur was launched in June. It features a number of improvements, but there is no revolution in terms of body styling. It now sports the Groupe Renault light signature, the famous C shape. Above all, a great leap in quality has been made inside. We have given it the perceived quality of a C-segment model. It is really known for this now. And because it is an urban car, new driver assistance systems are now available. The multimedia offer is also extensive, with three new systems: R&Go, MediaNav and R-Link Evolution. Lastly, the appearance of the Initiale Paris signature is a major new development on New Captur.

If this article didn’t make you want to test drive the Captur - you’ll seriously miss out. Find your perfect Captur at a Group 1 Renault dealership today!

Article source:

https://devotedtorenaultautomobiles.weebly.com/blog/captur-the-success-story