Revamped Renault Captur takes on a multitude of rivals

The Captur, Renault's smallest crossover, has so many rivals on the market - can it compete?

What is it?

The compact Renault Captur for sale has been around for a little while now, and that's why the French manufacturer has deemed it fit for an update. There's good reason, too; the compact crossover segment is growing steadily by the day, and consumers are savvier than ever - so any car not worth its salt will start faltering in the dealerships.

Though it's based on the same platform as the Clio, the Captur is able to offer a touch more space than its hatchback cousin, along with that all-important bump in ride height so wanted by buyers today. Back in 2016 the Captur was Europe's best-selling urban crossover, so it's understandable why the changes aren't ground-breaking.

What's new?

Renault hasn't messed with the Captur's formula too much - this is a mid-life facelift, after all - which is why the changes to the exterior are blink-and-you'll-miss-them subtle. You've got C-shaped LED daytime running lights up front (bringing it closer in line to the larger Kadjar) and there are LED lights at the rear too.

You've got a wider choice of alloy wheels to pick from as well, and there are redesigned kick plates in place to give the Captur a chunkier, more go-anywhere look.

What's under the bonnet?

Powering our test car was a dinky 0.9-litre turbocharged three-cylinder petrol engine with 89bhp and 140Nm. Renault claims that it'll power the Captur to 60mph in 12.9 seconds, and onwards to a 106mph top speed.

Sending power to the front wheels through a five-speed manual 'box, it'll return a claimed 52.3mpg combined, while emitting 122g/km CO2.

A diesel variant is available, again packing 89bhp, while there's a more powerful petrol available too with just shy of 150bhp. It's the only the latter powertrain that's available with an automatic gearbox, should that be something you're after. It means there's a pretty decent spread of engine options available, providing something for nearly everyone.

What's it like to drive?

Take one glance at the engine specs for the Captur and it's immediately obvious that it's not going to set the tarmac alight. Though the forward progression isn't swift by anyone's standards, there's enough puff to merge on to a motorway safely - though once you're there, you'll need to drop a gear when overtaking.

How does it look?

The Captur is quite unassuming in its style. It's not boring, and neither is it outlandish. The C-shape daytime running lights help give it a touch more presence. Chrome accents around the car do elevate it slightly, making it appear ever-so-slightly more premium. GT-Line cars, like our test vehicle, get 17-inch alloy wheels, contrast roof and door mirrors, and grey front and rear skid plates too for a little bit of that faux-SUV style.

What's it like inside?

The interior of the Captur reflects the car's exterior look. Everything works and is logically placed. Interior space is decent enough, and there's a good amount of headroom available for driver and passengers - though legroom is a touch tight for adults riding in the back.

Boot space is reasonable, with 377 litres on offer with all seats in place. You can slide the rear seats forward to offer up more boot space - and there's 455 litres to play with when you do. The rear bench also folds 60:40 to create an even larger load area.

What's the spec like?

Our test car came in GT Line specification, and this sees the Captur fitted with all manner of standard equipment. There are a variety of chrome elements applied to areas in the cabin, while a 'Premium Pack' sees aluminium pedals and sunglasses storage added.

Part leather upholstery helps to lift the overall feel of the car's cabin, too. The Captur also benefits from Renault's R-Link infotainment system, which uses a seven-inch colour touchscreen to control aspects such as satellite navigation (a TomTom-sourced system) and smartphone integration. It's not a terrible system, but it does lack the level of clarity and ease-of-use that we've come to expect from more modern systems.

You also get front and rear parking sensors which, despite being fitted to a relatively compact car, make parking the Captur a little easier.

Verdict

With such a wide array of compact crossovers on the market, it could be easy to simply dismiss the Captur. However, thanks to decent levels of standard equipment and a low list price at Group 1 Renault, it could be a good option for those who want a value-for-money runaround. An efficient range of engines and well-sized boot mean the Captur could prove to be a reliable choice for many.

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Article source: https://www.eveningnews24.co.uk/motoring/renault-captur-road-test-how-does-it-look-and-drive-1-6037091

Why a Renault-FCA merger could be good news for Nissan, Mitsubishi

Nissan's advanced technologies including platforms and electric powertrains could give it leverage in a merger involving Renault and Fiat Chrysler, thanks to a royalty system it has with the former, two people with knowledge of the matter said.

A merged Renault-Fiat Chrysler could face an extra hurdle each time it uses technology developed by Nissan or Mitsubishi Motors, while the two Japanese automakers stand to gain a client in Fiat Chrysler (FCA), one of the people said.

Both sources declined to be identified because of the sensitivity of the matter.

Nissan's technology, particularly in electrification and emissions reduction, could give it some sway in the $35 billion potential tie-up between Renault and FCA, even as its stake in the newly formed company would be diluted.

Currently Renault SA pays less for technology developed by Nissan than the Japanese automaker pays for French technology, a third person said.

This has long been a sticking point for Nissan, and an area where Nissan could seek more favorable terms.

"Whenever Nissan transfers platform, powertrain or other technology to Renault, there is a margin or royalty which Renault has to pay for use of that tech," one of the people said.

"In that sense, FCA, if everything went well, would become another 'client' of ours and that's good. More business for us."

A Nissan spokesman declined to comment on its royalty system.

The potential Renault-FCA deal has complicated the Japanese automaker's already uneasy alliance with Renault. A further deal with Fiat Chrysler looks likely at least in the near term to weaken Nissan's influence in the 20-year-old partnership.

Renault owns a 43.4% stake in Nissan and is its top shareholder. Nissan holds a 15% non-voting stake in Renault and would see that diluted to 7.5% after the FCA deal, albeit with voting rights. The imbalance between the two has long rankled Nissan, which is by far the larger company.
Alliance imbalance

Renault had previously angled for a merger with Nissan but has been rebuffed by CEO Hiroto Saikawa.

Securing benefits from the merger deal will be important for Saikawa, who is grappling with poor financial performance while he struggles to right the company after the ouster of former chairman Carlos Ghosn last year.

By joining forces, Renault and FCA hope to consolidate what would have been two electric vehicle development programs into one, and then deploy the resulting technology across a much larger range of vehicles, reducing costs.

FCA, which foresees trouble in meeting with increasingly stringent emissions regulations in both Europe and China, would likely benefit significantly from Renault powertrain technologies.

Much of these technologies have been beefed up by R&D led by Nissan, the first automaker to launch a mass-market all-battery electric vehicle (EV). The Nissan Leaf is the world's top-selling EV, with sales of more than 400,000 since its launch in 2010.

The company has also found unexpected success with its e-Power gasoline hybrid system. It could use its technology as a negotiating tool with Renault and FCA.

Technically, any deal between Renault and FCA would not involve any structural change in Renault's confidential partnership agreement with Nissan, the Restated Alliance Master Agreement, although FCA would join Renault as a counterparty to the pact.

But Nissan does stand to benefit from a more balanced capital structure in the merger.

As the combined Renault-FCA company would be domiciled in the Netherlands, the French government would lose its double shareholding permitted under France's Florange Law.

As a result, the French government would be left with a 7.5 percent voting stake in the new company, potentially easing a source of tension between Nissan and Paris, as the current arrangement effectively hands the government outsized influence over the Japanese automaker.
Regional competitors

There is also the issue of regional overlap. FCA and Nissan are rivals in the North American truck and SUV market, where Nissan has struggled with poor margins.

"Nissan is struggling in the United States. Will pairing up with Chrysler help? Not really." said Takeshi Miyao, managing director of consultancy Carnorama. He said Nissan could seek compromises in other areas if Renault-FCA were to seek consolidation in the region.

Southeast Asia, where the third member of the Renault-Nissan alliance — Mitsubishi Motors — dominates vehicle sales, could also be an area for potential horse-trading with Renault and FCA as they expand their presence in the fast-growing market.

Here, Mitsubishi could negotiate hefty concessions in return for distribution in Indonesia, Thailand and other countries.

"Our main market is the ASEAN countries, so we would like to know how cooperation would look in this region," Mitsubishi Motors Chairman Osamu Masuko said on Wednesday.

"There are areas where making decisions may be difficult."

To stay up to date with the latest Renault specials and news - visit Group 1 Renault’s blog.


Article source: https://joiedevivrevehicles.tumblr.com/post/185585562480/why-a-renault-fca-merger-could-be-good-news-for

Renault Kwid (2019) Specs

Renault has finally added some safety features to its entry-level Kwid hatchback. Here are the specifications and pricing details for the Renault Kwid.

Since its launch back in November 2016, the Renault Kwid has received criticism for offering derivates fitted with only 1 airbag and no ABS. Budget-minded new-car buyers do prioritise affordability over safety, but given the French car's erstwhile standard specification, it would not be considered for nomination in the Budget Car category of the Cars.co.za Consumer Awards – powered by WesBank, for example. However, the Datsun Go was recently updated with the introduction of an anti-lock braking system and now it's the Renault Kwid's turn to receive improved stopping power.





The Kwid has enjoyed a fair degree of sales success (more than 20 000 vehicles have been sold in South Africa) and the Renault continues to sell strongly (around 1 000 units a month). For 2019, the model has received some updates, with the critical one being the introduction of ABS across the entire range. Smartphone mirroring in the form of Apple CarPlay and Android Auto is now available from the Dynamique derivative and up.

The engine and transmission are carried over and for the record, the 1.0-litre 3-cylinder naturally-aspirated petrol engine produces 50 kW and 91 Nm. There's an option of a 5-speed manual gearbox and an automated manual transmission (AMT). Fuel efficiency is pegged at 4.7 litres/100 km and 4.4 litres/100km for the AMT
Renault Kwid Price in South Africa (April 2019)

The vehicle comes standard with a 5-year/150 000 km mechanical warranty and a 6-year anti-corrosion warranty, plus a 2-year service plan, with services scheduled at 15 000 km intervals. 1-year’s Comprehensive Insurance Cover is also included. The Kwid is available at Group 1 Renault.

Book a Renault Kwid test drive today!







Article source: https://www.cars.co.za/motoring_news/renault-kwid-2019-spec-and-price/46549/

Renault Megane GT Line Nav has a 'very, very chic' interior

Renault Megane GT Line Nav

Despite being the pioneering manufacturer of lot of car genres – e.g. the people carriers

(Espace and Scenic) and the compact crossover (Captur) - Renault’s best-selling car in

Ireland is the Megane, with us over 20 years now. A hatchback no less, it has recently been

enhanced with the addition of some new petrol engines. In this case the tasty, TCe 130

version. Key here is 130 for the 130 bhp of power under the bonnet. That’s the most

powerful entry petrol engine in its class that includes the Focus and the Golf for example.

All from a 1,200cc engine reinforcing the bhp not cc argument which is being supported by

Audi who are labelling all their cars based on power, not engine size now.

The Megane at every iteration was generally better looking than its competitors at the time

and the current version is no different. Instantly recognisable from the front with the by now

very familiar Renault face. The back looks squat and sporty with the sides connecting them

both in a butch way with a high shoulder line. Whatever your car preferences it hard not to like

its looks.

That engine on paper it is very appetising. I’ve driven quite a few of these 1,200cc engines

with three cylinders but this has four that helps considerably to reduce engine noise. Up to a

point though, as at motorway speeds I’d say it is no quieter than its turbocharged 3 cylinder

equivalents. Nevertheless, for day to day use the ambience is a hushed environment in which

to travel and responds well to the right foot. The ride is typically French and softer than the

rivals, a plus here. However, you’ll find it difficult to reconcile the manufacturer’s figures

with the actual return.

The Megane interior is very, very chic and if you have not sat in a Renault in a while I urge

you to do so. The material quality is excellent and the too much plastic criticism of old is

exactly that, old. Renault interiors are at the top of my list.

The leader of innovative cars, Renault, has a hatchback as its biggest seller in Ireland.

Now there’s a sweet range of back-in-fashion Renault petrol engines. Can Renault maintain

the innovator mantle by taking us back to where we were before diesel and crossovers took

over? If they can, I for one won’t complain.

Under the Hood

Model Tested - Renault Megane 130 TCe

Engine - 1,198cc , 130hp, 205Nm

0-100km/hr - 10.6s

Top Speed - 198 km/hr

Urban Fuel Consumption - 6.8ltrs / 100kms

Article source: https://devotedtorenaultautomobiles.weebly.com/blog/renault-megane-gt-line-

nav-has-a-very-very-chic-interior

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/