Re: Ford EcoSport Facelift 2017 Exclusive Spyshots
FORD ECOSPORT 1.5L PETROL AT VS RENAULT CAPTUR 1.5L CVT
A COMPARISON WE MIGHT SEE HERE IN INDIA IN FUTURE, DONE BY MOTOR1.COM OF BRAZIL
Although with some delay, Renault was the first to respond to the success of the Ford EcoSport. This happened in 2011 with the launch of Duster when the blue oval brand was already preparing to launch the second generation of its compact SUV. The new Eco came in 2012 and, more modern than the Duster, had no difficulty maintaining the sales sovereignty of the segment. But time passed.
Compact SUVs have become the market fever in recent years, and both Ford and Renault needed to move to fight against new faces like Honda HR-V, Jeep Renegade, Nissan Kicks and Hyundai Crete, among others. But each brand crossed a different path. The French company opted to develop a larger and more attractive Captur for the emerging markets, with the Duster base (in Europe it is part of the Clio). The US preferred to refine the EcoSport to a level previously unknown to the model, mainly because for the first time it will be sold in the US as well, starting in 2018.
Thus, the Ford arrives (little) renovated in style and (much) modified in the content. Only the restyled front and the new wheel design identifies the EcoSport 2018 from the outside - not even the lanterns have changed. But it brings an unprecedented mechanical set, joining the new 1.5-liter 3-cylinder engine with the 6-speed automatic, in addition to a much more refined interior. For this first test, we opted for the Freestyle version (R $ 86,490), which according to Ford should be the best-selling in the range.
On the Renault side, now has the most awaited Captur: with 1.6 SCe engine allied to the automatic CVT. It finally unites modern propeller and transmission, as opposed to the 2.0 with 4-speed gearbox. The CVT is from the same family as the cousin Nissan Kicks, but with the advantage of the option of manual exchanges. To face the Eco, it is presented in the Intense version (R $ 88,400), the top with this mechanical set.
Space and practicality
Despite bringing many mechanical and internal news, the Eco 2018 is a mid-life upgrade of the current generation. That is, it does not change where it might need most - size. The back cover also follows with steppe on the outside, which forces its lateral opening. Looking at the data sheet, the Ford looks only 7 inches shorter than the Renault, but in fact the Eco is only 4.10 m long if the spare tire is discounted. The Captur measures 4.33 m, which in practice means a body 23 cm larger than the rival.
Comparison Ford EcoSport x Renault Captur Comparison Ford EcoSport x Renault Captur
In this way, nothing changes in the space of the Echo. Good in front, but limited in the back seat. Not that it's tight, but it does not offer the same freedom of movement as Captur. The Renault is also much larger in the Ford's 437-liter-356-liter trunk - a factor that limits the familiar use of the Eco. Ford's novelty is a kind of shelf in the trunk that lets you leave the floor The rear bumper. But nothing that gets close to the space found in Captur.
Larger and new foam seats are part of the EcoSport 2018, improving driver and passenger accommodation. The driving position is good without being too high, while the steering wheel is now the same as the three-spoke Focus. In the Captur the position is exaggeratedly high, and the steering wheel only has to adjust in height - it also regulates in depth in the Ford. Positive point is the seats, big and comfortable, but the front back could be less thick, to give more space to the knees of the rear occupants.
Comparison Ford EcoSport x Renault Captur Comparison Ford EcoSport x Renault Captur
Ergonomics failures are more felt in the Captur, which has the buttons Eco Mode (economy driving), speed limiter and "autopilot" hidden under the parking brake. At Echo the buttons on the power windows on the driver's door could be closer to the driver. And there are missing ceiling loops for the passengers.
Finishing and equipment
Huge leap in the EcoSport, the interior is now much more for the Focus than the Fiesta, from which it drifts. In addition to the steering wheel, the SUV has borrowed from the mid-hatch the on-board computer with a 4.2-inch color screen and much of the dashboard, now much more eye-catching than before. (Average consumption, instantaneous, autonomy and liters per hour) and also tire pressure.
The panel is now coated with rubbery material, as in the Mexican Fiesta, and there are bright dark gray finishes in some parts of the cabin - strangely, the air vents and the multimedia center holder are black, it looks like there was no paint there. Also, it was not this time that Eco got rid of the plastic burrs (you can still find them in the cut of the pieces next to the doors, for example). But an old complaint was settled: the SUV finally won multimedia center. To compensate for the wait, the Sync 3 system is the best, bringing an 8 "touch screen with excellent resolution, quick commands and easy-to-navigate menus, as well as Apple Car Play and Android Auto connection.
Near the Eco, Captur can not disguise its simplicity. The plastics of the internal finish are all rigid and shiny, which do not match the label of almost R $ 90 thousand. The same goes for the lid of the object holder above the panel, which appears fragile. To top it all, the 7 "multimedia hub is the same as the cheaper Renault, with somewhat poor resolution for this category, although the system is easy to use. The assembly is at least correct and leaves no gaps between the parts. The seats are beautiful and fully lined with leather, in contrast to the simplistic rest of the cabin.
In terms of safety features, both come standard with traction and stability controls, with a start assist ramp function, and front and side airbags. Only the Ford, however, brings the curtain-type airbags and the driver's knee, totaling 7 inflatable bags.
At the wheel
First national SUV with 3 cylinder engine, the EcoSport 1.5 draws attention to the numbers: it yields 137 hp of power and 16.2 kgfm of torque, against 120 hp and the same 16.2 kgfm of the Captur's 4-cylinder 1.6 engine. In transmission, the Ford leaves the Powershift dual-clutch gearbox in favor of a conventional automatic, with torque converter, maintaining the 6 gears. The Renault debuts a CVT box with six simulated gears.
The American brand did an excellent job of isolating the vibrations of the three-cylinder engine. Very few times, almost always with the cold engine, one can perceive the characteristic trepidation of this type of propellant. Already the noise is very different from the old Sigma 1.6 of 4 cylinders, a little more "nervous" in high rotations. In practice, the Eco was more pleasant to drive in the city, since much of the maximum torque is delivered up to 2,250 rpm and leaves the SUV with a good feeling of strength in the pickups and fast track changes, so common in traffic.
As we had noticed in the first evaluation of EcoSport 1.5, however, the performance is no better than the old version 1.6. In our measurements, the acceleration from 0 to 100 km / h went from 11.8 s to 12.3 seconds, while the 80 to 120 km / h take-up went from 8.9 s to 10.1 seconds. The explanation? Simple: despite having its durability problems, the Powershift gearbox did not steal as much engine power as the conventional automatic transmission. But the trade is well worth it: gear changes are smooth and gearbox programming is smart, understanding when there are uphill drives along the way and when you need to slow down to gain momentum. In addition, it has sport mode (S), which makes the exchanges at higher speeds, and comes standard with butterflies on the steering wheel for manual shifts.
Ford lost a bit of performance, especially on the road, but still opens up a couple of Captur cars in the accelerations. Although Renault's 1.6 engine has good torque at low revs, the CVT gearbox is fully geared towards comfort, hampering performance. In the acceleration from 0 to 100 km / h, the Captur took "eternal" 14.2 seconds and took from Renegade 1.8 the class of lanterninha of the class. After packing the situation improves, but not much: in the resumption of 80 to 120 km / h were 11.3 seconds - 1.2 seconds behind the rival. Curious is that the Renault weighs only 14 kg extras compared to Ford, but on the move it seems much more. The Captur is really slow at the outputs, while the CVT is performing its "fake" gear shifts to give it a sense of movement. Exaggerated for a 1.6 car, the wheels rim 17 "
CVT transmissions have the greatest virtue to make the engine work with low turn most of the time. On the road, in fact, the Captur maintains about 2,500 rpm at 120 km / h on the straight - but can not appear a slope that it already loses its heel. At the Eco the 6-speed gearbox leaves the engine at 2,800 rpm in the same situation. Both ride in relative silence on the road, but the Ford is always (well) more economical: average of 11.8 km / l against 10 km / l, always with ethanol.
The new 1.5 AT also showed no improvement in fuel consumption, with the same 11.8 km / l on the road and 8.2 km / l in the city, against 8.5 km / l of the previous one. Again we need to take into account the energy consumed by the torque converter as a villain of better consumption - we will wait for the manual version test to be able to take the test. Even so, it was far better than the Captur, which registered only 7.1 km / l on urban circuit, with ethanol.
The maturity of the EcoSport can also be seen in the smoother, quieter ride. The suspension was recalibrated and, at the front, gained a greater stroke. At the rear, it has a stiffer shaft. Overall, the Ford was more comfortable in the holes and stable in the corners, getting a great compromise. It's also a bit quieter, but there's still room for improvement - at high speeds the 1.5 engine is quite audible in the cab. The electric direction follows well calibrated, light and agile in the city and sufficiently communicative in the road.
In Captur the legacy of the Duster weighs heavily, literally. This is the case with the electro-hydraulic steering, which is too firm at low speeds and strikes when passing through imperfections in the ground. The suspension is soft and sturdy, with comfortable running, but it could be quieter - we hear a tum tum when the car faces bad roads. At least the ground clearance is immense and there is not the slightest concern of scraping the bumper in ditches and jambs.
Captur CVT, meanwhile, arrived almost as expensive as the 2.0 in this Intense version, priced at $ 88,400. Alright it comes well equipped, including 17 "rim wheels, automatic air conditioning, leather seats, ESP, 4 airbags and 7" multimedia, but it's little to justify the price above the rival.
Conclusion
There is no doubt that EcoSport has evolved a great deal, but Ford will need to find a way to show that to the customer. Anyone who sees on the outside will find that the car has changed very little. To notice all the news, you have to direct it. It may be enough to win back the audience that was already an Eco fan and knows its limitations of space, but surely there will be difficulties to bring a new customer who has seen the other models in the segment.
Captur CVT, on the other hand, was not well resolved in terms of performance and consumption. I confess I expected more from this version, which had everything to be the best model - I still have the 1.6 manual. Against Echo, his arguments are style, space, and trunk. But Ford walks more, drinks less, is more equipped, better finished, better at driving and still costs less.
