The entry point is a 1.0-litre TCe petrol triple with a respectable 99bhp and 118lb ft, although a four-cylinder petrol is available with either 129bhp or 153bhp and as much as 199lb ft. More weight has been saved by using an aluminium bonnet and a composite bootlid.Īt its launch, the Captur will be offered with three petrol turbo engines and two diesels, all of which are new. Engine insulation is also said to have improved noticeably, despite the platform weighing 50kg less than its predecessor. It can facilitate modern safety and assistance systems and can house a broad range of powertrains, including those with substantial battery packs. The original Captur shared its underpinnings with the contemporary Clio and that is still the case here, although this 85%-new CMF-B platform is substantially more advanced than its predecessor. We’ll now discover whether any incoming sales records are truly deserved. In other words, Europe’s bestselling small crossover by far might just have become even harder to beat as an all-rounder. This platform also ushers in a suite of driver assistance systems reserved until very recently for larger, more expensive cars, and its increased stiffness in theory paves the way for improved road manners. The car is substantially longer than before, too, with an enlarged interior that hints at the same uplift in comfort and opulence seen in the latest Renault Clio, with which the new Captur shares so much hardware. The Mk2 Captur is built on the Renault- Nissan-Mitsubishi Alliance’s new supermini platform and has been engineered from the start to take hybrid and plug-in hybrid powertrains, although traditional options will persevere alongside those low-carbon options for the foreseeable future. You’ll regularly find him commuting on an ebike and he longs for the day when everyone else follows suit.Renault has not simply refreshed this car’s aesthetic, though. While Warren loves fast road bikes and the latest gravel bikes, he also believes electric bikes are the future of transport. He has covered all the major innovations in cycling this century, and reported from launches, trade shows and industry events in Europe, Asia, Australia, North American and Africa. Over the years, Warren has written about thousands of bikes and tested more than 2,500 – from budget road bikes to five-figure superbikes. In his time as a cycling journalist, Warren has written for Mountain Biking UK, What Mountain Bike, Urban Cyclist, Procycling, Cyclingnews, Total Bike, Total Mountain Bike and T3. He’s also a regular presenter on the BikeRadar Podcast and on BikeRadar’s YouTube channel. Having been testing bikes for more than 20 years, Warren has an encyclopedic knowledge of road cycling and has been the mastermind behind our Road Bike of the Year test for more than a decade. Warren Rossiter is BikeRadar and Cycling Plus magazine’s senior technical editor for road and gravel. Great real-world gearing of a 50/34 chainset and wide 11-34 cassette with a low one-to-one 34/34 gear meant I went looking for the steepest sections on local climbs to see how the Defy (and I) held up. It gives the Defy an eagerness when climbing. When climbing, the Defy has plenty in its armoury.įirst up is the carbon wheelset: though the Defy isn’t the lightest bike out there, at 8.52kg in a size large, you still enjoy a rewarding flighty feel, with a wheel package that’s 1,500g the pair, plus tyres that run without inner tubes. I ventured onto a few gravel road sections when testing and the Defy excelled here as well as it did on tarmac roads. Over rough surfaces the D-Fuse post and bar work harmoniously with added smoothness afforded by the new 32c Gavia tyres. The ride position afforded by the 605mm stack and 390mm reach errs on the sporty side of sportive bikes. On the road, the Defy is gloriously composed with a wonderful ride quality. Giant’s chainstay-integrated speed-and-cadence sensor.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |