Among state employees, versions with a continuously variable transmission are available mainly from Chinese manufacturers, not counting two representatives of alyas. We are talking about Renault Kaptur and Nissan Qashqai, which are equipped with the same CVT X-Tronic CVT. At the "Frenchman" it works only in tandem with a 1.6-liter 114-horsepower engine exclusively in the front-wheel drive version. A four-range hydromechanical "automatic" DP8В is offered in the top modification Kaptur 4x4 with a 2.0-liter engine with a capacity of 143 hp. With.
The first economy option costs at least 984,990 rubles, the price of the second one starts from 1,179,990 "wooden". The difference is 195,000, which, you must admit, is a very impressive amount. So those who can’t imagine themselves driving a car with “mechanics” face a serious choice when buying a French crossover.
Born lovers of drive, seduced by a more powerful 2-liter 143-horsepower engine, should be prepared to overpay for an all-wheel drive system and an extra 115 kg of vehicle weight. At the same time, an archaic unit is offered as an automatic transmission, the history of which goes back decades.
In the distant past, it was known as DP0, then the French updated it, calling it DP2, and more recently it was "tweaked" to DP8 - in fact, all this can be considered typical restyling. But the “automatic” is still limited to four steps, which in our time, you see, is an unforgivable “luxury”.
Do not be surprised that in comparison, such a transmission acts on the “Frenchman” like a straitjacket. And at the first attempts to spur it well, it immediately becomes clear: the motor can, but the “box” does not want to. Therefore, in order for him to accelerate faster, he has to literally beg. In response to the manipulation of the accelerator, the box will think carefully before making any decision, and after a delay it reacts with a nervous jerk.
Due to the illogical gear shifting algorithm, you have to listen to such an “automatic”, but it is difficult to count on a complete understanding. No matter how you try to dose the gas, there is no escape from jerking when changing the range. On stretched gears, the motor does its best, and if the “Frenchman” is not strained with sharp accelerations, he is quite accommodating.
In principle, you can call for help in manual mode, but then why overpay 50,000 for this? After all, a two-liter crossover is available with a normal six-band “mechanics”.
However, there will certainly be convinced sloths who will buy such a Captur in order to use a reasonable “machine” in a traffic jam, and on the track they will “light it up” in manual mode. As practice shows, the resource of such a box, subject to timely oil changes, is 150,000 km.
As it turned out, even the most powerful Kaptur is imprisoned for a calm and measured ride, so lovers of “light” will hardly understand it.
As for the X-Tronic variator, it is well known mainly for the series. In fact, the unit is a modernized Japanese box Jatco JF015E. The continuously variable transmission simulates eight fixed gear ratios during acceleration. And in manual mode, six pseudo-transmissions are used.
Of course, in terms of dynamics, this version of the Capture is far from the best alternative to the four-speed automatic: if the top-end crossover according to the passport accelerates to 100 km per hour in 11.2 seconds, then the version with the CVT takes 12.9.
But the latter has one valuable advantage: during acceleration, the X-Tronic works without jerks, and reacts quickly to the gas pedal. There is a slight pause during kickdown, but then it is smooth and even. The jumps of the arrow on the tachometer are not at all accompanied by dips and delays. At the same time, the resource of the box in practice is still the same 150,000 km.
In terms of efficiency, there is also a small plus - Kaptur with CVT really "eats" a liter or two less than the version with an "automatic". So the tandem of a 116-horsepower engine and a stepless X-Tronic looks much more balanced. also rapid acceleration, but it is quite predictable and logical, unlike the modification with the "automatic".
Nevertheless, even if gambling "riders" are considering the option of buying a Renault Kaptur, then most likely the version with the "mechanics" will suit them. The main competitor of the French crossover, the leader of the Hyundai Creta segment, looks more attractive in this sense, due to the six-speed “automatic”, which works in tandem with a 2.0-liter engine with 150 hp. With. On the other hand, Renault Kaptur has an impenetrable energy-intensive suspension, which will give a solid head start to the “Korean”. And off-road enthusiasts who have taken aim at the all-wheel drive "Kaptur" will have to choose between "automatic" and "mechanics". Recall that the basis of the all-wheel drive system here is
The Kaptur has been on the market for a few months now, but it has yet to come close in popularity to the mass Duster. Causes? Higher prices and a narrow selection of modifications. So, until recently, an automatic box was installed only on a two-liter version with all-wheel drive. And the more affordable front-wheel drive Kaptur was offered exclusively with a 1.6-liter engine and a manual gearbox - worthless for a car with an urban image.
And in September, the French were honored to launch a two-pedal front-wheel drive Kaptur on the market. For layout reasons, it was equipped not with a traditional hydromechanical automatic machine, but with a V-belt variator. Renault believes that the release of this modification will double the sales of Capture. The main argument is the price. It costs 979,990 rubles, and for an all-wheel drive Kaptur with a gun, you need to pay 1,099,990 rubles.
I didn't expect anything special from the car. The tandem of a 1.6-liter 114-horsepower engine and Jatco JF015E CVT has long been known from Renault and Nissan models. But it turned out that the variator received a new control program and learned to imitate an 8-speed automatic: it switches virtual gears, saving the engine from freezing at one speed. In order for the transmission to switch to pseudo-automatic mode, the gas pedal must be pressed at least 30%. There is also a manual mode, and when you switch to it, the transmission becomes already “six-speed”.
What does it give? To be honest, nothing special: the CVT Kaptur accelerates without much enthusiasm. According to the passport, he gains the first hundred in 12.9 seconds, but, according to my measurements, it came out under 14 seconds. Well, maybe the car hasn't been run in yet.
In a fast Moscow stream, dynamics are sometimes not enough, every now and then you have to press the pedal to the floor. Only after 3500 rpm acceleration becomes more or less assertive. But in a sluggish mode, the variator is good: it adequately responds to a change in traction and does not annoy at all with thoughtfulness and jerks, with which the two-liter automatic modification sins.
What Kaptur CVT pleased with was enviable efficiency. For a hundred "versts" of the way, he needs about eight liters of gasoline. The version with mechanics, I remember, ate a liter more!
LET'S FEELGennady Emelkin When Kaptur CVT drove into the territory of the Zarulevo technical center, the first thing I checked was the presence of a variator radiator. He is not. It's a pity, because in off-road conditions, when the unit experiences a high thermal load, additional cooling is necessary. But what pleased the unit was the presence of a dipstick - it is useful to check the oil level from time to time. Access to the probe is convenient, as is the design of the latch: pull, the antennae move apart - and the probe is free. |
I traveled not only around the city - I could not resist and poked my head into the off-road. On difficult terrain, the front-wheel drive Kaptur CVT did not blunder: it confidently took steep climbs on a grader and calmly started after stopping on them - not without the help of the Hill Start Assist system. But when he went to storm the sandy mountain, after a few seconds of the struggle he gave up: he dropped the engine speed and stopped. The overheating protection has tripped: there is no separate radiator for cooling the variator. The French believe that a front-wheel drive car, which is sharpened for asphalt driving, does not need a radiator. He rolled back, stood for a minute with the engine turned off - and went to a detour, across the plain.
In the city, however, Kaptyura's cross-country ability is enough for the eyes. Clearance - 204 mm, body overhangs are short. Even high curbs are not an insurmountable obstacle, the main thing is not to attack them with two wheels at the same time in order to avoid a high load on the transmission. Drove at an angle, and the order.
When we got acquainted with Capture (ЗР, 2016, № 6), we complained that it was impossible to turn off the ESP. The manufacturer listened to the remark: in the near future there will be a shutdown button. Maybe they will introduce a variator radiator? Then I’ll ask for the front-wheel drive Kaptur 2.0 CVT - there will be a song!
During the Great Patriotic War, the Soviet command twice formed a reserve front in order to have fresh forces at the turning points of the battles. What about the Renault Captur? Moreover, the front-wheel drive version with a 1.6 engine and a CVT was thrown into battle not in the spring, but now, in September. After all, Hyundai Creta is coming!
Why is a front-wheel drive with a CVT good? At the cost! If Kaptur with a two-liter 143-horsepower engine and an “automatic” costs at least 1 million 100 thousand rubles (largely because all-wheel drive is mandatory), then the two-pedal Kaptur 1.6 with a 114 hp engine. in the same configuration Drive can be taken for 980 thousand. Hooray?
If you are not in a hurry anywhere in life - definitely. We measured the true acceleration dynamics of the CVT version at the Dmitrovsky training ground: acceleration to 100 km/h takes a long 14.5 seconds. Even a 105-horsepower Skoda Yeti with an “automatic”, which we scolded for being lethargic, took 14.2 seconds. And if you load four riders into the CVT Kaptur and throw 50 kg of ballast into the trunk, then the set of 100 km / h stretches to 18.2 seconds!
In manual switching mode, the variator divides the range of gear ratios (3.87-0.53) into six pseudo-gears without hard limitation
It's good that the CVT allows the car to perfectly follow the gas pedal - it's not for nothing that Renault engineers, including our former colleague Nikita Gudkov, spent so much effort on reconfiguring the Jatco JF015E unit, known since 2009 from other Nissan, Renault, Mitsubishi, Suzuki models.
Firstly, a continuously variable transmission was taught ... to disguise itself as a regular box, sorting out eight fixed gear ratios as it accelerates. For what? In order to, if possible, get rid of the unpleasant “freezing” of the engine speed on one note, moreover, the “stepping” is triggered, already when the gas pedal is pressed by more than a third of the stroke. It does not add dynamics, but more emotions.
And secondly, the Capture variator does not blunt when you press the accelerator again. I slowed down in front of the speed bump, added gas - and the car accelerates immediately.
The CVT mode selector is exactly the same as on a two-liter car with an “automatic”
If you drive at a steady speed, then the variator selects the smallest gear ratio, forcing the motor to operate at the minimum stable 1300-1500 rpm in traction mode. There is even a slight vibration. But it is worth drowning the accelerator halfway - and in a moment the tachometer is already 3000 rpm, and the Kaptur accelerates without unnecessary delays.
As a result, after two days of driving around Moscow and the region, I “brought” an average consumption of 8.2 l / 100 km according to the readings of the onboard computer. True, when measured at the test site in our rather torn ARDC driving cycle, the consumption was already 10.3 l / 100 km - approximately the same as that of classmates with “automatic machines”. So if you want to save - again, do not rush.
This is how the interior of the Capture 1.6 looks like with a CVT in the top-end Style and an Orange interior personalization package. The price of the car (taking into account the color of the body "metallic") - 1 million 60 thousand rubles
And how will the variator behave in difficult conditions? Riding through mud and sand was no surprises: Kaptur rides confidently as long as there is enough grip on the tires. Front-wheel drive simply does not allow you to achieve critical loads on the transmission. Then - to the mountains! More precisely, on artificial hard-surfaced climbs. At 30 percent, no problem: the Kaptur starts off easily with Hill Start Assist. Now 40 percent, that's about 22 degrees, too. Selector in manual mode, first pseudo-gear, stop, start ... The front wheels caught on after a slight slip, the gas pedal was in the floor, the tachometer was 2500 rpm - we were going. But after a couple of seconds, the revs drop and the Kaptur stops! Everything, the thermal protection worked. Quietly: no messages on the instrument cluster, no indicator lights. And the manual doesn't say anything about that.
A curb 18 cm high is not an obstacle if you drive into it obliquely
However, it's better than repairing the variator later - more precisely, its torque converter: it is he who allows you to move into a steep climb at low speed. What are the consequences of overheating? The car stood for a couple of minutes - and the transmission is working normally again.
By the way, you can overheat the torque converter without any rises: if you try to drive “head-on” onto a high curb for a long time. You just don’t need to do this - just turn the car around a little so that first one wheel drives onto the curb, then the second.
Summary? The CVT Kaptur will suit both city dwellers - or rather, city dwellers - and those who drive along country roads. But will the reserve front help, isn't Creta better with a 1600 cc engine and an "automatic"? We will try to check as soon as possible.
Is the variator reliable?
Ilya Khlebushkin
The JF015E variator, which appeared in 2009 (also known under the Nissan RE0F11A index), is the second generation of Jatco variators, and is found on Nissan, Renault, Suzuki, Mitsubishi, and Chevrolet cars.
Like its predecessor Jatco JF011E of 2005, this small-capacity CVT with a torque converter, planetary gear and three clutch packs is capable of withstanding 200-250 thousand kilometers, practically not inferior in durability to a classic hydraulic automatic.
The main thing is to be careful. First, you need to protect the variator from overheating and keep its heat exchanger clean. Secondly, do not forget that the variator hates dirty oil - the working fluid should be changed at least once every 70 thousand kilometers. And when shocks appear - immediately.
The Jatco variator (model JF015E) was specially adapted for Captur - the original program involves imitation of gear shifting, of which there are as many as eight in a row!
And thirdly, remember: the CVT is much more sensitive than the "machine" to the manners of its owner and road conditions. For example, his age is noticeably shortened not only by torn active driving, but also by long crawling in traffic jams: the lower the speed, the greater the gear ratio, the belt bends as much as possible and, accordingly, wears out faster. And most importantly, the variator does not favor a sharp stop in the rotation of the wheels at all - for example, when hooked after slipping or when sticking into a curb. This can start a chain reaction: first, the turned belt leaves notches-scratches on the surface of the pulleys, and then they begin to gnaw the belt, first of all erasing a thin notch of the working surface. As a result, the variator begins to slip during acceleration, especially on a loaded car, and the accumulated wear products of the belt will certainly also affect the health of the valve block, the oil pump pressure reducing valve and, as a result, the pressure of the working fluid.
| Some measurement results Autoreview | |
|---|---|
| Options | Automobile |
| Maximum speed, km/h | 162 |
| Acceleration time, s | |
| 0-50 km/h | 5,1 |
| 0-100 km/h | 14,5 |
| 0-150 km/h | 42,7 |
| on the way 400 m | 19,8 |
| on the way 1000 m | 36,3 |
| 60-100 km/h (D) | 8,8 |
| 80-120 km/h (D) | 11,8 |
| Run-out, m | |
| From 50 km/h | 707 |
| 130-80 km/h | 860 |
| 160-80 km/h | - |
| Braking from 100 km/h | |
| way, m | 42,1 |
| deceleration, m/s2 | 9,2 |
| Speedometer Accuracy | |||||||
|---|---|---|---|---|---|---|---|
| Cars | Speedometer readings, km/h | ||||||
| 40 | 60 | 80 | 100 | 120 | 140 | 160 | |
| True speed, km/h | |||||||
| Renault Captur 1.6 CVT X-Tronic | 37 | 57 | 76 | 96 | 116 | 136 | 156 |
| Passport data* | |
|---|---|
| Automobile | Renault Captur 1.6 CVT X-Tronic |
| body type | five-door station wagon |
| Number of places | 5 |
| Dimensions, mm | |
| length | 4333 |
| width | 1813 |
| height | 1613 |
| wheelbase | 2673 |
| front/rear track | 1564/1570 |
| ground clearance | 205 |
| Trunk volume, l | 387(1200)* |
| Drag coefficient | 0,3 |
| Curb weight, kg | 1290-1320 |
| Gross weight, kg | 1768 |
| Engine | gasoline with distributed fuel injection |
| Location | front, transverse |
| Number and arrangement of cylinders | 4, in a row |
| Working volume, cm3 | 1598 |
| Cylinder diameter / piston stroke, mm | 78,0/83,6 |
| Compression ratio | 10,7:1 |
| Max. power, hp/kW/r/min | 114/84/5500 |
| Max. torque, Nm/r/min | 156/4000 |
| Transmission | stepless variator |
| Drive unit | front |
| Front suspension | independent, spring, McPherson |
| Rear suspension | semi-dependent, spring |
| Front brakes | disc ventilated |
| Rear brakes | drum |
| Tires | 215/65 R16 |
| Maximum speed, km/h | 166 |
| Acceleration time 0-100 km/h, s | 12,9 |
| Fuel consumption, l/100 km: | |
| urban cycle | 8,6 |
| suburban cycle | 6 |
| combined cycle | 6,9 |
| CO2 emissions, g/km, combined | 160 |
| Environmental class | Euro 5 |
| Fuel tank capacity, l | 52 |
| Fuel | AI-95 |
| *With folded rear seatbacks | |
A telier Renault is not at all what MINI dealers earn decent money on, and definitely not what Opel once offered for the Adam model, which, by the way, never made it to Russia. There were millions of different styling options, and even a cursory study of the catalog was enough to understand that there will most likely not be two identical Adams in the world.
Kaptur, unlike the micro-Opel, was invented not only for the sake of delighting the eyes of the owner and his downstream neighbors - this crossover should also be relatively affordable. Not like the Duster, but… well, you get the idea. So in the "renoshny" "studio" the choice, in general, is limited.
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For 29,990 rubles you will be offered orange accents on the wheels, mirrors, the same red moldings and a sticker on the roof. You can complement these “splashes” with orange interior elements – specifically, we are talking about floor mats and a “joyful” frame on the center console.
If thirty thousand seems like an unbearable allowance, you can limit yourself to one or two elements. And to make it easier to dream, there is a special design configurator on the official website.
In general, Renault has high hopes for the Internet. At the presentation, for example, we were told that out of the first three thousand Captures, 120 (not thousands, of course, but units) were purchased through the online showroom. It does look a bit strange, though. You can choose from some fixed set of configurations and color schemes, and under each it is written how many of these cars are left in stock. The numbers are extremely unambiguous: either the cars are really in short supply, or for several days in a row I watched attempts to spur consumer excitement. Another oddity is that in the online showroom it is impossible to create anything for yourself. For the "special order" there is a separate configurator, at the end of which you will be prompted to simply contact the dealer.
But at the time of writing this material, there was no “studio” in the configurator either - you can understand how red-haired Kaptur is only in a special “design configurator”, which does not offer to buy anything, and it is impossible to choose a complete set and power unit. But only there you can see that elements from the "studio" can only be ordered in combination with one of the shades of gray. Although the official release featured illustrations not only with red, but also with blue stickers - to match the corresponding body color. In general, there is still a lot of confusion, but there is hope that all this will someday really become “user-friendly”.
stepless stepping
However, the main news of the test drive, which took place within and around St. Petersburg, was not the orange decor, but, as we were told, the “new” variator with the old name X-Tronic. It can be ordered only for the front-wheel drive version and only in combination with the 16-valve HR16DE engine. The performance of the engine is not impressive: 114 horsepower and 154 Nm of torque, and even those need to be squeezed out, laying the tachometer needle over the mark of 5,000 rpm.
Judging by the list of configurations, the variator is carefully protected from increased loads, which is not surprising: we are still talking about a V-belt unit, which differs from its predecessor only in a new operation algorithm, in the design of which Russian engineers took part.
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According to the current fashion, the variator has a pseudo-manual mode with six fixed gear ratios: to activate it, as before, you need to pull the selector towards you. What's new? So far, nothing.
A new one begins if, leaving the lever in the "drive", push the accelerator pedal by more than a third: in this case, the X-Tronic pretends to be "almost a real automatic", only it has not six "gear", but eight.
What does it look like in practice? You will be surprised, but ... on the variator. And exactly to the same extent that the eight-speed ZF “hydromechs” (such are put on modern BMWs) seem stepless when driving slowly.
In principle, it is possible to catch the “stepped” movement of the tachometer needle, but firstly, the operating range narrows to 500 rpm, and secondly, from the point of view of the drive, this excites no more than the number 12.9 - that is how many seconds it takes to overcome the first "hundred". In general, no matter what they say about the new variator and its seeming mischief, all this was definitely not invented for driving pleasure.
Then why?
Then, for which, in principle, continuously variable transmissions exist. For fuel economy, in particular. It is, of course, impossible to verify the truth of the declared 8.6 liters per hundred kilometers around the city under the conditions of a short test, and it is not necessary - the results of bench tests in practice are still never confirmed. But we can say for sure - in the conditions of normal cork life (the residents of St. Petersburg seem to know more about it than Muscovites), which does not require activation of the eight-speed mode, the variator will definitely be kinder to the owner's wallet than the elderly four-speed hydromechanical "automatic".
Renault Captur (robot / "automatic")
Consumption per 100 km
So yes, Kaptur 1.6 CVT 4x2 is the best choice for the city dweller. And not only - by God, I can’t imagine why you need to pay extra 120 thousand rubles for a two-liter engine, a “real” “automatic” and all-wheel drive. All the same, Kaptur will not become a driver car or a “rogue”. Duster is better suited for sorties outside the asphalt, and the CVT version also has a torque converter that facilitates “pedaling” in creeping traffic, so in very viscous traffic jams you can get by with “one left” pedal, and “jolts” with the right will be needed only if movement and actually intensifies a bit.
Good frosty January 6th and Happy New Year. I bought a new Renault Kaptur 1.6 with front-wheel drive on a variator in the maximum configuration Style.
Now the mileage is about 300 km. The average consumption city / highway (20 / 80) is 10 liters of the 95th. Before him, there was only 1 car for 7 years - Renault Megane 2.0 automatic transmission. I will compare with him.
Choice: flour choice was not particularly. Money 800 000 r + Megan. What was needed was a NEW machine smaller than Megan (it became more difficult with parking), but similar in convenience / clearance / spaciousness and not a sedan. Considered Kia Venga and, in fact, Captura. Maybe a strange choice, but it's a matter of taste and availability of money. Credit was not considered.
We looked at Weng. It seems that the size suits, and the spaciousness with the convenience of the cabin, but it scared away the low front bumper. But they wanted to ride. For three hours, while watching and counting, Kaptura did not call us back.
And on Kaptur they immediately went for a ride and appreciated our machine. In general, they followed Venga, but bought Kaptur. Thanks to Roman from Favorit Motors on Koptevskaya. As they say, they left without money and satisfied.
Purchase: The decisive factor in favor of Reon Kaptur was a trade-in discount of 75,000 rubles + winter wheels Michelin X-Ice North 3 2156017 + full CASCO + good rating of my Megan. Well, dopa: mats, mesh in the lattice and Shumka arches. It turned out to be about 26. In Kia, there was no discount on trading, as well as CASCO. Yes, and did not give a ride.
Impression
Operation began in winter from a small minus to -26 today 01/06/2017. Specially tried to start - it worked the 1st time. This makes me happy.
Megan had a record of -32 from the 3rd time. I hope Kaptur will not be worse. But here's what I noticed: at -26 the camera did not turn on and the touch screen itself too, but maybe it just needed to warm up more. My mobile phone at -14 in my jacket pocket turns off after 10 minutes.
On the road, the Renault Kaptur rides softly, but the recumbent rides hard. Maybe while it's new. The average consumption is about 300 km. While 10 liters per hundred of the 95th. The most unpleasant surprise is the terrible creaking of the rear drums, but maybe it's just because of the frost. If it will also be in the summer, then I'd better change it to disk ones, if possible.
It’s hard to say about the dynamics yet, it starts briskly, and then like a vegetable. Maybe while running, and maybe it will. Then sadness and sadness. On Megan, the opposite is true, a slow start and then a rocket (in my opinion).
Salon: the front seats are more comfortable than the Megan ones and the interior is visually wider. The rear sofa is also more comfortable. There is enough legroom for rear passengers. But the glove compartment is smaller, but there is less trash. There are fewer pockets too. But it doesn't bother.
Yesterday I noticed that the popover buttons are not illuminated and it is not clear whether they work or not. Those. you'll know when it fires up. I have not yet understood why, when one of the five doors is open, the on-board computer does not show which one is open. Everything was clear in Megan.
There is a rear door lock button. It's great when you have kids. Due to the fact that there is a touch screen, the buttons for air conditioning and window defrost have gone down a lot. After Megan uncomfortable. While we were driving, it was already -16, and my wife was the blower manager, because. glass began to freeze. Although the regular washer may be terrible.
Trunk: 120 liters less than Megan. In Kaptur in the front-wheel drive version, about 400 liters. The main thing is that 4 of their wheels fit, and behind them is every little thing, such as a washer, shovels, etc.
The chassis from the baby stroller fits without problems. If desired, you can remove the shelf and put the top of the stroller, but we carry in the cabin. A first aid kit, a cable, an emergency sign, a silicone bottle and various cleaners fit into the side pockets. In general, the norm.
Safety: ABS, ESP, 4 AIR BAG. There are no tests anywhere, but everyone compares it with the Duster, which has 3 stars. There are rumors that the treshka is due to the lack of a system of exchange rate stability in the database. In Kaptur, it is, and perhaps it is 4 stars. Well, judging by the reviews, Kaptur's body is made differently and with an emphasis on safety. But in general, Renault always focus on safety. Hope you don't have to check.
The strangest thing is that neither I nor my wife will get used to the car, especially when parking. It is a little wider than Megan and the most unpleasant thing is that I don’t feel the face in front, I don’t see lower cars.
Now we park like two beginners, for 10 minutes each. On Megan, they climbed into almost any hole, leaving 15 cm in front and behind. What is the secret, I do not understand. We specially took a smaller typewriter, and in the place where Tahoe or Kamaz fit in, we are stupid in a terrible way. Maybe stick a parking sensor in the front? What do you think?
There are also "blind" zones in the mirrors. If the car is driving near the back door, then it is not visible + the landing is high and you can’t see your face in the window. On Megan, the review was better. Or, they just aren't used to it.
Why, in fact, did you choose on the variator, and not on the automatic transmission and all-wheel drive? Yes, everything is simple. Where I drive, I always drove Megan and scratched the bottom of the snow a little. That. I simply did not need overpayment, excess weight and expense.
True, having read reviews about the variator, it was a little scary, but here it is still new and under warranty. At the cottage, I tested it. There is one inconvenient exit up the hill and there, in the winter, on Megan, I took it from acceleration, but on Kaptur it turned out from the spot and didn’t really strain. I don't think it's the rubber. And Megane was Gislaved NF5. Who knows will understand.
In general, in the CVT, only rotten dynamics on the track (ECO MODE OFF) confuses, but maybe this will pass.
Outcome
My wife and I are happy with the car, despite some drawbacks. I do not recommend or recommend. Here the appearance is not for everyone, and especially the brand (in Russia). Completely forgot. I read a lot that after Megan Kaptur it will be like Logan. Nothing like this. Or maybe I just didn't get drunk? Thank you all and enjoy the rest of the holidays.
