Renault model reference
Renault Captur
What our record holds on the Captur, sold in the UK since 2013: body styles, fuel types and the road tax a used one pays.
No reliability figure is published for the Renault Captur that this site could cite. What circulates instead is survey data from panels that select themselves, and warranty claim rates published by companies with something to sell.
Any percentage would be our own calculation. Which years count, and whether a facelift and a new generation sharing the Captur name are one model or two, both move the answer, and neither choice is anybody official's.
So the field does not exist. We do not average the other Renault models into a number and put it here, and we do not push a marque figure down onto the Captur. What is real and specific is the paperwork for one car.
No fault ordering is published for the Captur
A 2019 1.3 TCe pays the standard rate, £200 for twelve months in 2026/27.
That figure is a worked example for the year and engine named, not a rate for every Captur. Read the CO2 figure and the first registration date off the V5C before you budget, because both change the answer.
See every band for this tax yearStanding next to one
Buying a used Captur: what the record settles
Our record puts the Captur's UK sales period at since 2013. That range is the useful starting point, because everything about the cost of running one turns on where a particular example sits inside it. It came in one body style here, SUV, with 4 fuel types: petrol, diesel, plug-in hybrid and petrol hybrid.
The Captur was on sale on both sides of the road tax change of 1 April 2017, and that is the single most useful thing to know before you buy one. An example first registered up to 31 March 2017 is taxed on its CO2 figure under the lettered bands, so engine, gearbox and even wheel size can move two cars of the same year into different bands. One registered from 1 April 2017 pays the flat standard rate instead and its CO2 stops mattering. Two otherwise identical cars a year apart can cost noticeably different amounts to keep taxed, and only the V5C tells you which one you are looking at.
For running costs the fuel matters more than the badge. On the diesels the emissions section is where a neglected car loses its certificate: the particulate filter is inspected and the smoke reading is measured against a limit, and a filter that has never had a long run to clear itself will not pass on a good intention. A plug-in hybrid still takes the full emissions test on its engine, so ask when that engine last did a long run rather than a series of short electric trips. Four wheel drive versions carry more driveline than the two wheel drive ones. Driveshaft boots, propshaft joints and the extra bushes are all inspected, and they are the items that turn a cheap purchase into an expensive first year.
None of that is a substitute for the record of the actual car. The invoices name what was replaced, when and at what mileage, and the same job appearing twice in three years says more about a Captur than any statistic about the model ever could. A mileage that goes backwards across a paperwork trail is worth walking away from whatever the badge is.
Renault has sold cars in Britain since the early 1900s and its Clio has been a fixture of the small car market since 1991. It committed to electric earlier than most volume marques, and the Zoe it built from 2013 to 2024 is now one of the cheapest used electric cars on the market. Renault also owns Dacia, which sells the budget versions of much of the same engineering. That is context on the marque rather than on this car, and there is more of it, along with every other model line, on the Renault page.