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joiedevivrevehicles · 4 years ago

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Renault Megane R.S. 2021 update Info

Five-door, turbocharged, auto-only Megane RS is unashamed of the new school - but don't hold that against it.

It's becoming the norm to speak of a golden era for hot hatches. Fast, practical, huge fun and inexpensive to run; the class-leading contenders let you have it all. Yet given how long this period has lasted, it might be better to consider brilliant hot hatches as mere par for the course in 2021. There simply isn't a dud in the line-up, from Fiesta ST through Toyota GR Yaris to Mercedes-AMG A45. Buyers are spoilt for choice - and the manufacturers have upped their game accordingly.

It was into a sector only marginally less competitive than 2021's that the third iteration of Renault Sport Megane arrived. The brief was tough - to keep the old guard of R.S. fans happy while bringing new buyers into the fold - but the form book spoke for itself: Renault Sport had been the standard bearers since the turn of the century.

As it transpired, the old 280 and 300 Trophy (all models now have 300hp, and the manual option has gone) achieved as many hits as they did misses. There was a lot to like in isolation, the Renault Megane being exciting and engaging in its own way, but the fact remained that it wasn't as fun to drive as its predecessor nor as nice to use every day as a Golf GTI. Of course, it escaped no one that the former was hard to achieve while pursuing the latter.

Now, three years later, we have a facelift. And, more importantly than that, a Renault Sport facelift. Which, for whatever reason, often feel like more than the sum of their parts. A tinker of this and a tweak of that often seem to have significant influence - think Clio 197 to 200 and Megane 225 to 300. Furthermore, the Megane tested here might just be the best option in the range: the Sport chassis with that now-compulsory EDC dual-clutch gearbox. Few will mourn the demise of the obdurate manual or the stiffness of a Trophy chassis, which can be wearing on the road. If the Megane is really going to be up with the class best - the i30 N now has a DCT option as well, plus there's the Focus ST automatic - then it's most probably in this configuration.

INTERIOR

It's funny how quickly and substantially quality perceptions alter. Back in 2018 the Mk7 Golf GTI was still being lauded for the cohesion of its cabin, against which the old Megane R.S. could only offer an unresponsive touchscreen, cheap ventilation controls and awkward integration of the manual gearbox. It was far from brilliant.

How times have changed. Not only has the latest Golf seemingly dropped the ball as far as ease of use goes, but Renault’s new EasyLink system has also moved the Megane's interior on leaps and bounds. Still a portrait layout and now with a 9.3-inch display, it rights the wrongs of before: specifically, the screen responds promptly to every command and maintains the consistent smartphone connection it couldn't manage before. With more vibrant displays and user-friendly menus, in addition, EasyLink is a big step forward for the Megane.

That's not the only thing, either. Those scratchy, unsatisfying controls for the air-con have been upgraded to weightier, higher-quality knurled dials, again a noticeable improvement and vastly preferable to the weird VW sliding scale. The R.S.-branded 'Multi-Sense' drive mode button - cycling through Comfort, Normal, Sport, Race and MySense - has been enlarged and repositioned from the dash to the transmission tunnel. Again, it's another small point that improves usability - it's far easier for your left hand to reach now, and no longer means the hazards might be pressed by accident.

Though Renault offers Recaro seats (and, it says, a 20mm lower driving position as a result) as an option on the Trophy, there's precious little cause for complaint in the standard ones. They don't look as racy, sure, but are well-sited, decently supportive and plenty comfortable enough. Perhaps the driving position isn't beyond improvement - the pedals are a little offset, and more reach adjustment would benefit the taller driver - but it is extremely competitive in a way its predecessor was not.

ENGINE & GEARBOX

The Megane is unique in its segment for using just 1.8-litres to make 300hp. Most rivals deploy 2.0-litre engines, and the Focus ST offers fully another half a litre of swept capacity from its 2.3-litre Ecoboost. For the Renault, a bore of 79.7mm and a stroke of 90.1mm means 1,798cc in total, with 300hp at 6,000rpm and 399.97Nm at 2,400rpm - as per the previous model, and competitive in its class. The closest rival on paper would be Hyundai's i30 N DCT, with 280hp and 391.83Nm.

Interestingly, given the hot hatch trend, the Megane only uses six gears for its dual-clutch automatic - all other rivals have seven, and the Hyundai goes with eight. The seven-speed is used in the Alpine A110 with the same engine isn't rated for the additional torque. It makes the R.S. a tad busier on the motorway than might be expected, cruising at little less than 3,000rpm, and can't aid fuel economy either - the official combined is 33, which is the same as Honda's more powerful, manual-geared Civic Type R.

Furthermore, although the six-speed auto is broadly speaking a decent gearbox - and comes with nice shift paddles - it isn't without fault. In the sportier drive modes, it's too keen to both hold a gear and kick down, making what might just be a spirited drive feel a lot more frenetic than it needs to. It's prone to indecision, too, and can change at inopportune moments. There are fewer issues in normal conditions, so it's often preferable to take manual control with the paddles for driving a bit quicker - their size and travel make them satisfying to use and the gearbox is responsive to fingertip requests. In the Sport and Race modes, kick down and the automatic upchanges are disabled, too. It's another welcome touch for enthusiasts that aren’t replicated everywhere.

The Megane's engine remains as likeable as ever, performance belying its relatively modest stature. While there isn't the ultimate zeal of something like the Civic's 2.0-litre unit, the R.S. is more than willing to rev; peak torque at higher engine speeds makes it a tad less accessible than some rivals, the flipside being a more thrilling, boostier nature. An augmented induction gurgle isn't unpleasant, especially when complemented by a very vocal set of exhaust pipes. Many have tried (and most have failed) to get the right mixture of civility and silliness from hot hatch exhausts in recent years - none have done it better than Renault.

In terms of raw performance, the numbers are again competitive: the Megane will reach 100km/h in less than six seconds, and reach beyond 257.5km/h. There's never any desire for more, truth be told.

CHASSIS

In a world of increasing chassis configurability - optional dampers on an Octavia vRS bring 15 different settings - it's refreshing to see Renault Sport's confidence in a passive suspension set up. Buy a Sport and you get that chassis; buy a Trophy and you get the Cup chassis - 10 per cent stiffer overall with tweaks to springs, dampers, anti-roll bars and bump stops. There's no chopping and changing. You'll get 19-inch wheels as standard, too; the Sport comes with 18s, though this test car had larger rims optioned on - as most buyers will.

Now, a good passive chassis can be great - superior even, if its compromise is neatly struck. Trouble is a bad one can be a pain in the... well, everywhere really. Which was the old Trophy's issue, really, and it would be a surprise to find it any different this time around - inspirational in the right surroundings and doubtless a boon on circuit, but pretty tough the rest of the time.

For road use, it's hard to argue against the Sport chassis. If not as supple as the good old days, but neither is the Megane punishing, it blends comfort and control really well. Even on the optional, larger wheels you'll not curse it on a motorway journey, nor bemoan its lack of composure on a B-road.

In fact, the R.S. 300 Sport is, broadly speaking, a lot of fun when the road goes from major to minor. The oft-criticised 4Control rear-wheel steer remains standard fitment and, though still not the most intuitive, the system does seem to work better in conjunction with the slightly more accommodating Sport chassis. It's still sharp off centre, albeit not quite as darty and unnerving as previous Trophys. It helps no end that the rest of the car radiates poise - hydraulic bump stops really are handy on a craggy country lane - in the finest French tradition.

What a shame, then, that so much of the hard work is almost undone by the lack of a locking differential. No doubt the Megane was more exposed than usual in miserable January conditions, but to offer a 300hp, front-wheel drive car of any kind with only an open diff (the Trophy's Torsen isn't available on the Sport) seems like madness. Where rivals would dig in and redeploy torque somewhere useful, the Sport pushes wide with one tyre messily spinning up. The Perfohub front suspension, chunky 245-section Bridgestones (on the 19-inch wheel, otherwise 235) and well-sorted traction control do a good job, with far better purchase than might be expected - but ultimately they're fighting a losing battle. This means at those points where the Megane looks set to go from very good to even better, the hardware (or lack thereof) lets the side down.

For those eyeing up the Megane as a Golf GTI alternative, perhaps a traction deficit at the handling limit isn't the end of the world. On the other hand, a limited-slip differential could be on the options list for keen drivers that would make a precious little difference in everyday driving - certainly not in a way that stiffer suspension or a louder exhaust might - while unlocking the best from the chassis. There's little to complain about in the braking department, with 355mm discs up front, and 290mm behind, the former being clamped by Brembo callipers. In that typical Renault Sport fashion, the initial pedal feel is a little soft, but there's decent feel and performance once into the meat of the travel.

COSTS

The current crop of hot hatches is hard enough to separate on the road - and it's much the same on paper. The new Megane RS range begins at R633,900, which will likely lead some to throw up their hands. But consider this: the first Trophy launched in 2005 at R397,000 allowing for inflation that's R596,000 today - that’s not a big difference. Compared to the Renault Megane price, which starts at R325,900 at Group 1 Renault, it seems excessive, but consider all the ‘extras’ you’ll get.

This particular Megane R.S. 300 Sport was R716,360 with extras like the Flame Red paint, 19-inch wheel upgrade, Alcantara upholstery and heated seats. For reference, the last Golf GTI we tested was optioned toR768,793, and the Civic R738,314. Beyond a panoramic sunroof, there isn't anything more to add to the Renault. Smartphone mirroring with the big screen, a 10-inch TFT driver display, BOSE stereo, LED lights, reversing camera and a suite of active safety technology is all standard. That the latter never saw fit to intervene speaks to how well it's integrated.

The older design of dual-clutch means the Megane might be a little more expensive to run than some rivals. A less powerful Golf GTI is officially 5mpg and 25g/km better off, and a Focus ST automatic is said to be capable of 40mpg. Furthermore, as the Megane nudges over 190g/km - depending on wheel size it's 191 or 192g/km.

VERDICT

By and large, this latest Renault Sport Megane update achieves what you'd like every facelift to do: address weaknesses while leaving what was good untouched. So it's still the best looking car in the class, plenty fast enough and apparently built in a way that will dispel all your old French quality myths. In addition, a markedly improved interior makes it more appealing both in the showroom and in day-to-day use - to look at and to sit in, the Megane does feel good as well (if not better than) anything else in its class. You'd be very happy to see this parked on your drive, and that counts for a lot. A Civic Type R might not sit so well in suburbia.

Your priorities will ultimately dictate where the Megane lands in the final pecking order. Those after the best hot hatch to drive are still better served by the Honda, which is more capable overall and just as engaging in its own way. It shouldn't be forgotten, either, that the rear seats and boot are also more accommodating.

Nevertheless, this latest R.S. 300 remains a deeply impressive and - perhaps just as importantly - exceptionally likeable car. It's a richer, more rewarding experience than anything currently built on the MQB platform, a nicer place to sit than a Focus ST and a real pleasure to drive briskly. This feels like the most successful iteration of the Megane IV R.S. formula yet, with great usability evident alongside an appreciable Renault Sport edge, and deserves wider recognition as a result. It comes highly recommended. But would be even more so with a limited-slip diff.

SPECIFICATION | RENAULT SPORT MEGANE 300

Engine: 1,798cc 4-cyl, turbo

Transmission: 7-speed dual-clutch auto, front-wheel drive

Power (hp): 300@6,000rpm

Torque (Nm): 399.97 @ 2,400rpm

0-100km/h: 5.7 seconds

Top speed: 260km/h

Weight: 1,447kg ('kerbweight without options')

MPG: 33.6 (WLTP)

CO2: 191g/km (WLTP)

Article from https://www.pistonheads.com/

#renault megane #Renault #renault cars

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numberplates4u-blog · 6 years ago

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Renault Mégane RS review – a new approach from Renault Sport

For Massive grip, incredible composure and eerily impressive agility Against Dual-clutch gearbox is frustrating compared to manual transmission, not the level of involvement we’ve come to expect from a Renault Sport car It might not drive like the other Renault Sport Méganes we’ve known and loved, but this version is still mightily impressive The latest version of the Mégane RS marks a change in attitude from Renault Sport, the French company that’s been responsible for some of evo’s favourite hot hatches. Gone is the simple but well-honed chassis of the previous Méganes, with their humble torsion beam rear axles, and in its place is greater sophistication and more complex components. Most notable is the inclusion of a dual-clutch transmission and rear-wheel steering. It might be different, but the same well-considered approach has been taken as before; every one of the new car’s clever components works in unison with the next to make this hot hatch seriously capable. > Find out what the very last previous generation, the Mégane 275 Cup-S, is like to drive Impressive, yes, but fans of Renault Sport’s tactics of old may find the new car a little cold and lacking the gritty, no compromise interaction between car and driver that was so evident in previous Mégane RSs. But, what this car can achieve and what the more complex chassis allows it to do, will astound even the most ardent old-school hot hatch fan. Its ability to dispatch the most complex and challenging of B-road with exceptional agility, unwavering traction and resolute body control is a thing to behold. That the Mégane is a looker, thanks to well-integrated flared arches, a neat silhouette and subtle spoilers, makes it an even more appealing package. Its understated exterior also further differentiates it from its somewhat grotesque rivals. Yes, we’re looking at you, Honda Civic Type R. Image 8 of 12 Image 8 of 12 Renault Mégane RS in detail Performance and 0-60 time – It isn’t the fastest hot hatch, but its acceleration figures put it on par with the Honda Civic Type R. That said, the Mégane isn’t really about 0-60mph times and top speed. Engine and gearbox – The 1.8-litre turbocharged four-cylinder has been breathed on by Renault F1 experts and it feels strong. We’d couldn’t recommend the dual-clutch gearbox over the manual, though. Ride and handling – It doesn’t behave like you’d expect a Renault Sport car to, but the Mégane RS is still impressive, grippy and fast. MPG and running costs – You won’t buy the RS Mégane for its economy, but you might be pleasantly surprised at how frugal it can be. Interior and tech – The interior is certainly more high-end than previous Méganes. It looks good and feels good, too, mostly. Design – With nicely flared arches and a lack of wings and spoilers, the new Mégane is a great-looking car. A welcome change from other hot hatches, too. Image 2 of 12 Image 2 of 12 Prices, specs and rivals The Renault Mégane RS changes quite dramatically depending on what spec you choose. Currently, no matter which version you select, the power stays the same, but opt for the Cup chassis – a £1500 option – and the suspension is stiffened up by 10 per cent and there’s a Torsen limited-slip differential added to the front axle. These changes add some real aggression to the way the hot hatch drives. There’s also a choice of two six-speed gearboxes; a conventional manual and a dual-clutch automated manual. The three-pedal option is the transmission to go for – not only is it £1700 cheaper than Renault’s EDC ’box, but it’s also less frustrating to use during spirited driving. Less significant is the £900 bi-material brake discs option. Rather than being made entirely from cast iron, the front brake discs are constructed using an aluminium centre, with the outer disc in cast iron. They reduce unsprung and rotational mass by 3.6kg, while they are also more resistant to fade and warping. The advantages aren’t immediately noticeable from the driver’s seat, but over time and repeated track use you might see the benefits. All cars, whether they have the Cup chassis or EDC gearbox, have Renault’s 4Control rear-wheel steering – that is not optional. However, it’s been treated to a comprehensive Renaultsport overhaul, making it far more responsive than the similar system used in the GT. The basic RS – a manual non-Cup car – is priced very competitively at £27,495. With 276bhp, 288lb ft and a 0-62mph time of 5.8sec, it’s more powerful, torquier and faster to 62mph than the Peugeot 308 GTi, Hyundai i30 N Performance and the VW Golf GTI Performance, and is cheaper than all three, too. > Read our review of the Honda Civic Type R In spirit, the Mégane competes with a higher tier of hot hatch, though. And when equipped with the Cup chassis and the fancier brakes, it costs more like it too at £29,895. However, it is outgunned somewhat by the 296bhp SEAT Leon Cupra 300, the 306bhp VW Golf R and the 316bhp Honda Civic Type R. A Trophy version of the Mégane with 296bhp and a revised chassis will be on its way soon to take the fight to the current crop of mega hatches. Performance and 0-60 time Oddly, whether you choose the manual gearbox or the EDC transmission that comes with launch control, the Mégane RS’s official 0-62mph time is exactly the same. We’d usually expect the dual-clutch ’box to accelerate quicker, but the Mégane’s 1.8-litre turbocharged four-cylinder engine with 276bhp and 288lb ft of torque drags the car to 62mph in 5.8sec. Officially, despite the extra traction it can provide, the LSD-equipped Cup chassis cars are still no faster to 62mph, either. There is a difference in top speed, but so minor – just 3mph – it’s barely worth mentioning, with the manual car topping out at 158mph. The ultimate version of the previous Renault Sport Mégane – the Trophy R – held the title of the fastest front-wheel-drive car around the Nürburgring Nordschleife with a time of 7:54.4. That was until it was beaten by various other hot hatches, most recently by the title holder, the current Honda Civic Type R, that set a time of 7:43.8. Renault hasn’t set a new lap time with this current Mégane, however we expect it will wait until the release of the Trophy model before trying to beat the Civic’s time. Engine and gearbox The Mégane’s 1.8-litre turbocharged four-cylinder engine is the same unit as found in the middle of the new Alpine A110, as is the dual-clutch transmission. But rather than making do with the sports car’s 249bhp and 236lb ft, the hot hatch gets an extra 27bhp and 52lb ft of torque. That’s thanks to alterations to the cylinder head by Renault’s Formula 1 powertrain engineers, a faster reacting twin-scroll turbocharger, mirror coating on the cylinder bores and a higher capacity, dual-intake induction. Image 12 of 12 Image 12 of 12 The Mégane’s exhaust includes some refreshingly simple technology to create different volumes depending on how you’re driving. But, rather than resorting to heavy valves and actuators, the pressure and speed of the exhaust gasses change the way it sounds – as the revs rise and the engine expels more exhaust gasses, the longer silencer tube in the back-box is automatically bypassed. Ride and handling Unlike some of its rivals – the Hyundai i30N Performance and the Honda Civic Type R – the Renault Sport Mégane does not have adaptive dampers. They aren’t even an option like they are on the Golf GTI and R. Instead, the Mégane has passive dampers, but rather than being devoid of any state-of-the-art technology each unit has inbuilt hydraulic bump stops that make the extremes of the suspension movement far less abrupt than with conventional rubber stops. As a result of its passive dampers, the Mégane – even in non-Cup guise – is perhaps not the most comfortable hot hatch you can buy. However, it’s still far from being too harsh, no matter which set-up it has. Any jolt or bounce you do feel – and it’s only really noticeable over the worst roads – is totally forgivable considering the tight control the suspension has over the body. Compressions and crests are dealt with without any fuss, and if the tyres do leave the tarmac the car returns to earth smoothly. There is some roll, but it’s kept to such a minimum and is so well contained that all it does is help you gauge the levels of grip, which, as it turns out, are huge. Image 3 of 12 Image 3 of 12 The 1.8-litre engine feels far stronger in the Mégane than it does in the Alpine, even more so than the 27bhp extra might make you believe. Not only is it powerful enough, it feels sophisticated. Maybe not as smooth as VW’s EA888 engine that’s found in many hot hatches within its group, but still eager and refined. Even the rasping noise it makes is alright, if not the most evocative. Play around with the driver modes, pop the Mégane into Race and the inoffensive engine noise is masked by a thrummy, synthetic din emitted by the speakers. Not only does this not sound very appealing, it’s barely like an engine noise at all. The Perso mode, where you can choose your own set-up, allows you to select the race settings for everything but the engine noise, if you wish. Excellent. The EDC transmission is unobtrusive at slow speeds when left in automatic mode. Use the column-mounted paddles to change gear yourself and, not only do you realise they’re set too high and are too small to comfortably use, you also get a jolt as the next gear engages, especially in Race mode. When not in the sportiest setting, though, the dual-clutch ’box still changes up automatically as it hits the red line. The manual transmission may not have the best gear change in its class – that accolade goes to the Honda Civic Type R – but it’s more than good enough and is rarely frustrating. So, even with many of the same attributes as previous Renault Sport Méganes, such as the strong engine, the excellent body control and the impressive traction, this model behaves very differently from its predecessors. And that’s mostly down to the new all-wheel-steering system. The Mégane is hyper alert, reacting – almost overreacting – to every steering input. Treat it like an ordinary hot hatch and it feels nervous and twitchy as you enter a corner. Play by its rules, trust that the rear-wheel steer alone will give it the capability to turn in rather than try to physically improve its agility by braking later and deep into a corner, and what the new Mégane’s chassis and systems are trying to do makes much more sense. It changes direction with such precision and ease you long for a tight and twisty road for you to lead it down, repeatedly jinking one way, then the other. Image 5 of 12 Image 5 of 12 In the Cup models, with the limited-slip differential, jump on the throttle early in a bend, then you reveal the Mégane’s real party piece. The diff gives the front axle incredible bite and helps lock the tyres on the trajectory you’ve set with the steering. The back axle also engages to make the entire car follow the arc you set so religiously that it feels as though you could maintain the same radius no matter what speed you’re travelling at without the front or rear tyres losing grip. Just as long as you keep your foot on the throttle. Lift off, and in traditional hot hatch style, the back end will want to break wide – but rather than feeling graceful and controllable, it’s very sudden and startling, rather like the way it feels entering a corner. The new Mégane RS is, without doubt, incredibly impressive and massively effective. But there’s only one way to drive the Mégane; the way it has been designed to be driven. In older Renault Sport Meganes and more conventional front-wheel-drive hot hatches, similar levels of agility are possible from cars without such fancy rear axles, but technique and commitment is required to get the very best from them. Some of the Mégane’s nervousness, to the point of being unapproachable, means that you can’t really experiment with it; every corner is dismissed with speed and efficiency rather than thrills and excitement. It isn’t what we’ve come to expect from Renault Sport. MPG and running costs Officially the Mégane RS is capable of achieving over 40mpg on a combined cycle; with the dual-clutch transmission the certified figure is 40.9mpg. The manual car isn’t quite as impressive and doesn’t quite break the 40mpg mark, achieving 39.8mpg. However, as is often the case, these figures aren’t easily achievable in the real world. During its time with us, including a range of motorway journeys and spirited B-road blasts – just the sort of driving you’d expect a modern hot hatch to excel at and get used for frequently – the Mégane RS achieved 33.4mpg. Maybe not as good as Renault’s claimed results, but a respectable figure, none the less. The regular Mégane RS, with 18-inch wheels, comes with 235/40 18 Continental Sport Contact 3 tyres that are around £130 each. The Cup model, with the bigger 19-inch wheels, comes on more aggressive 245/35 19 Bridgestone Potenza S001s. As you might expect, these are a little more expensive, at around £180 each. Interior and tech There’s clearly been an attempt by Renault to make the Mégane’s interior feel more high-end than previous versions. And, to an extent, it’s succeeded. The minimal design with it big central portrait touchscreen makes it look luxurious. There’s also an array of soft, padded materials that feel upmarket, too. However, the finish lets the interior down slightly. Being able to feel the rough edges, sharp cuts and moulding marks of some of the plastics and the occasional wobble of a button undermines the sophisticated design and plush-feeling materials. Image 8 of 12 Image 8 of 12 Although the lack of buttons makes for an appealing-looking interior, it does mean that changing the air con temperature, radio volume or satnav zoom is not simply a quick twist or prod of a button or knob. Instead you have to go through a laborious sequence of repeatedly trying to slide panels on the screen up and out to reveal the controls to finally achieve what you want. Design In a world where hot hatches are frequently adorned with massive wings, ugly arch extensions, carbonfibre splitters, huge vents and multiple exhausts, it’s a pleasant change to have a subtle and pretty hatchback like the new Mégane RS. Its wider arches blend into the bodywork expertly – even the rear arches that have to emerge suddenly from behind the rear doors look correct and proper. Its lack of wing gives it a conventional, but neat silhouette, while the single exhaust pipe integrated into the rear diffuser strikes the right balance between subtlety and aggression. The huge Renault badge on the front of the Mégane, as well as its big wheels, have the potential to make it look like some strange caricature, but there’s no doubt that Renault Sport’s latest hot hatch is a fine-looking car. Image 10 of 12 Image 10 of 12 3 Aug 2018

https://www.evo.co.uk/renault/megane/rs

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privateplates4u · 6 years ago

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Renault Mégane RS review – a new approach from Renault Sport

https://www.evo.co.uk/renault/megane/rs

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