Renault Megane RS 2018 Review

Presence, performance, passion

Presence. Some cars have it, some don't. The Megane RS has it in spades – from its wide hips and front fender extractors to its chequered front lights, and its huge rear diffuser and squat proportions, you won't miss it – especially painted in retina-searing Tonic Orange.

Only the wacky be-winged Honda Civic Type R is more striking but, perhaps, for the wrong reasons.

Happily, beneath its muscular body is some serious engineering and the work that has gone into evolving the Megane GT hatch into a full-fat RS model is nothing short of breath-taking.

It begins with ditching the ancient two-decade-old 2.0-litre turbo that was killed off because of emissions.

In its place, a 1.8-litre turbocharged four-cylinder engine sourced from Renault Nissan Alliance brand, Samsung, boosts the power output to a healthy 205kW/390Nm (4kW/30Nm more than the old range-topping RS 275) and it required a lot more than a simple ECU remap.

Instead, RS engineers designed a bespoke new cylinder-head for the fast Megane, boasting a special low-friction coating.

Up-sizing the turbo was an easy way of reaching headline power figure but, for better responses, team RS added a more complex twin-scroll turbo. Finally, a new exhaust manifold, cold-air intake and cooling system were introduced to cope with serious track use.

The result is an engine that revs harder and delivers its power lower in the rev range. Performance is impressive, taking 5.8 seconds to hit the 100km/h with either the six-speed manual or the launch control-assisted six-speed dual-clutch automatic transmission that's offered on the fast Megane for the first time.

If that's not quick enough, in 2019 a faster Megane RS Trophy will be sold in Australia that punches out 220kW/400Nm -- almost a match for the Civic Type R (228kW/400Nm).

Perhaps more intriguing, an engineer we spoke to suggested his team are still only scratching the performance potential of the little turbo 1.8 and confirmed the dual-clutch 'box is engineered to cope with as much as 450Nm of torque, hinting the Trophy is only the beginning.

Smarter chassis

To help cope with all that power and torque those developing the RS have really gone to town. OK, Renault Sport hasn't been able to perform miracles, hence the relatively unsophisticated MacPherson strut front suspension carries over, along with the same rear torsion beam in place. But to overcome its limitations, rally-inspired hydraulic bump stops have been added to the lower part of the dampers.

The pay-off, Renault Sport claims, is the twin-damper set-up provides a better, more controlled ride in all conditions without the need for heavier, more complex adaptive dampers -- although any weight saved is added back on by the addition of Renault's 4Control system.

Completely recalibrated from the same system used in the Megane GT, in normal conditions the RS system steers the rear wheels in the opposite direction at speeds of up to 60km/h (100km/h in Race mode) to 'virtually' reduce the wheelbase for added agility.

Above those speeds the rear wheels point in the same direction to 'virtually' lengthen the wheelbase to increase high-speed agility. It's not just Renault that is a four-steer convert. Among others, high-end sports car maker Porsche uses the tech, to great effect, with its latest 911 GT3.

Maximising grip, the front axle is also widened by some 60mm, while at the rear the track is 40mm wider (hence the wider front fenders). Reducing roll, the Megane RS also rides 5mm lower than the GT.

Finally, completing the suspension changes is the reintroduction of the old car's PerfoHub that adds a separate steering knuckle on the front struts to reduce the tugging effect through the steering when deploying all that torque through the front wheels.

Sport v Cup

In Australia, our cars will only be available with the base Sport chassis despite an additional Cup chassis being offered in Europe from launch.

Eventually (unless Renault Australia is pressured by customers to change its mind), we'll get the Cup chassis on the faster Megane RS Trophy that's due in 2019.

Shame, because the Cup chassis tune is the one you'll want if, like many other Megane RS owners, you indulge in the occasional track day.

Not only does it add 10 per cent stiffer springs and uprated bushes and anti-roll bars, it comes with a proper Torsen mechanical limited-slip differential.

There are also lighter, more powerful brakes and bigger weight-saving 19-inch alloys.

Inside, all versions come equipped with a pair of bucket sport seats, a leather and Alcantara-wrapped steering wheel and the firm's R-Link infotainment system that offers an 'RS monitor'

Proof in the pudding

Stab the starter button and instantly you're in no doubt you're in the flagship fast Megane. The gruff motor makes itself heard even in the lesser 'comfort' and 'neutral' modes.

Select 'sport' or 'race' and a gurgling induction roar joins the party and, if you're in the two-pedal version, you'll be treated to a very vocal farty-rasp on flat-throttle up-changes.

Not that you need to drive the Megane RS anywhere near flat-out -- not on public road, at least. It's far too quick for that, especially since it manages to deliver most of its might low down in the rev range.

Combined with the new dual-clutch tranny, it's possible to cover ground at a phenomenal rate with little effort. Cycling through the different engine and transmission maps, the 'Sport' setting is our preferred choice (an individual mode is also available).

In comfort mode the throttle response is too dull and, occasionally, the auto can't quite decide to hold a gear or deliver a gear change, meaning you have to resort to using the paddles -- which are hopeless.

Mounted far too high on the steering column, they're impossible to find in the heat of battle and we can well believe the rumour the RS test pilots who developed it prefer to use the gear lever to manually change gears.

A better bet is to avoid the dual-clutch gearbox altogether and choose the more involving no-cost manual six-speed manual that delivers a light, decent shift and comes with well-placed pedals.

Jack of all trades

Bravely, Renault let us test its new Megane RS on roads almost as bad as ours in Australia and, despite huge bumps, ruts and appalling road surfaces, nothing threw the fast Renault off line -- even evil mid-corner bumps were shrugged off with stereotypical Gallic indifference.

The ride is decent too. In fact, we'd wager it's class-leading for both its suppleness and body control at high speed -- not an easy trick.

We also drove a Cup chassis-equipped car but only on a smooth track, so we'll have to reserve judgement on whether it ruins ride comfort at the expense of body control.

The rear-steer system, meanwhile, needs a little recalibration -- not the car, but the human operator.

Most drivers will adore it from the off. In town, it makes the Megane as nimble as a supermini, gifting it an exceptional turning circle.

Up the speed and, again, many will love the fast steering that (less than 2.2 turns lock-to-lock) makes a tightly coiled sequence of mountain roads a cinch, but where the system struggles -- at least with yours truly behind the wheel -- is with communication.

Enter a bend and the way the rear wheels join the party is disconcerting. It feels initially as though the rear axle is sliding instead of steering.

It's an unnerving experience that is only amplified on track in Race mode where the system continues to steer in the opposite direction at up to 100km/h.

To cope with its rear-steering antics requires trust as it's tough to gauge how much front grip is readily available.

It's a shame, because the benefits of the system are huge. On track, for example, the ability to steer the rear wheels cuts the tendency of the Megane RS to push on in even the slowest corners.

This means you can carry speed you barely thought possible through slow chicanes and fast sweepers. Better yet, the steering offers laser-guided precision and both Sport and Cup-equipped cars are involving and engaging to drive fast and flatter all driving styles.

On the track the Cup's chassis' additional mechanical limited-slip diff is a worthwhile addition, adding useful traction that’s lacking on the Sport-equipped car. But after a few laps we began to miss the old RS 275's cruder but far more effective GKN limited-slip diff that could raggedly claw its way out of corners far faster than the new car.

The real world

Back on the highway and wind, road and tyre noise intrude into the cabin more than the standard car but, in a class where many buyers are happy to trade some refinement for driving pleasure behind the wheel, most simply won't care.

It's also worth mentioning that, despite those rear doors, space in the rear seats remains tight and all RS models get a smaller boot because its new sports exhaust intrudes into luggage space below the boot floor -- so it's not quite as practical as you might think.

Pricing has yet to be officially announced for the Megane RS, but Renault Australia is confident it will be priced from $45,000 when it lands in the third quarter of this year, with the dual-clutch auto version costing an extra $2500.

If that's true, the fast French hot hatch will weigh in almost $6000 cheaper than the Honda Civic Type R. Only Hyundai's soon-to-be-launched i30N Performance stands a chance of upstaging it in the bang-for-your-bucks stake.

We're relishing the chance of spending more time with the Megane RS and pitching it against its growing band of talented rivals but, from where we're sitting, given more familiarity with its rear steer system Renault’s new RS flagship is shaping up to be the hot hatch to beat.

Renault Megane RS 280 pricing and specifications:
On sale: By September
Price: From $45,000 plus ORCs (estimated)
Engine: 1.8-litre four-cylinder turbo-petrol
Outputs: 205kW and 390Nm
Transmission: Six-speed manual, six-speed dual-clutch automatic
Fuel: 6.9L/100km
CO2: 155g/km
Safety rating: TBC