Dacia, the Renault owned Romanian car maker, unveiled the Bigster concept vehicle earlier this month. Developed by Renault as a preview of an upcoming production large SUV, the Bigster’s appeals lies in its rugged design and squared off four-wheel drive body. The production version will be Dacia’s largest offering yet and sold in certain Eastern European and Asian markets.

But with the increasing popularity of pick ups and light commercial vehicles, a tubbed version of the Bigster may be a strong possibility. While Renault or Dacia have not confirmed such plans, the internet was quick to get down to business.

Rendered by Kleber Silva of behance.net, the Bigster ute looks even better than its SUV concept on which the rendering is based. The pick up conversion is expertly executed, looking more like a real concept than computer rendering. The rugged, muscular design is retained, while fine details like the original Y-shaped taillights have been tweaked and now joined together neatly by a light bar.

Like the Bigster, the look is further beefed up by the thick cladding around the wheel arches, with the raised suspension and big wheels adding to its muscularity. Dacia says that all cladding is made from recycled plastic.

Should Renault or Dacia build a ute based on this realistic rendering? We absolutely think so.

The post Dacia Bigster pick-up is one rugged ute designed right appeared first on ForceGT.com.

There’s no doubt the shift to electric vehicles are quickly gaining momentum. Affordable, mainstream EVs are projected to become the norm in the new decade. And Renault has jumped on the bandwagon with the introduction of the Megane e-Vision EV concept.

Utilising the diverse expertise of the Renault-Nissan-Mitsubishi alliance, the Megane e-Vision rides on an adapted EV platform that also underpins the recently revealed Nissan Ariya electric crossover. Combining the styles of a coupe and an SUV, the Megane e-Vision is said to be the blueprint of Renault’s new electric vehicle strategy, with a production version already in development and slated for late 2021 release.

Production specs have been locked in as well, with the 60kWh drive battery targeting an output of 160kW (217HP) and peak torque of 300Nm. With drive sent exclusively to the front wheels, the Megane e-Vision is aiming for a rush to 100km/h in under 7 seconds.

The production car is said to support fast charging up to 130kW and normal charging up to 22kW. With a target kerb weight of no more than 1650kg, the Renault EV should be good for at least 450km in range from a single charge.

Full official details of the Megane e-Vision production model will be released closer to launch in 2021.

The post Renault Megane e-Vision previews brand’s electric strategy appeared first on ForceGT.com.

Carmakers are trying to fill every niche possible, especially in the highly fought SUV segment. Take Renault‘s latest entrant, the Kadjar, for example, it sits between the baby Captur and the larger Koleos, and is pitched against the likes of the newly minted Kia Seltos and recently facelifted Mitsubishi ASX.

It first bursts onto the scene back in 2015 and has found more than 500,000 homes since but only made its way to Australian shores recently after a mid-life facelift.

Based on the Nissan Qashqai’s platform as part of the Renault Nissan alliance, the Renault Kadjar is targeted at urban drivers that want something a little bigger than the Clio-based Captur without going all the way to the larger Koleos.

Three variants are on offer starting with the $29,990 Life (before on-road costs), which coincidentally, is line ball in price with the Nissan Qashqai ST and Kia Seltos Sport.

Standard features are generous for a range opener with automatic headlights, C-shape LED daytime running lights with integrated LED indicators, rain-sensing wipers, 17-inch alloy wheels, cruise control with speed limiter, climate control, and a 7-inch R-LINK 2 touchscreen with Apple CarPlay and Android Auto.

On the safety front, the entire range is equipped with front and rear parking sensors, a reversing camera, Hill Start Assist, Electronic Stability Control and Automatic Emergency Braking (AEB) with distance warning.

Our $32,990 (before on-roads) mid-range variant adds blind-spot monitoring, lane departure warning (without steering assist), side parking sensors, hands-free keycard with automatic walkaway locking, push-button start, satellite-navigation, rear-seat USB points and nicer cloth seats.

Perched at the top of the line-up is the $37,990 (before on-roads) Intens. It brings niceties such as full LED headlights, heated leather seats, a Bose premium sound system, automatic park assist, 19-inch alloy wheels and a panoramic glass roof. The latter is bundled with an auto-dimming rear-view mirror as a $1,000 option on the Zen.

On the styling front, the Kadjar definitely looks better the more you pay, thanks largely to the larger and better looking wheels that fill up the wheel arches better compared to the undersized 17’s on the lower and mid-spec models.

Its front end shares a family resemblance with the Renault Megane hatch with a prominent eight-point grille and slender headlights that gives the Kadjar a handsome face.

In profile, there are hints of the Qashqai along the trailing edge of the rear doors with a pronounced kink and flare wheel arch, while the black wheel arch extensions and anodised satin grey roof bars give the car a more rugged demeanour.

The rear fascia looks equally smart with the K A D J A R script taking pride of place across the middle of the tailgate under the Renault badge, and sandwiched by a pair of stylish LED taillights.

It is certainly the better looking one compared to its softer-looking cousin, the Qashqai. It also doesn’t appear much smaller than the one size up Koleos, as evident by the roomy interior.

There’s plenty of head and legroom both front and back, offering an airy ambience thanks to the expansive glasshouse. It also means over the shoulder visibility is good, which is further augmented by the standard reversing camera.

Like all its class rivals, the Kadjar is a 5-seater. The rear bench seat will easily accommodate three adults in pre-social distancing times but will seat two comfortably these days.

Rear seat occupants in the Zen (and Intens) also get two USB outlets and air vents to make their journey in the Kadjar more pleasant compared to some rivals.

Up front, the chunky front seats are equally comfortable and supportive, although the lack of lumbar support is a sore point – literally. The steering wheel adjusts for reach and rake to accommodate drivers of various statures, while there are two more USB points for the front passengers in the centre console.

There are plenty of storage spaces dotted around the cabin, including sizeable 1.5-litre bottle holders in the doors and seat back pockets.

One of the Kadjar’s strongest selling points is definitely its cavernous 408-litre boot with a handy hidden storage compartment under the boot floor. Ease of use is further enhanced with the conveniently located levers in the cargo area that flips the rear seat backs down with a single pull for a tardis-like 1,478 litres.

Cabin materials are generally good with soft plastic on most touch points. Fit and finish are up to the mark, too, although the transmission tunnel plastics/trim squeak whenever the driver or passenger’s knee comes into contact with it during cornering. This, apparently, is a common complaint on the Kadjar.

The instrument cluster is digital and would be familiar to those who also own a Renault Megane. It’s clear and easy to read at a glance with a large central digital speedo.

To the left is the 7-inch touchscreen R-Link infotainment system. It won’t win a prize for being the largest, nor smoothest in operation with its thick black bezel, dull graphics. You’ll have to dive into three sub-menus just to get to the radio app. It certainly isn’t a match to the Kia Seltos’ modern and sleek infotainment system that could almost challenge those from BMWs.

However, we do like the climate control dials with digital readouts inside them that give out a contemporary and upmarket vibe.

To keep with Renault tradition, a chunky remote control stalk is hidden behind the steering wheel to control the sound system. It might seem counter intuitive initially but once familiarised, is surprisingly easy to use.

Underneath the bonnet, the Kadjar is equipped with a Euro 6-certified 1,332cc turbocharged four-cylinder engine co-developed with Mercedes-Benz. It’s the similar unit found in the base model A-Class and is one of the first cars in Australia to come with a petrol particulate filter.

Output is rated at 117kW at 5,500rpm and 260Nm from a low 1,750rpm, which is relatively competitive for the class. For comparison, the Seltos’ and ASX’s naturally aspirated 2.0-litre engines produce 110kW/180Nm and 110kW/197Nm, respectively.

There’s minor lag down low but on the whole, it’s a sweet little unit with plenty of punch and decent engine note. There’s also a healthy dose of mid-range torque on tap for overtaking.

The engine is mated with a smooth shifting seven-speed dual-clutch transmission that is closely related to the one used in the Alpine A110 sports car as standard. Zero to 100km/h is dispatched in a claimed 9.6 seconds.

Engine and throttle responses are good and the EDC is alert, dishing up the right gear almost every time. It’s also not overly jerky at lower speeds, which is a common complaint for such transmissions.

Combined fuel economy is rated at 6.3L/100km but even with an engine stop-start system, we averaged 7.7L/100km of admittedly hard testing.

All Kadjar’s in Australia are front-whee drive only, with the diesel/manual all-wheel drive variants not making the cut due to Australians traditional disinterest in manuals.

Like the Qashqai, the Kadjar features front strut suspension, along with a simple torsion beam setup at the rear. Ride and handling are good with decent body control and grip from the 215/60R17 Continental tyres. It’s by no means sporty but it doesn’t proclaim to be, either.

Its steering is light and well suited to city driving but lacks feedback, while there’s good brake pedal feel to prevent abrupt braking.

Interior is refinement is good, too, with good noise suppression, an excellent ride quality around town and an engine stop-start that isn’t too intrusive.

To alleviate misconception about expensive maintenance for the brand, the Kadjar benefits from Renault’s 5:5:5 Easy Life Ownership Program. In a nutshell, it comes with:

• 5 year unlimited kilometer warranty
• 5 years capped price servicing, up to 150,000km, whichever comes first
• Up to 5 year’s service activated roadside assistance

The Kadjar also comes with class-leading service intervals of 30,000km or every 12 months, whichever comes first.

Servicing costs $399 per service except for the fourth year, which is a major service and costs $789. Additionally, the standard service now includes items such as air filter, pollen filter, accessory drive belt, coolant replacement, spark plug replacement and brake fluid replacement.

Verdict

2020 Renault Kadjar Pricing and Specification

Competitors: Mitsubishi ASX, Honda HR-V, Mazda CX-3, Kia Seltos, Hyundai Kona, Toyota C-HR

The post 2020 Renault Kadjar Review – a worthy contender appeared first on ForceGT.com.

How hot do you like your fried chicken? Mild, medium, hot, really freaking hot? What if we could also choose the intensity of our hot hatches? Well, with the new Renault Megane R.S., we can. You choose from Sport, Cup, Trophy and Trophy-R, with incremental hotness from Sport to Trophy-R.

All flavors feature a 1.8-litre four-cylinder turbocharged petrol engine, mated to either a six-speed manual or six-speed dual clutch automatic (EDC in Renault speak) and front-wheel drive.

Priced at $45,990 before on-road costs, the Megane R.S. 280 Sport, as its name suggests, packs 280 horsepower or 205 kW. The $48,990 Megane R.S. 280 Cup outputs the same figure but receives revised springs, dampers and bump stops for an overall 10 per cent stiffer suspension set up, along with Torsen mechanical limited slip differential at the front axle.

Turning up the heat, the $52,990 Megane R.S. 300 Trophy gets the same chassis set up as the Cup but ups the ante with a more powerful version of the same engine packing, you guessed it, 300 ponies or 220 kW. Only 100 examples of the Trophy are brought in for sale in Australia.

Essentially a road legal racing car, the Trophy-R is the most hardcore Megane R.S. available, and at $74,990, the most expensive too. From the absence of rear seats to the adoption of carbon wheel rims, the Trophy-R sees a drastic 130kg reduction in weight compared with the standard car. The track-spec suspension is fully adjustable and with a lot of money Renault will throw in a set of carbon ceramic brakes. The aerodynamics have been revised with specific underbody fairings and carbon diffuser.

The Trophy-R is the current Nürburgring record holder for the front-wheel drive segment with a lap time of 7 minutes 40.1 seconds, 3 seconds quicker than that held by the previous ‘ring king, the Honda Civic Type R.

We tested the Megane R.S. 280 Sport last year and liked its near perfect blend of poise, performance and balance. But we knew within it there were still some firecrackers left to unleash, and here we are now with the full-fat Megane R.S. 300 Trophy.

Power hike and chassis tweaks aside, the Trophy also gets you a few extra goodies. The tasty looking 19-inch wheels with red highlights are exclusive to the Trophy and trim 2kg at each corner. Tucked within each wheel are red brake calipers acting on special bi-material lightweight discs which further reduce unsprung mass. The upgraded exhaust features an ‘active-valve’ system for an even racier tone. And lastly, the front wing proudly spells out ‘Trophy’ in case it’s being mistaken as a lower spec Sport.

While there aren’t many other Trophy distinguishing details, the Megane R.S. is a good looking machine with plenty of road presence, especially in the Liquid Yellow signature metallic paint ($1000 option) of our test car. All R.S. are now four-door only – admittedly we do miss the previous two-door body – and the new styling is no doubt more mature but the wide body, pumped up bumpers, side vents and 19-inch wheels do spell out its performance credentials to wicked effect. The Volkswagen Golf GTI might as well be invisible next to this.

Inside, the Trophy is identical to that of the Sport or Cup, with the only difference being the steering wheel, which is wrapped in leather-Alcantara, as opposed to full leather in the Sport. Nevertheless the cabin ambiance feels both sporty and upmarket. The former is highlighted by the chrome-plated R.S. door sills, custom R.S. roof lining and heavily bolstered bucket seats with dark carbon R.S. upholstery, while the latter is evident by the generous lashings of polished aluminium inserts in the dashboard, door cards and centre console, complemented by quality soft touch surfaces throughout.

All R.S. models feature R.S. Monitor which serves up a huge array of performance and driving data on the 8.7-inch infotainment touchscreen. It also includes Monitor Expert which lets drivers connect a camera (either a traditional camera or their smartphone camera) to film their drive. They can then play it back on the spot or share the clip on social media. As part of the 2020 update to the Megane range, Apple CarPlay and Android Auto connectivity is now supported.

Based on the standard Megane hatchback body and like the rest of the Megane R.S. range bar the Trophy-R, the R.S. Trophy can seat five and has a sizable 434-litre boot, expandable to 1247 litres with the 60/40 split rear seats folded.

With a bigger turbocharger with lighter ceramic ball bearing turbine, the 1.8-litre four-pot in the Trophy pumps out a potent 220 kW at 6,000 rpm, making it the world’s most powerful 1.8-litre engine. It’s accompanied with 420 Nm of torque peaking at 3200 rpm (400 Nm for the manual variant). Its potential is evident the moment you thumb the engine start button, at which time a rorty burble with a metallic tinge emits from the exhaust. This thing sounds more like a track day special than your regular garden variety hot hatch (and this isn’t even the Trophy-R).

Put the EDC into drive (we wish Renault had supplied us with a manual car instead) and feed in the revs, the soundtrack remains properly enthusiastic but it’s the way it pulls and drives that will put a bigger grin on your face. The dash from 0 to 100km/h is accomplished in just 5.7 seconds, making it one of the fastest hot hatches around. Like the Civic Type R, the Trophy has enormous mid-range punch. Keep the engine boiling at between 3,000 to 6,000 rpm and every squeeze of the right pedal translates to a ferocious shove in the back, accompanied by a frantic howl as the revs near the limiter. And on lift off, the new exhaust also delivers a full repertoire of pops and bangs, to the amusement / disgust of outsiders.

The stiffen chassis and limited slip diff do wonders around corners, with the Trophy carving through them like it’s on rails. The steering is super quick, allowing for razor sharp response, and despite being front-wheel drive the nose is incredibly locked down, allowing for crisp direction change.

Renault’s tricked four-wheel steer system comes into play in hairpin corners, where the rear wheels angle a few degrees in the opposite direction of the front wheels to tuck the nose into a tight bend. And if the car thinks this isn’t enough, there’s also brake actuated torque vectoring to further tighten its line.

The firm dampers mean body roll is kept in check at all times, and the bespoke Bridgestone Potenza S007 tyres are more than a match to that brilliant chassis, offering tons of grip at the chassis’ disposal to keep things tidy.

The extra helping of power and tauter underpinnings means the Trophy does feel noticeably quicker and nimbler than the Sport in all proceedings. The lighter brakes and wheels also contribute to slightly better stability under heavy braking.

No doubt, the Trophy is a heap of fun, both on the track and on a stretch of challenging back roads, so long as the tarmac is flat and smooth. Why? Because the Trophy is way too firm on anywhere else. It’s not exactly trashy but it’s just unbearably bumpy and near unusable on our broken roads. This is an out and out track car, certainly not a daily driver.

In terms of efficiency, the Trophy is rated at 8.0L/100km on the combined average, slightly thirstier than the Sport’s 7.5/100km. On test however, we averaged 9.2L/100km at the end of our week-long evaluation with, admittedly, quite a few stints of heavy right footed driving. As a performance focused hatch, that’s not half bad.

On the safety front the Trophy comes standard with Renault’s Easy Park Assist hands-free parking, heated folding electric door mirrors, Hill Start Assist, ESC, ABS, Blind Spot Warning (BSW), Adaptive Cruise Control (ACC), distance warning and automatic emergency braking (AEB).

Verdict

2020 Renault Megane R.S. Trophy Pricing and Specification

Competitors:

Volkswagen Golf GTI, Peugeot 308 GTI, Ford Focus RS, Subaru WRX STI, Honda Civic Type R, Hyundai i30 N

The post 2020 Renault Megane R.S. Trophy Review appeared first on ForceGT.com.

Renault has given the Koleos a mid-life update for 2020 along with the introduction of its new 5:5:5 Easy Life Ownership Program.

The refresh MY2020 Koleos gains a more ‘muscular’ styling featuring a restyled front grille, more chrome bits, broader skid plates, LED fog-lights and new ‘Black Diamond’ 19-inch wheels for the rang-topping Intens.

There are also six new premium paint options available for an extra $900 including a new colour called Millesun Red pictured here.

The slow selling 2.0-litre turbodiesel AWD variant has been dropped, with all four variants now powered by the 2.5-litre four-cylinder petrol engine supplied by Nissan and shared with the X-Trail.

Inside, Renault has updated its touchscreen interface with Apple CarPlay now taking up the entire portrait screen. However, Android Auto users are being left out as it is still displayed as landscape in the middle of the screen.

Interior ambience has also been given a lift with the addition of ambient lighting with five different colours.

Standard features include high-speed autonomous emergency braking with forward collision warning and lane-departure warning. Zen and Intens variants gain 360 degree camera and blind spot warning, while the Intens additionally gets high-beam assist and east park assist automatic parking feature.

What’s more significant is the introduction of Renault Australia’s 5:5:5 Easy Life Ownership Program with the new Koleos that comes with five-year, unlimited kilometre warranty, five-year/150,000 capped price service and five years’ roadside asssit.

The Koleos’ servicing cost is capped at $429 per service during the warranty period and includes air filter, pollen filter, accessory drive belt, coolant replacement, spark plug replacement and brake fluid replacement.

2020 Renault Koleos pricing (excluding on-road costs):

• Koleos Life FWD – $32,490
• Koleos Zen FWD – $35,990
• Koleos Intens FWD – $42,990
• Koleos Intens AWD – $45,490

The post MY2020 Renault Koleos gets facelifted and new Ownership Program appeared first on ForceGT.com.

Renault Australia has revealed the local pricing of its Nürburgring bashing Megane R.S Trophy-R and it’s eye-wateringly expensive!

While the standard R.S Trophy manual can be had for $52,990 plus on-road costs, or $55,990 for the dual-clutch equipped EDC, the R.S Trophy-R will see you part with at least $74,990 before on-roads.

Despite costing nearly $20,000 more than the regular model, Renault Australia says Aussie Trophy-R’s are ‘one of the most affordable Megane R.S Trophy-R in the world,’ compare to its price in other markets. Perhaps that explains the entire allocation (20) for Australia has been sold out.

“The strong customer interest in the Megane R.S Trophy-R is testament to the place this Renault Sport prepared vehicle has within the Renault family and in the hearts of car enthusiasts across Australia,” Anouk Poelmann, Managing Director Renault Australia said.

Additionally, Renault Australia will also auction one of the thirty (worldwide) Trophy-R Record Editions with the same spec as the Megane that set the hot hatch lap record at the Nürburgring in early 2020.

The post Renault Australia confirms Megane R.S Trophy-R pricing appeared first on ForceGT.com.

 

These days, hot hatches not only have to be fast and can tackle corners better than Douglas Santos tackling the soccer ball, they also have to be easy to live with and versatile enough to fulfil modern life’s demands of being good at almost everything.

It is for this reason the third-generation Renaultsport Mégane R.S. is now available with an EDC (electronic dual-clutch) automatic transmission – a first for what used to be the most unapologetic corner-carving weapon you can lay your hands on.

And then there is the extra pair of doors behind the driver and front passenger that makes the latest model more of a regular hatchback rather than the three-door coupé-esque body of its predecessor.

So, while most enthusiasts turn their noses up at the EDC (yes, thankfully a six-speed manual still comes as standard) while bemoaning the extra pair of rear doors that cramp their style, we want to find out whether the new Mégane R.S. (in Sports chassis) has gone all soft.

If your definition of soft is a cushy, magic carpet ride, then it’s a big no. The Renaultsport’s suspension is one of the firmest on the current breed of hot hatches even on its ‘softest’ Neutral mode. It telegraphs every fallen twig and open joint on the road straight to your coccyx, in HD.

I can’t remember the old Mégane R.S. being this firm but owners who traded up from the previous generation might just look at me strange and carry on.

As you might expect, the R.S.’ firm suspension does have its advantage when you venture into the Mégane’s natural habitat – country B-roads. Out in the wild, you immediately forget about the rough treatment to your coccyx, as the R.S. appears to shape shift from a dominatrix into an exceptionally athletic and agile sparring partner.

Out on the twisties, the R.S. Sport’s suspension is incredibly supple and deft and works surprisingly well over bumps and bad surfaces, which are dismissed with utter contempt. Combined with progressive body control, excellent cornering balance and adjustability, the R.S. reminds you that fun can still be had despite the more sensible packaging.

Does the four-wheel steering actually work?

And then there’s the party trick ‘4Control’ four-wheel steering system that has the greatest effect on the Mégane R.S.’ handling appeal. In ‘sport’ mode, the system switches over from steering against the front wheels to steering in the same direction as them, enabling the car to turn in with impressive alacrity and carry big mid-corner speed with little effort.

While a mechanical slip-differential (you’ll need the Cup chassis for this) would tighten up the car on corner exit, the R.S. still feels amazingly planted and stable in around the bends.

Another advantage of the system is tighter a turning circle around town, as the rear wheels turn in the opposite direction to the fronts to reduce the turning circle, making three-point turns easier.

Is the EDC a good twin-clutch?

Let’s talk about the EDC transmission. It does a respectable job of shuffling the gears most of the time, though it’s nothing like the polished and slick units from the Volkswagen Golf GTI or R.

As we have noted in our comparison review with the i30N, it suffers from a bad case of jerkiness when setting off or creeping forward in traffic, unless you are super gentle with the throttle. However, once on the move, it’s smooth and upshifts quickly.

The R.S.’ shift paddles are also awkwardly placed on the car’s steering column, displaced upwards by Renault’s difficult to use column-mounted audio controls. While it’s fine when the steering wheel is pointed at the straight-ahead, they are a long stretch for your fingertips when turned.

Thankfully, the gearbox itself is well judged, serving up the right ratios most of the time when left to its own devices, which is what I have done most of the time.

For me personally, I’d save $2,500 and go for the simpler and more satisfying six-speed manual, but for those wanting the convenience of an auto box, the EDC does the job.

What about the smaller 1.8-litre engine?

The good news is, you get more for less. While it’s 0.2cc less than the old car’s 2.0-litre mill, it’s smaller, lighter and delivers a gutsy 205kW at 6,000rpm and 390Nm at 2,400rpm – that’s more power and torque than the Mégane RS 275 introduced as a last hurrah for the outgoing model in 2015.

Despite the uprated power, Renault says the new engine sips just 7.5L/100km but be prepared for up to 11.0L/100km if you belt the Mégane hard like I have.

On the outside, the exhaust system has all the hallmarks of a hot hatch with pops and crackles on upshift, but from inside the car, things are a little more…err, manufactured, with Renault employing the speakers to drum up the drama. It’s not unpleasant but some might prefer the real deal.

Verdict

Design & Comfort

8.5/10

Performance & Handling

8.5/10

Quality

8.0/10

Economy

7.5/10

Equipment & Features

8.0/10

OUR SCORE

4.1/5

+ Plus

• Agile and responsive handling
• Four-wheel steering tech works
• Well-tuned Sport Mode and Immersive Race Mode
• Now more practical with an extra pair of rear doors

– Minus

• Small pedal shifters
• No three-door version
• Dual clutch isn’t as slick as VW’s DSG

Overall

So, has the Mégane R.S. gone soft in its quest to appeal more to the masses?

The short answer is no. It still possesses all the qualities that made the previous-generation such a revere model, including agility, handling poise, a lively engine and muscular looks.

While the six-speed manual is the pick for those wanting better engagement, the new EDC transmission does bring the convenience of an auto box without too much of a compromise.

And the 4Control tech? It adds to the R.S.’s already fine handling repertoire.

2019 Renaultsport Mégane R.S. 280 Sport Pricing and Specification

Pricing (Excluding on-road costs):	From $44,990. As tested: $50,060 Tested options: EDC Dual Clutch: $2,500 Premium Metallic Paint – $880 R.S. Alcantara leather upholstery – $1,190 BOSE Sound System – $500
Warranty:	5-year / unlimited km
Country of Origin:	France. Manufactured in Spain
Service Intervals:	12 months/15,000km
Engine:	Turbocharged 1.8-litre four-cylinder petrol: 205kW @ 6000rpm, 390Nm @ 2400-4800rpm
Transmission:	6-speed manual / 6-speed dual clutch automatic with paddle shifters (tested)
Drivetrain:	Front-wheel drive
Power-to-weight Ratio (W/kg):	146.7
0-100km/h (s):	5.8
Combined Fuel Consumption (L/100km):	Claimed: 7.5; Tested: 8.7
RON Rating:	98
Fuel Capacity (L):	50
Safety:	6 airbags, ABS, BA, EBD, ESC, reverse camera, front and rear parking sensors, adaptive cruise control, park assist, ISOFIX
Dimensions (L/W/H/W-B) mm:	4,364/1,875/1,435/2,670
Kerb Weight (kg):	1,450
Towing Capacity (kg):	N/A
Entertainment:	8.7-inch touch screen, AM/FM/DAB+, Bluetooth, USB, AUX, Apple CarPlay / Android Auto, navigation

 

The post 2019 Renault Mégane R.S. Sport Review – has it gone soft? appeared first on ForceGT.com.

The fastest and most hardcore Renault Megane ever, the Megane R.S. Trophy-R, is now available for order online to Australian customers, with first deliveries scheduled for early 2020.

While final pricing has yet to be confirmed, Renault Australia has indicated an approximate drive-away price of $70,000 for the hot hatch.

With global numbers extremely limited Australia has secured only 20 Megane R.S. Trophy-R, as well as one Megane R.S. Trophy-R Record version – which will go on sale at a later date via a public auction. Australia will also receive 100 of the limited edition Megane R.S. Trophy’s.

The ultimate track car, the Megane R.S. Trophy-R will come exclusively with the 6-speed Manual gearbox and in one colour – pearl white with red headlights.

Driven by the very limited volume for the super-hot hatch, the online sales portal is the first of its kind for the French manufacturer in Australia and will be available via Renault’s website: www.renault.com.au 

The Megane R.S. Trophy (due late 2019) and Megane R.S. Trophy-R (due early 2020) will complete the Megane Renault Sport family in Australia which currently includes: Megane GT, Megane GT Line, Megane R.S. Sport and Megane R.S. Cup Chassis

The new Renault Megane R.S. Trophy-R has the same 200kW/400Nm 1.8-litre turbocharged four-cylinder engine as the Trophy version. So the Renault Sport wizards did not focus on power to enhance performance, they looked elsewhere in three main spheres of development:

1. Drastic reductions in mass. The quest to reduce weight looked at every detail, from the absence of a rear seat to the adoption of carbon wheel rims (Megane R.S. Trophy-R Record version only), not forgetting the Akrapovič titanium exhaust line. The end result is some 130 kg lighter than the Megane R.S. Trophy without options.
2. Completely redesigned suspension. Front axle with increased negative camber, lighter rear H axle, specific adjustable Öhlins shock-absorbers, Bridgestone Potenza S007 tyres exclusive to Renault Sport, and high performance braking with optional Brembo carbon-ceramic discs (Megane R.S. Trophy-R Record version only).
3. Aerodynamics improved even further for better support and better circulation of flows (specific underbody fairings and carbon diffuser) and additionally optimised thermal control (NACA air intake and brake scoops).

The effort paid dividends on 5 April, 2019, when the Megane R.S. Trophy-R set a new world record for the front-wheel drive compact car segment of production cars on the Nürburgring, covering the 20.6 km circuit in 7 minutes 40.1 seconds. The lap time is over 3 seconds quicker than that held by the previous record holder, the Honda Civic Type R with a lap time of 7 minutes and 43.8 seconds.

Megane Trophy-R Record version exclusive features:

• Carbon Wheel, developed by Carbon Revolution in Geelong brings an additional weight saving of 2kg per wheel.
• 390 mm carbon-ceramic front brakes, taking up all the available space in a 19’’ wheel.

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Renault has taken the veil off its facelifted 2020 Zoe with a more assertive design, equipment upgrade and a longer driving range.

Gone are the soft lines of the outgoing model which have been replaced with more distinctive shapes for a less ‘cutesy’ look. While the silhouette isn’t radically different, its front fascia has been restyled with new headlights incorporating LED DRLs, a new lower grille and re-designed front air intakes.

Around the back, the only noticeable revision is to the small EV hatch’s taillight,s which have been updated with new light signatures.

More noteworthy is the addition of a 10-inch driver’s display to the new Zoe – a feature available right from entry-level, as well as its Z.E. 50 battery which takes its driving range up to 390km on the WLTP. It now also offers fast direct current charging in addition to the alternating current charging options already available at home or on the street.

Underneath the bonnet, the 2020 Zoe gains a more powerful 100kW motor that is said to be ‘perfectly suited to the fast lane’ and ‘the intrinsic charms of electric driving’. Renault has also added a new mode that allows for the reduced use of the brake pedal.

In response to our more connected lives, the new Zoe features Renault’s Easy Link multimedia system and the MY Renault app that offers drivers a range of applications and services ‘designed to accompany them throughout their daily activities’.

Other upgrades include Lane Keeping Assist and Active Cruise Control with stop & go capability.

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The Hyundai i30 N first burst onto the scene at the start of 2018 with one big goal of taking on the hot hatch hierarchy and proving its place as the South Korean company’s first proper hot hatch.

And do that it certainly did. Offering up better performance than many rivals for a lesser spend and positioning itself as a true driver’s car by being offered exclusively with a six-speed manual transmission, it’s a car that quickly wormed its way into our hearts as one of the best hot hatch buys on the market.

But now that the i30 N hatch has put in the hard yards as an all-out balls-to-the-wall hot hatch, Hyundai has decided to put it in a suit and make it look more mature and presentable  – and to help it compete with Euro rivals higher up in the food chain – as the i30 Fastback N you see here.

Although the European market will receive normal i30 Fastback models, the N is all we’ll be getting Down Under, and there’s some performance-based justification to its adoption into the local range. For one, it’s more aerodynamic, with a slipperier 0.29 drag coefficient compared to the hatch’s 0.32Cd, helping it shave a tenth of a second off its 0-100km/h time, bringing it down to 6.1 seconds.

There’s also a new softer suspension setup (which is destined for the MY20 hatch as well) that’s aimed at being better on the road where it will spend most of its life at the cost of dampening its track performance. Also making it easier to live with, supposedly, is its larger 436 litre boot, compared to the hatch’s 381 litres.

But to see if this four-door coupe can still hold its own in a sea of hot hatchbacks, we’ve brought it together with one of the latest entrants to the scene – the Renault Megane R.S. 280 Sport.

Aside from just being the latest hot hatch to enter the market, the Megane makes a good case for itself as an i30 Fastback N competitor as it’s presenting itself as more grown-up than the other RenaultSport models that have predated it. Classy looks, improved cabin materials and technology, and options such as a premium stereo are all targeted at making the Megane a better daily driver as well.

And that’s not to mention the elephant in the room, which is that while all i30 N models are fitted with a DIY manual gearbox, this Megane R.S. – which is the exact same one our Melbourne team got their hands on late last year – has a self-shifting dual-clutch unit for the first time.

Now before you manual fanboys hurl your computers off your desks in rage, you can still have the Meg with a manual if your only reason for buying is to have some fun with it, but it’s this dual-clutch model that’s aimed at those wanting a hot hatch that will also be a daily driver. Oh, and for the record, the i30 N is set to be receiving a dual-clutch auto later this year as well – such is what the market demands.

So, with all of that context in mind, let’s find out which of these more grown-up hot hatches is the one you should be putting your money down on.

On the outside

Right off the bat, the i30 Fastback N sets itself apart from… well, basically every other hot hatch out there by serving up more of a four-door coupe-type look – similar to models from other companies that are similarly designated as sportbacks, liftbacks, or even Gran Coupés if we’re talking about BMWs.

While we like everything on the i30 from the B-pillar forwards – which is all identical to the hatch – such as the aggressive nose with the red-accented lip spoiler and those nice big alloy wheels, we aren’t entirely sold on the new swoopy rear end yet. Simply, it comes down to the i30’s short wheelbase and overall length – while it could work if the whole thing was as long as an Elantra, here is unfortunately looks like the rear end has been lopped off, or like the designer fell asleep midway through drawing it up.

Certainly, I’m not going to say that it’s in any way ugly. It’s more unique than anything, and I’m sure it will appeal to fans of cars like the Mercedes CLA, which it clearly draws at least some inspiration from.

The other downside to the Fastback’s styling is that it loses so much of what makes the hatch look so great from behind – the aggressive roof spoiler, the triangular third brake light, and the affect of the flared arches simply disappear here. It looks more grown-up now, certainly, but for a car this raucous, I’m not sure if a suit is the right look.

The Renault, on the other hand, ticks all the right hot hatch styling boxes. Most prominent when compared to the standard Megane is its widebody treatment, which adds noticeably wider side skirts and wheel arches that give it an unmissable presence.

Further enhancing the Renault’s looks is the distinct central exhaust – although two smaller pipes do hide away inside that one big chrome bezel – and more intricate and interesting alloy wheel design.

While both of these cars are real head-turners, when it comes to comparing hot hatches, how could the bright orange one with pumped-up wheel arches not take the cake?

Winner: Renault Megane R.S.

On the inside

As you might expect, the insides of these cars do mirror the outsides rather accurately. The Hyundai, while it serves up a high quality interior with inoffensive materials and excellent fit and finish, does feel to be rather toned down by hot hatch standards.

Differentiating itself from the hatch, the Fastback does wear some red bezels around its air vents, but it loses the baby blue drive mode selector paddles, and other than the odd bit of contrast stitching here and there, it does feel to be perhaps overly sensible.

That’s not a bad thing, however, as it does mean everything in the i30’s interior makes sense. The controls for every function are exactly where you’d expect to find them, the dials are clear and easily legible, and the infotainment system is dead simple and user-friendly. Sure, Hyundai could have painted it all bright orange if it wanted, but it instead chose to make it all work, and it feels driver-focused as a result – exactly what you want in a car like this.

Making it all the more pleasant for the person in control, the N-specific steering wheel is the perfect size when it comes to diameter and thickness, and the gearshift is in the perfect spot as well. It’s seats are very supportive and comfortable as well, regardless of whether you have the standard seats as our test car did, or the even nicer Alcantara-clad ones included in the optional Luxury Pack.

The Renault, meanwhile, backs up its boy-racer looks with an interior to match. There’s faux-carbon trim everywhere, lots of red stitching and branding, big screens, and bright multi-colour ambient lighting that changes with each drive mode. It’s an entertaining place to be, no doubt.

However, it suffers from a few ergonomic issues that spoil the experience a tad. For one, its fully digital gauge cluster might look the part, but the speedo is incredibly laggy, often jumping up in intervals of 9km/h under heavy throttle.

Button placement is also more of a mixed bag than in the Hyundai, with the cruise control switch located on the transmission tunnel, two different drive mode selector buttons within 10cm of each other, and the silly radio control stalk coming off the steering column.

Not only is that stalk impossible to see, meaning you never know what you’re actually controlling, but it means the paddle shifters suffer badly from a compromised design. Simply, they’re far too small to actually use, and with them fixed on the column at the 10 and 2 o’clock positions, they’re in the wrong place as well.

And while the big, heavily-bolstered bucket seats may look impressive and like they’d be supportive, they’re actually rather difficult to get into due to the tall leg bolsters and aren’t as supportive as you’d really like once sat in them.

The Renault might feel more like a hot hatch inside, we’ve got to give this round to the Hyundai as while it may be a simpler interior design, it’s one that feels better-made and simply works in every regard.

Winner: Hyundai i30 Fastback N

Performance & Handling

Now, for the bit I don’t doubt you’re all here for – the way these two hot hatches drive, and just like everything else so far, the two continue to go punch-for-punch in this department.

When it comes to what’s under the bonnet, things are fairly evenly matched, although there’s a clear winner in the power stakes. Both offer up turbocharged transversely-mounted four-cylinder engines, and both are front-wheel drive, but that’s where the similarities end.

The Hyundai’s engine is the larger of the two, measuring in at 2.0-litres, while the Renault’s is a tad smaller at 1.8-litres. So the Hyundai is the more powerful of the two, right?

If you presumed that, I’m afraid you’re wrong. Despite the extra displacement, it’s 202kW and 353Nm power and torque figures lag behind those of the Renault’s busy little engine, which churns out 205kW and 390Nm.

But the i30 N fires back by making up for most of that torque defecit with a special overboost function, that turns up the boost on full throttle for up to 18 seconds allowing it to produce a more competitive 378Nm.

It gets even more complicated still when you consider that the Hyundai is slightly lighter and makes more of it’s torque throughout more of the rev range, yet the Renault’s higher outputs and snappy automatic shifts ensure a slightly higher power-to-weight ratio and 0-100km/h time respectively.

And since I’ve mentioned the Renault’s self-determined shifts, I should once again point out the biggest point of difference between the two cars on test – their transmissions. For both the i30 N Fastback and hatch, a six-speed manual is currently the only option, while our Megane had been optioned up with a six-speed flappy-paddle dual-clutch auto.

As I was the one to pull up to our photo spot on the day of the shoot-out in the Renault, I told our Adelaide editor Kevin Lee, who accompanied me on this test, of my woes with the at-times clunky and indecisive nature of the Megane’s auto around town.

“But automatics are what the market demands, and besides, the i30 N should have a dual-clutch by the end of the year, too,” I conceded.

To that, Kevin simply smiled and responded, “But why would you want the dual-clutch anyway?”

And he’s got a point – hot hatches are all about driver engagement and extracting every bit of power the thing’s got to give, so despite how good dual-clutch ‘boxes are these days, you simply can’t beat the i30’s tight, snickety manual shifter for how it makes you as the driver feel. That is to say, totally in control.

When it comes to serving up a driver-focused experience, the i30 N is absolutely bang on the money. Not only is the gearshift lovely, but its auto rev-matching on downshifts is a genius inclusion, and the clutch feel is naturally progressive and perfectly-weighted, with all that meaning it’d be incredibly easy for even the most inexperienced of manual drivers, while also making it a doddle in traffic, too, which was what we encountered on the first leg of our drive.

Setting off into the Adelaide Hills to put these hatches through their paces – just as the rain from those clouds above us hit – the main reason I opted for the i30 Fastback N for the first leg was that I knew that section had some fairly shoddy road surfaces and wanted to put its new suspension tune to the test.

And as we weaved through the traffic clogging the pothole-ridden city streets that led to our less-congested testing roads, it proved to have done the trick. With everything left in its standard settings, the Fastback N now feels just as comfortable as any other i30 in the range – a very good thing, given it’s one of the better-riding hatches out there.

The Megane, on the other hand, did suffer from some issues when it came to city driving, chief among which is its transmission. While the dual-clutch unit is smooth and accurate when driven very gently, it would hold onto gears for far too long after downshifting when you put your foot into it to duck into a gap in the traffic.

Additionally, it suffered from a few other common negative DCT traits, such as it being jittery when setting off or when creeping forward in traffic – although the latter isn’t something you should ever do if you can avoid it.

The ride in the Renault wasn’t quite as comfortable when left in Neutral mode, either. Certainly, it wasn’t uncomfortable, but it was a tad jigglier over potholes and the like when compared to its Korean competition.

But with the city behind us, the tables turned somewhat to favour the Megane instead. Throwing it into Sport mode – Race mode was off the cards on the day given how soggy it was on the roads and that it switches off the car’s traction control system – it only firmed up the suspension enough to help it feel even flatter through the bends, and it dealt with mid-corner hits commendably well for a car so rigid.

The steering feel was weighted up appropriately, too, adding to the direct and confident feeling the Renault exhudes. And then, just to top it off, there’s the Meg’s party trick – its four-wheel steering system.

A unique feature to boast when it comes to a game of hot hatch Top Trumps, the Renault’s four-wheel steering really makes it feel like something else through the corners. Simply calling it one of the tightest-handling hot hatches out there wouldn’t do it justice, as few cars inspire as much confidence on the entry to a corner as the Megane.

It’s not without its faults, however, as when you’re exiting a bend, you’ll encounter the one issue it seems Renault’s engineers haven’t accounted for – torque steer. With this much power going to the front wheels alone, you really need a better differential than what the Meg’ has, as even in the dry, it just spins all the power away with even the slightest hint of steering angle.

But off the line, too, it struggles to put the power down – even when using the complicated launch control system, it only delivers the scent of burning clutches and rubber, and not the sensation of a sub-six second 0-100km/h run.

And this is where the i30 hits back confidently by serving up one fantastic front diff that really shows you how good a powerful front-drive car can be. An adjustable electronically-controlled limited-slip unit, it allows you to put on the power at completely inappropriate times – and in inappropriate conditions – and it handles it all with aplomb.

Seriously – stamp on the throttle right on the apex of a corner and it’ll sort the whole thing out without any drama. It’s a right marvel, this thing, and feels far more tractable in all conditions than the Renault.

Like its yellow-painted foe, it corners flatly and precisely, too with the suspension firmed up and the steering made heavier, although if we’re being picky, both may be just a tad overdone.

While I personally like how heavy you can make the steering when you throw it into N mode, I have heard some feel it is too heavy, and I can certainly see why they’d think that. But the weight of the steering is nothing compared to the firmness of the suspension in N mode, which is shockingly firm.

For a car so comfortable around town, it feels almost racer firm over the shoddy surfaces it faced. Over mid-corner bumps and cracks in the road, it had a tendency to almost bounce like a lowrider – it’s just that firm. Thankfully, you feel most of that through the tiller, and not through your backside, however.

The other area it lagged behind the Renault was in terms of pace. Despite the numbers being very, very close, the Renault always managed to pull away from the Hyundai, if only just. Who knew 3kW and 12Nm could make so much of a difference?

But outright pace is only half of the story – it’s how the engines in these two make you feel that – to me, at least – is perhaps more important.

The Renault’s 1.8-litre certainly feels a punchy little thing, but with it demanding the finest 98RON due to its high compression ratio to eek out every bit of performance from what is an unusually small engine for the segment means that while it may feel faster, it does feel more strained.

On the other hand, the Hyundai’s 2.0-litre unit feels more freed up thanks to the added displacement. It also feels old-school in a good way, too – not only is there a tiny bit of fun-enhancing turbo lag from the big snail bolted to the back of it, but that overboost feature that turns up the boost is truly thrilling.

And then there’s the noise. The noise! Feel free to argue with me about this, but I truly believe the i30 N – Fastback or not – is the best-sounding hot hatch out there. From the piercing whistle of the turbo to the bark of its throaty exhaust tone, and then there’s the sheer amount of pops and crackles as you let off the throttle, it’s one magnificent sounding thing, particularly with the sound echoing off the sides of the hills.

It’s not to say that the Renault doesn’t sound good as well – it makes all the right hot hatch noises – but it’s exhaust note is merely a croon to the i30’s death metal scream, and it’s pops and crackles are more like rain on a tin roof than the heavy artillery soundtrack of the Hyundai.

While the Renault might technically be the faster of the two, and while both might be more tightly matched in this category than any other, I’ve got to give it to the Hyundai. Not only does it feel like more of a track-ready precision instrument, but it simply serves up more drama as well.

Winner: Hyundai i30 Fastback N

Comfort & Practicality

When it comes to talking about comfort, we’ve already touched on a lot of what these two do well. The i30 has the more comfortable and supportive seats – whether you opt for the standard ones or those that come with the Luxury Pack – and rides a lot better around town. It’s back seats are far more commodious too.

The Renault, on the other hand, feels less harsh when put into its more aggressive drive modes, and it does have softer spots for you to rest your elbows on, but rear seat legroom is almost nonexistent.

However, practicality is another thing entirely. A big part of the i30 Fastback N’s sell is that it has a bigger boot than the hatch, and that is true… well, to a degree, at least. While its 436 litre volume is larger than that of the i30 hatch, it’s as near as makes no difference the same as that of the Megane.

One of the issues facing the Fastback’s boot, however, is that due to the sloping roofline, it doesn’t offer as high a space to fit taller items in – an issue the more conventional Megane doesn’t have.

Furthermore, the i30 – regardless of body style – also has a strut brace in the boot as well, which manages to get right in the way when you have the seats folded down. It might make it better to drive, but what good’s a hot hatch if it isn’t entirely practical as well as a riot on the road?

As such, this category is too hard to conclusively call. If you need to haul people, get the i30, but if you’re moving a chest of drawers, the Megane is the far better option. This one, I’m afraid, is all tied up.

Winner: Tie

Dollars & sense

When it comes to running costs, the Renault does start to inch ahead in a couple of areas. While both cars require servicing every 12 months, the Renault’s mileage cap is double that of the Hyundai at 20,000km, helping to bring the cost down by reducing the regularity of services.

However, the Renault is ultimately let down by offering just three years of capped price dealer visits – compared to a lifetime plan for the Hyundai – and each of those three visits will cost you $399. Additionally, the cost of a new air filter, pollen filter, and accessory belt aren’t included in that. The i30 N’s plan, meanwhile, is all-inclusive, and charges just $319 a service on average.

Then there’s fuel consumption. Firstly, you can largely ignore our tested figures listed in the spec sheet below this article as that was reflective of us thrashing the pants off these things, meaning both saw similarly poor figures. More representative would be that after taking the Megane on a relaxed drive through the countryside, its fuel consumption dropped significantly to 10.1L/100km, while the i30 N hatch we tested last year saw us using 9.9L/100km.

That’s all much of a muchness, except that the Renault demands the finest 98RON fuel to ensure it makes top power, while the Hyundai can make do running 95RON instead.

The Renault does win back some points by offering four years of complimentary roadside assistance, however, compared to the Hyundai’s 12 months.

But there’s one all-important factor to consider, and that’s the cost of actually buying these things. As tested here, the Hyundai is worth over $8,000 less than the Megane. And even if you were to get rid of all the Megane’s options – or, conversely, to option the i30 up to its level – there’d still be a gap of at least $3,000. Opt for the i30 N hatch instead and that’s a further $1,500 you can shave off the price as well.

Simply put, $3,000 is a lot of petrol, and that easily makes up for the i30 drinking more heavily on the day of our testing.

Winner: Hyundai i30 Fastback N

Verdict

This head-to-head battle, like many we’ve had before, has seen these two truly go punch for punch with each other. There’s a lot to like about both of this pair, as both Hyundai and Renault have certainly taken different approaches to putting together a hot hatch, and since both of them are ultimately very good cars at the end of the day. However, there can only be one winner – even if it is a close call.

In the case of the Renault, the things that won us around most were its unique touches such as the widebody kit and the four-wheel steering that helped it look and drive the part. It was certainly the fastest car of the two – in a straight line, at least – which is something that will no doubt matter to some, but we couldn’t help but want for a little extra refinement from it when it came to the power delivery and some interior functionality.

While we’re still ultimately undecided on the i30 Fastback N’s looks, our minds are clearly made up on how it drives. It’s a real peach, the Hyundai, as despite the i30 N being its maker’s first truly hot hatch, it’s a perfect example of how to build one.

The power delivery is thrilling, the sound is bonkers, it handles as well as any front-wheel drive car out there, and Hyundai’s decision to only sell it with a manual gearbox (for now) shows that it’s a car that has been designed by enthusiasts and not accountants.

But most importantly when it comes to this showdown, it just managed to outclass the Megane in just about every respect – if by only a hair. While in a way it almost feels wrong to give the win here to the car that isn’t a conventional hatchback, it’s proven itself to be worthy of that title.

Overall winner: Hyundai i30 Fastback N

	2019 Hyundai i30 Fastback N	2019 Renault Megane R.S. 280 Sport EDC
Design & Comfort	8.5/10	8.0/10
Performance & Handling	9.0/10	8.5/10
Quality	8.0/10	7.5/10
Economy	8.0/10	8.0/10
Equipment & Features	8.0/10	8.0/10
Our Score
+ Pros	Incredible noise Lovely gearshift action and excellent rev-matching feature Effective power delivery More comfortable around town than before	Sharp and nimble handling courtesy of its four-wheel steering system Widebody treatment looks fantastic Extra power and dual-clutch ‘box ensure its the faster of the two
– Cons	Overly firm and bouncy ride in N mode Fastback looks may be divisive	Inefficient management of wheelspin and torque steer Poorly-positioned paddle shifters Laggy digital speedo

Pricing and specifications

The post 2019 Hyundai i30 Fastback N vs Renault Megane R.S. Comparison Review appeared first on ForceGT.com.