RENAULT

ALLROUND GOOD MEG Renault’s 2.0-Litre dCi 150 Engine Is One Of The Best Oil-Burning Units On the Market And Their Megane Family Hatch Isn’t Bad Either. Steve Walker Reports…

American motorists routinely say ‘don’t go there’ to diesel and the average Japanese driver wouldn’t touch it with a ten-foot chopstick but in Europe we can’t get enough of the stuff. In 2006, over fifty in every hundred cars sold in Europe drank from the black pump. That’s a lot of cars and a lot of money for the manufacturers who can best tap in to the burgeoning diesel demand. Renault hope that they’ll secure a king size slice of the market with the advanced 2.0-litre dCi 150 engine that’s available in their Megane.

There are various reasons why the Europeans go crazy for diesel cars while other major markets couldn’t care less. For a start, the Americans don’t need diesel. Their gasoline prices still run at roughly equivalent levels to those for bottled water, so the US motorist thinks nothing of running a mammoth V8 truck with a thirst to rival that of the England darts team. Prices are changing and the popularity of diesel is increasing but it still has a long way to go over there. In addition, both America and Japan have tight vehicle emissions legislation which focuses on curbing the Nitrogen Oxide and particulate matter that diesel engines traditionally produce more of. In Europe, more emphasis is placed on reducing Co2 emissions from vehicles, an area where diesels out-perform petrol engines. Clean low-sulphur diesel fuels are also more widely available over here. This means that diesel vehicles attract a lower relative taxation burden in Europe and modern engines can meet emissions standards without expensive particulate filters which bump-up costs. The growth of the European market has seen manufacturers invest billions in developing diesel engines as they race to cash in. As a result, the technology has progressed rapidly and engines like Renault’s 2.0-litre dCi 150 are tangibly superior to equivalent units from as little as five years ago. The Renault unit uses the common-rail direct injection configuration and a variable geometry turbocharger to deliver the goods. Unlike less sophisticated powerplants, its piezo-electric injectors can make multiple high-pressure injections of fuel into the cylinder during each combustion cycle. This allows fuel to be burned more efficiently as the engine adapts to the demands being placed on it, maximising performance and minimising emissions.

"Some world markets just don’t get diesel cars but driving the Megane dCi 150 really makes you wonder why"

The time when spiralling fuel costs and tighter limits on CO2 emissions could make the prospect of diesel engines a more attractive one for American buyers may not be far off but for the time being, we Europeans get models like Renault’s Megane dCi 150 all to ourselves. The engine produces just 144g/km of Co2 and turns-in an outstanding average fuel economy of 54.3mpg. Compare that to Volkswagen’s 140bhp Golf TDI (49mpg) or Ford’s 135bhp 2.0 TDCI Focus (51mpg) and you’ll appreciate the cleverness of Renault’s engineering. The Megane produces its peak 150bhp power output at 4,000rpm with a full 340Nm of torque available from 2,000rpm. It all makes for some truly urgent acceleration, especially when you’re in the meat of the torque curve, but the overriding impression is one that you don’t expect to take away after driving a diesel. The Megane majors on smoothness and refinement: you could almost be fooled into thinking you were driving a petrol car, were it not for the punchy mid-range. The power pours on gradually as you accelerate and engine noise in the cabin is well managed. If you really go for it, 62mph is just 8.7s away from standstill. The Megane’s driving experience also majors in comfort, with suspension that cossets you along, well-insulated from the road surface. The ‘tube-in-tube’ steering column also works to refine the experience at the wheel, cutting down on vibrations but maintaining the responsiveness and feel you need for an engaging drive. The Megane is by no means the sportiest of the family hatch contenders but its blend of impressive refinement and not uninvolving dynamics make a lot of sense in a car that must appeal to such a wide audience. The Megane’s interior doesn’t really mirror the car’s unorthodox exterior styling but it’s a far from unpleasant place spend time and build quality is strong. The gently-curving centre console is neatly laid-out with the audio, heating and ventilation controls. The buttons may be a little small for some tastes but it’s refreshingly simple to locate the function you want. The instrument binnacle features chrome-ringed dials with white background lighting while Dynamique and GT models carry this chromed theme on to the air-vents and door handles. The aircraft-style handbrake is an interesting touch that also works well enough and there are traditional Renault features such as the keyless entry, rain sensing wipers and automatic headlamps - depending on the model you choose. Rear parking sensors are an option that will appeal if you’re wary of taking the sheen off your Megane’s party-piece rear end in a car park shunt. It seems to be almost a given these days that each new Renault model will receive five stars from the men in white coats at the Euro NCAP crash testing laboratory and the Megane didn’t disappoint. The car is equipped with ESP stability control, CSV understeer control and ASR traction control. Then, should you somehow manage to confound that little lot and relinquish control of your Megane, Renault’s Intelligent Protection System uses crumple zones and a plethora of airbags to keep the occupants safe. All five NCAP stars were predictably forthcoming. Some world markets just don’t get diesel cars but driving the Megane dCi 150 really makes you wonder why. The car offers brawny performance which would have graced a seriously hot hatchback just a few years ago with economy and emissions that you’d more readily equate with a citycar. It’s a highly capable all-round engine in an accomplished car. The Yanks don’t know what they’re missing.

Facts At A Glance CAR: Renault Megane II 2.0 dCi150 diesel range PRICES: £17,450-£19,420– on the road INSURANCE GROUPS: 10 CO2 EMISSIONS: 144g/km PERFORMANCE: Max Speed 130mph / 0-60mph 8.7s FUEL CONSUMPTION: (combined) 54.3mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4209/1777/1457

RACE READY RENAULT Just how far can Renault take its Renaultsport Megane hot hatch? About this far. Steve Walker takes a look at the Megane Renaultsport R26.R.

Renault’s Renaultsport tuning arm was let right off the leash with this one. The Renault Megane Renaultsport R26.R, is a stripped down road-legal racer. Packing the same engine as the standard fast Meganes but with a 135kg weight saving, numerous suspension upgrades and optional semi-slick tyres, this is the ultimate Renaultsport product and it’s seriously quick.

From the gates of the Renaultsport factory in Dieppe have emerged some of the greatest fast hatchbacks of our times. Modified Clios and Meganes steeped in the hot hatch ethos with the pace to humble machines costing twice or three times as much, these models have turned Renault’s Renaultsport brand into a byword for all that’s great about affordable performance cars. Now the Renaultsport engineers look to have surpassed even their own star-studded CV with the ultimate Renaultsport Megane, the R26.R. It’s hard to imagine it at this point but the original Megane Renaultsport 225 received a lukewarm response from commentators upon its launch. It was too soft and not sufficiently focused for a true hot hatch, or at least that was the consensus. Renault responded with the Cup chassis upgrade that firmed the suspension and gave the first hints at just how much the car was capable of. The plaudits began to flow as the honed Megane Renaultsport progressed through its F1, Trophy and F1 Team R26 editions, each one upping the anti in terms of sharpness and response. Now, with the current Megane entering its twilight years, Renault has really let its hair down with the Megane Renaultsport R26.R. The R26.R is not for the fainthearted. It’s a car that’s designed with the capability to transcend the hot hatchback class and give the world’s leading performance cars something to think about. Having lapped the Nurburgring in 8 minutes 12 seconds, it’s undoubtedly worthy of consideration alongside the cream of the performance car crop. Perhaps more remarkable is that all this has been achieved with the exact same 2.0-litre turbocharged engine which powers the F1 Team R26 Megane. It develops an identical 230bhp at 5,500rpm and 310Nm or torque at 3,000rpm. Rather than through brute force, the R26.R gets is speed from light weight and phenomenal grip. The R26.R is 135kg lighter than the Megane F1 Team R26, helping it hit 60mph in six seconds, 0.2s faster. Crucially, the car is also available on with Toyo Proxes R888 semi-slick tyres in place of the standard Michelin Pilot Sport and these together with the upgraded suspension help the car sustain its high cornering speeds.

"The R26.R is not for the fainthearted…."

The Megane Renaultsport R26.R utilises the same limited slip differential and independent steering axis front suspension that were so successful in reducing torque steer on the other Renaultsport Meganes. Elsewhere, however, its suspension is thoroughly revised. All new springs front and rear, recalibrated shock absorbers, alloy wheels that increase the track by 4mm and stiffer bushes all serve to make the car a more focused track day weapon. The braking system features 312mm ventilated discs with Brembo four-piston callipers with the discs grooved rather than drilled to reduce fade. The weight loss programme that was so vital to the performance of the R26.R was an extremely far-reaching one with the vast majority of the standard Megane’s creature comforts ending up in the skip. There are no rear seats in the R26.R and the front ones are replaced with Sabelt carbon fibre racing seats with six-point harnesses. The rear and side windows are replaced with polycarbonate so the heated rear window and its wiper had to go and the metal bonnet was superseded by a carbon fibre item. Then the front fog lights, headlamp washers, the stereo and most of the soundproofing material were also deemed surplus to requirements. After all that, there’s not a whole lot of the Megane left. The less is more approach also saw the passenger and curtain airbags get the boot but Renault is confident that the safety advantage of the racing seats with six-point harnesses will compensate for their absence in the event of an accident. The R26.R is differentiated externally from humbler Renaultsport Meganes by its rear spoiler but it’s the unique R26.R graphics and the various colour scheme options that will really mark it out. Inside, it’s obvious that this isn’t your ordinary Renault Megane, with the dashboard stripped of all its controls (bar those for the air-conditioning system) and the race seats dominating the cabin. Opt for the roll cage and it all takes on an even more extreme look. You can look at the Megane Renaultsport R26.R in one of two ways - as an expensive hot hatchback or as one of the biggest performance car bargains around. Cars that can match the sub 8m 20s Nurburgring lap time of the R26.R routinely cost twice as much and a lot of them go for considerably more than that. Renault is targeting the R26.R at trackday regulars and driving enthusiasts who want this kind of super-focused product and with only 500 of the cars being built, it should have few problems shifting them. Every R26.R comes with a numbered plaque showing the model number and the country to which it was allocated. 230 of the 500 will be heading for UK shores, a mark of the appreciation the Brits have for a truly uncompromised sports car. The roll cage and Toyo tyres are available as a £700 option for the R26.R but customers selecting the semi-slick tyres and intending to use the car on the road will get a warning from Renault concerning their wet weather performance and tendency to aquaplane. There are also metallic and pearlescent paint options and the R26.R decals can be deleted at no extra charge. Light weight is the friend of fuel economy and despite its hardcore remit, the Megane R26.R is actually a little more fuel efficient than the standard F1 Team R26 Megane. The car can return 33.2mpg on the combined cycle and emits 199g/km of CO2 which will make it reasonably affordable to run. The Renault Megane Renaultsport R26.R takes Renault’s acclaimed line of performance hatchbacks to its logical conclusion. Stripped of everything bar the bare essentials and subjected to a plethora of chassis and weigh-saving upgrades, the car has the raw pace to leave some of the world’s most highly regarded performance cars in its wake. The R26.R pushes the boundaries of just how much is possible with a front-wheel-drive car, taking the standard Renaultsport Megane engine and incorporating it into a skeletal body that’s 135kg lighter than standard. Race seats with six-point harnesses and an optional roll cage with semi-slick tyres underline the car’s intent while a UK market allocation of 230 guarantees exclusivity. For the committed driving enthusiast, this is the Megane Renaultsport to have and on track, only a select few production cars at any price will be able to touch it.

Facts At A Glance CAR: Renault Megane Renaultsport R26.R PRICE: £22,990 – on the road INSURANCE GROUP: 17 [est] CO2 EMISSIONS: 199g/km PERFORMANCE: Max Speed 147mph / 0-62mph 6.0s FUEL CONSUMPTION: (combined) 33.2mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS / EBD / ESP / ASR WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4228/1777/1437

FRENCH SENSE Renault’s third generation Megane family hatchback aims to take on premium rivals on their own terms. Jonathan Crouch reports

Smarter, sharper and offering far better quality, Renault’s third generation Megane family hatchback is the car its predecessor should have been. It’s now one of the sector’s class-leaders, good enough to make other brands look to their laurels.

There wasn’t much wrong with Renault’s second generation Megane. It was European Car of the Year in 2003 and still amongst Western Europe’s top five best sellers in 2007, its last full year of production. Still, it was never what you’d call a ‘premium’ product. You wouldn’t buy one if you’d been used to running a Volkswagen Golf for example. Nor did it look like the kind of car you could park at the golf club, comfortably elegant amongst the gas guzzlers, its owner wearing the smug smile of the sanctimonious downsizer doing his or her bit for the environment. The third generation car looks a different prospect. There’s no longer an airfix kit look to the styling or to the cabin, wafer-thin panel gaps, classy materials and solid nuggety cuteness making this a car that Volkswagen’s disappointingly conservative MK6 Golf should really fear. Peugeot’s 308, Ford’s Focus, Fiat’s Bravo, Toyota’s Auris and Vauxhall’s Astra are all also clearly within its sights. The MK2 Megane may have had its faults but lack of driving appeal wasn’t one of them. Renault’s challenge was to retain this whilst building in a higher quality ‘big car’ feel. Has it succeeded? The signs look encouraging. There’s a new front suspension/subframe arrangement to improve directional precision and a redeveloped power steering system to more swiftly respond to driver input. The rear suspension meanwhile, has been tuned to produce a more responsive, agile ride, as well as offer improved cornering without detracting from comfort. Plus, there are bigger brakes, able to pull you up to rest from 62mph in a class-leading 37 metres. Even more crucial is the way that the design has retained its top afety credentials. If, for some reason, a tyre pressure monitoring system, plus auto headlamps and wipers don’t keep you out of the bushes, then standard ABS, EBD and Emergency Brake Assist should do, while plusher models also get ESP stability control and CSV understeer control.

"Renault had to step up its game with the third generation Megane and it has…."

On the passive safety front, Renault say that their SRP3 set-up (System for Restraint and Protection) guarantees a uniquely high level of protection, taking into account both impact force and the build of occupants. There’s the usual bouncy castle collection of airbags but real safety is about more than just gluing inflatable bags around the interior. So it is that the seatbelts have double pre-tensioners, load limiters and are designed to prevent you from sliding underneath them. The headrests are designed to cushion you better in rear impacts, while double impact sensors in the doors enable the side airbags to offer three times more cushioning to your body during a side impact. The MK3 Megane has a sporty, dynamic stance, thanks particularly to its short front and rear overhangs, a long 2.64m wheelbase, a steeply-raked roofline and a wide track. It certainly exudes a feeling of much higher quality than its predecessor, with thin cut lines between the different body panels. Great care (at last) has also gone into the quality and fit and finish of the materials used and there are nice touches like the soft-touch finish on the dashboard cowling that’s resistant to daily use and the ageing effects of sunlight. Or the way that the windscreen wipers are aesthetically concealed beneath the bonnet line. Climb in and the first thing you notice at the wheel is the innovative dashboard which features an analogue rev-counter alongside a digital speedometer which also incorporates the cruise control/speed limiter display. When this function is activated, the speed selected by the driver is displayed at the top of the speedometer which is itself ringed by a sequence of lights that take the form of an arc around the central display. In speed limiter mode, the red segment lights up as the speed increases, while the selected speed begins to flash if exceeded. Space in the cabin is unexceptional but the boot volume of 372 litres (assuming a spare wheel) figures amongst the best in the segment. To begin with, only the five-door hatchback bodystyle is on offer but we can soon expect to see the full complement of Megane bodyshapes, including a three-door, an estate, a coupe-cabriolet and a new version of the Scenic mini-MPV based on this car. There are three trim levels: Expression, Dynamique and Privilege. The engine line-up is a mixture of familiar carry-overs and new arrivals, with biofuel-compatible engines also on the agenda. Most important will be the dCi diesels, sales of which will be focused on the dCi 86 and the particulate filter-equipped dCi 106 units. Both of these engines emit 120g or less of CO2/km, while even the powerful dCi 130 (with pulling power now more readily available earlier in the rev range) manages 135g/km. If that’s not enough, your dealer can tell you about a dCi 160 unit (which you’ll need to order in dCi 150 form if you want automatic transmission). Petrol buyers also get the latest Laguna units, in this case the 1.6 16V 100 and 110bhp powerplants, plus you can talk to your dealer about an all-new turbocharged TCe 130 unit. This new, fuel-efficient 1,397cc block packs the power of a 1.8-litre engine (130bhp) and the torque of a 2.0 (190Nm), yet its CO2 emissions are less than those of a 1.6, making it particularly respectful of the environment. The flagship engine, the TCe 180, uses similar technology. Despite being bigger and roomier, this Mégane is an average 8kg lighter than its predecessor. The combination of lower weight and optimised aerodynamics has led to significantly lower fuel consumption and CO2 emissions across the board. Almost 70% of all Meganes sold will feature CO2 emissions of less than 140g/km or be biofuel-compatible. This car also claims to be one of the most socially responsible in its class, being 95 per cent end-of-life recoverable by weight, while almost 12 per cent of the plastics it contains are sourced from recycling, equivalent to an average of 22kg per car. Renault had to step up its game with the third generation Megane and it has. Bigger and roomier, this car ought to suit down-sizers, feeling much like a larger model to drive. There are plenty of green credentials and the apparently exemplary build quality that we first saw in the larger Laguna. Overall, unless you have a particular aversion to the Renault badge, it’s hard to see any significant failings. The result is a car that has gone from being a family hatchback also-ran to being one of the two or three models in the segment that buyers really must consider.

Facts At A Glance

IT’S BEHIND YOU A series of tweaks and enhancements has refreshed Renault’s Megane for another tilt At the Family Hatch sector’s top spot. Steve Walker reports…

At this juncture, it’s probably just about safe to brand Renault’s Megane a success and where better for the white-hot iron be applied than square onto the vehicle’s standout feature – that huge, protruding rump? Most people weren’t quite sure what to make of this Megane when it first emerged. Its groundbreaking styling divided opinion and saw the car teeter on the line between flop and phenomenon in the public consciousness for a while. Then most people decided they actually rather liked it. Renault had succeed in producing a family hatch that looked distinctive, stylish and quite unlike anything else on the market. Their reward was 2.4million sales across Western Europe and the Megane’s was a mild facelift to keep things fresh.

Today’s Megane doesn’t differ all that much from the original, with Renault sensibly deciding to gently massage their winning formula rather than drastically change it. More observant members of the public might spot elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. The bumper and under bumper intake have been reshaped at the front, while the rear benefits from it’s own re-sculpted bumper and revised light clusters. The Megane line-up is a broad as ever with no less than seven distinct bodystyles on offer priced from £8,988. The five-door Hatch, the three-door Sport Hatch, the Sport Saloon and the Sport Tourer estate form the mainstay of the range but then you have spin-off models such as the Scenic and Grand Scenic MPVs, and the Coupe-Cabriolet. Trim levels extend from Freeway and Extreme through Authentique, Expression, Dynamique and GT to Privilege but there are also driver-focused Renaultsport models to consider. Most intriguing amongst these is the Renaultsport 230 F1 Team R26 special edition which as the bulky name hints, is a tie-in with Renault’s successful F1 operation - the current Grand Prix car being called the R26. Based on the Renaultsport 225 Cup, it yields various styling enhancements and squeezes five extra horsepower from the turbocharged 2.0-litre engine. If that’s a little too extreme, the 175bhp Renaultsport dCi diesel is well worth a look.

"The Megane’s most impressive engine could well be the 2.0-litre dCi 150"

As is the norm in this sector, Renault make a diverse selection of engines available in the Megane. The 1.4 and 1.6 units are the stalwarts of the petrol line-up, both agreeable 16-valve units developing 100 and 110bhp respectively with the 1.4 averaging over 40mpg. Then there’s the 2.0-litre 136bhp option which, along with the 1.6, can be equipped with an automatic gearbox. The 165bhp 2.0-litre Turbo powerplant is usefully quick, making 62mph from standstill in 8.3s, but those seeking real hot hatch credentials will need to step up to the 225bhp and 230bhp 2.0-litre Turbo units found in the Renaultsport offerings. The diesel range is almost as broad. An 85bhp 1.5dCi unit opens proceedings with its headline-grabbing fuel economy average of 62mpg. It’s not all that quick though and some may prefer the 105bhp version of this engine which is a second and a half faster to 62mph but still returns 60mpg. The 130bhp 1.9-litre dCi is a strong all-rounder, packing 300Nm of torque at just 2,000rpm. It will achieve 0-62mph acceleration figures of 9s, return 50mpg at the pumps and it’s the only diesel you can get with automatic transmission. The Megane’s most impressive mainstream engine could well be the 2.0-litre dCi 150. With 0-60mph acceleration of 8.7s, it’s only fractionally slower than the 165bhp petrol alternative but it can still deliver 52mpg economy. There’s plenty of punch through the mid range thanks to the 340Nm of torque that’s available from 2,000rpm. That diesel is only trumped by the dCi 175 in the Renaultsport model. It will do 60mph in 8 seconds on the way to a 137mph top speed. The Megane’s interior doesn’t really mirror the car’s unorthodox exterior styling but it’s a far from unpleasant place to be and build quality is strong. The gently-curving centre console is neatly laid-out with the audio, heating and ventilation controls. The buttons may be a little small for some tastes but it’s refreshingly simple to locate the function you want. The instrument binnacle features chrome-ringed dials with white background lighting while Dynamique models carry this chromed theme on to the air-vents and door handles. The aircraft-style handbrake is an interesting touch that also works well enough and there are traditional Renault features such as the keyless entry, rain-sensing wipers and automatic headlamps - depending on the model you choose. Rear parking sensors are an option that will appeal if you’re wary of taking the sheen off your Megane’s party-piece rear end in a car park shunt. The Megane’s driving experience majors on comfort, with suspension that cossets you along well-insulated from the road surface. The ‘tube-in-tube’ steering column also works to refine the experience at the wheel, cutting down on vibrations but maintaining the responsiveness and feel you need for an engaging drive. The Megane is by no means the sportiest of the family hatch contenders but its blend of impressive refinement and not uninvolving dynamics make a lot of sense in a car that must appeal to such a wide audience. It seems to be almost a given these days that each new Renault model will receive five stars from the men in white coats at the Euro NCAP crash testing laboratory and the Megane didn’t disappoint. The car is equipped with ESP stability control, CSV understeer control and ASR traction control. Then, should you somehow manage to confound that little lot and relinquish control of your Megane, Renault’s Intelligent Protection System uses crumple zones and a plethora of airbags to keep the occupants safe. All five NCAP stars were predictably forthcoming. There will still be those who can’t get on with the Renault Megane’s oversize rump but if the sales charts are to be believed, they’re increasingly in the minority. It’s good to see a piece of bold design being rewarded with commercial success in this way and there’s no real reason why the Megane’s strong showroom performance shouldn’t continue. The enhancements to the engine range, tweaks to the styling and boosted equipment levels will help to keep things ticking over for what is a well-rounded product – and we’re not just talking about its rear end.

Facts At A Glance CAR: Renault Megane II Hatch & Sport Hatch range PRICES: £11,995-£20,895 – on the road INSURANCE GROUPS: 3E-18E CO2 EMISSIONS: 120-191g/km PERFORMANCE: [2.0] Max Speed 124mph / 0-60mph 9.2s FUEL CONSUMPTION: [2.0dCi] (urban) 40 (extra urban) 61.4 (combined) 52.3mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: (5dr) Length/Width/Heightmm 4209/1777/1457

ZING IN THE TAIL It Took Time But UK Hatchback Buyers Embraced The Renault Megane, Avant-Garde Rear End And All. Now The Hot Hatch Fraternity Can Get Their Teeth Into It. Steve Walker Reports…

Since the hot hatch genre was coined by the likes of Volkswagen’s Golf GTi and Peugeot’s 205 GTi in the 70s and 80s, changes have been afoot in the marketplace. Old Father Time has taken his toll on the boy-racers whose enthusiasm fuelled the hot hatch boom. Now those same spotty tearaways have mortgages and tiny tearaways of their own. They need a car that’s more sophisticated and less ‘Go-Kart’, but still one possessing the wherewithal to position a big grin on their faces. Something like the Renault Megane Renaultsport perhaps.

Today, the term ‘hot hatch’ can refer to anything from a minuscule city scoot with a spoiler to a family-sized performance car with a six-cylinder engine and a £20,000 price tag. The Megane Renaultsport slots unashamedly into the top end of that category. Renault will point customers wanting unadulterated, hot hatchback thrills in the direction of the Clio Renaultsport 197 but the Megane takes a more understated tack, although you wouldn’t necessarily know it from the 225bhp output and the sprint to 60mph time of 6.5s. Even when compared to the elite performance hatchbacks in a similar price range, the cars Renault identified as benchmarks when creating this flagship model, the Megane Renaultsport 225 has a reserved air, a certain class. The styling is very much a progression from mainstream Megane models but with some obvious differences to highlight the range-topper’s pedigree. The outboard front fog lights are an original touch and the gaping intake between them informs the general public that there’s a real heavy breather hiding under the bonnet. The wheel arches flare appropriately to accommodate 18-inch alloy wheels and side skirts make the car look lower in profile. You can, of course, get a more flamboyant fast Megane in the shape of the Renaultsport 230 F1 Team R26. The Megane’s trademark rear has been tastefully altered by Renaultsport badging, a small spoiler and twin exhaust pipes one either side of a central dividing column. Where other manufacturers have gone all-out to emphasise their most powerful hatchback’s sporting bloodline by bolting on all manner of go-faster accoutrements, Renault have kept it simple but effective, the 225 clearly a full-blooded version of the current facelifted Megane with its sleeker elongated headlamps and ‘V’-shaped grille. Perhaps this is a product of the view that since the standard Megane is already the most visually distinctive car in its class, the usual headline-grabbing enhancements are not really necessary.

"The Megane Renaultsport is one of the fastest hatchbacks you can currently buy but you’re getting more for your £20,000…"

Inside, it’s a similar story with the quick Megane packing in class-leading levels of equipment and resisting the urge to go too far down the road toward sporty excess. Branded bucket seats and steering wheels are out as is alcantara and carbon fibre-effect trim. Aluminium is restricted to the pedals and you’ll have your feet on those. What you do get is lots of stitched leather, sturdily crafted seats that support comfortably without necessitating a winch to hoist yourself out and colour coded seatbelts. Otherwise, things are much as you’d find in a well-equipped non-Renaultsport Megane. Cruise control, air-conditioning, a speed limiter and a 6-disc CD multi-changer feature amongst the most notable gadgets and safety provision is top-notch with umpteen airbags included. Renault identified the Focus RS and the Mk IV Golf R32 as benchmark cars when creating the Megane Renaultsport. Production of both was ceased well before the Megane hit the streets but if you step from these or other ‘super hatches’ into the suave Renault, you will notice some key differences. Whereas the juddering ride in the Ford or the Volkswagen would soon have your fillings, your toupee and your glass eye all rattling around in the footwell, the Renault is surprisingly smooth. Sure, you can feel the ruts and peaks in the road surface but you want that in a performance car. It’s just that longer journeys in the Renault are far less of a daunting prospect. To achieve this balance, Renault created a special front suspension system with an independent steering axis and stiffened the rear suspension set-up found on the standard Megane. The steering is well weighted and the car turns into corners eagerly. There’s little sign of the uneven weight distribution or sketchy traction that can plague powerful front-wheel-drive cars with front mounted engines. Don’t expect to gain the same level of driver involvement as in some more raw-edged competitors but the Megane feels composed, fast and fun on the kinds of journeys buyers are likely to encounter. There’s also the excellent Cup chassis option that firms things up nicely transforming the driving experience. The engine is obviously a key part of this and in the Megane Renaultsport’s case, we’re talking about a 2.0-litre turbocharged unit with 225bhp. The power delivery is smooth with the 300Nm maximum swell of torque hitting the road at 3,000rpm and the full power arriving at 5,500rpm. More useful in assessing the car’s overall character is the fact that well over 250Nm of torque is being produced from as low as 2,000 all the way up to 6,000rpm. This creates a high level of flexibility and coupled with the absence of any serious turbo lag, it means that there’s power instantly available in most gears at most engine speeds. The 32mph average fuel consumption is very impressive in a vehicle with this rarefied level of performance. The deep engine note is not as raucous as some but it grows increasingly purposeful at higher revs without being intrusive inside the cab while idling. The gearchange is as you would find in a conventional Megane, fine for a family hatchback but lacking the positivity you want in a performance car. The gear stick itself seems a little over long too. The Megane Renaultsport is one of the fastest hatchbacks you can currently buy but you’re getting more for your £20,000 than a jaw-droppingly rapid point-to-point machine. In fact, if you want the fastest, purest drive there are better alternatives - including the Cup and F1 versions of this car. What the Megane 225 does is step back slightly from the hard edge of hot hatch design with more comfort, refinement and inconspicuous luxury than competitors. It’s a more complete all-round package that remains rewarding on a basic level as a driver’s car. It’s certain to be fast enough for most and the discreetly slick styling should avoid unwanted attention from your local constabulary.

Facts At A Glance CAR: Renault Megane Renaultsport 225 PRICES: £19,860-£20,360 – on the road INSURANCE GROUP: 15E CO2 EMISSIONS: 209g/km PERFORMANCE: Max Speed 147mph / 0-60mph 6.5s FUEL CONSUMPTION: (urban) 24.6mpg (extra urban) 40.4mpg (combined) 32.1mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS / EBD / ESP / ASR WILL IT FIT IN YOUR GARAGE?: (3dr) Length/Width/Heightmm 4228/1777/1437

THINKING OUTSIDE THE BOX Once upon a time, buying an estate was a sure sign of impending middle age. the Renault Megane Sport Hatch Tourer is a car with a little more joie de vivre. Andy Enright reports

Think of an estate car and you’re probably beset with images of a flat-capped cove with a grubby Barbour jacket at the wheel and a panting Labrador in the back. A battle between secondhand pipe smoke and the unmistakeable odour of wet dog being waged in the cabin. That image still holds true for many of the traditional estates on sale today, but a generation of smaller, sportier estate cars has sprung up that are more dynamic than dowdy. The Renault Megane Sport Tourer is a worthy addition to the ranks.

From a personal perspective, it has to be said that we’re a huge fan of the bold styling of the Megane hatch. More so since the facelift that installed elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. It also has to be said that there are plenty who find the whole hefty rump thing a little too much for their palate. Renault have diversified the Megane with the Scenic, Grand Scenic, Coupe Cabriolet and Sport Saloon versions but for those who truly appreciate a tidy rear end, the Sport Tourer has to be the pick of the bunch. Prices start at £14,230. Manufactured in Palencia, Spain alongside the hatchback models (The saloon is assembled in Bursa, Turkey) the Sport Tourer cuts quite a dash. Although the nose is familiar Megane fare, the rear end tapers to a neat facsimile of the Laguna Sport Tourer, itself quite a looker. In common with the Megane Sport Saloon, it features an additional 61mm grafted into the wheelbase. This means that rear seat passengers will be able to stretch out that little bit more. The bigger wheelbase also means that the rear pair of doors are more generously cut which eases access to the back seats. The rear overhangs behind the rear wheels have been stretched by 230mm which helps the Megane Sport Tourer to a quite eye opening luggage capacity. With the rear seats in place, there’s a full 520 litres available, which makes it a good 45 litres larger than the sleek Laguna Sport Tourer, a car that’s meant to function as the Megane’s big brother. Challengers such as the Peugeot 307 SW and the Fiat Stilo Multi Wagon can only look on in envy.

"For those who truly appreciate a tidy rear end, the Sport Tourer has to be the pick of the bunch"

Three petrol engines are available; a 98bhp 1.4-litre 16v, a 115bhp 1.6-litre 16v with variable valve timing and a 136bhp 2.0-litre 16v, again with VVT. Four diesels are also on offer, 86bhp, 106bhp 1.5-litre dCi powerplants for budget customers and a 130bhp 1.9-litre dCi unit or a 150bhp 2.0-litre dCi for those looking for something with a little more shove. The diesel engines are certain to prove more popular with British buyers and Renault’s expertise in this field gives it a significant advantage over many rivals. The dCi diesels are all smooth and pleasantly punchy, but the 150bhp 2.0-litre unit is exceptionally good. If you want a diesel automatic, now you can have one with the 1.9-litre dCi 130 offered in conjunction with Renault’s Pro-Active gearbox. In case you’re wondering why the Sport Saloon and Sport Tourer are built on production lines thousands of miles apart, it’s largely due to the fact that despite the stretched chassis, the Sport Tourer actually shares some eighty per cent of its parts with its hatchback siblings. Renault’s brand strategy here is particularly clever. The Sport Tourer and Sport Saloon models will help fulfil Renault’s international development objectives by notching up over a third of their sales outside the company’s traditional Western Europe stronghold. The two cars are specifically designed to complement each other geographically. The Sport Tourer will appeal to markets in northern Europe and Italy, where estate cars are an established part of the automotive scenery, whereas the Sport Saloon is aimed largely at markets outside Western Europe, in which 'three-box' saloons are popular. No matter how striking you may find the exterior styling, for many the biggest surprise will come when they drop into the driver’s seat of the Sport Tourer. The design is neat without being gratuitously radical, but the real revelation is the great strides forward made in terms of quality of materials and finish. It’s almost as if a Renault designer’s company hack was rear-ended and he got an Audi courtesy car for the week. Soft feel plastics, quality fabrics and a cohesive design philosophy means a not-so-fond farewell to old-school Renault interiors, many of which were built with the visual drama and structural integrity of a film set. Genuine innovation is in evidence. Take Renault’s anti-submarining airbag, a device which leaps forth from the seat cushion to protect the pelvis. This replaces the traditional (and some would say uncomfortable) hump at the front of the seat and is a neat solution that provides both comfort and unparalleled safety, effectively making it impossible to slide beneath the seatbelt in the event of an accident. Renault’s unparalleled experience in the MPV market shines through, not only in terms of passenger space – which is excellent - but also in the provision of multifarious cubbies, boxes and pockets. There’s a hatch in the floor to stow valuables, storage boxes between both front and rear seats and even a chilled glove compartment. The metallic hoop handbrake is a neat touch, although motoring anoraks will remember a similar device in the Alfa 75 of the eighties. The Megane Sport Tourer is a car that younger customers may well find appealing. The traditional estate buyer will still look to big Volvos and Subarus but if you need a sporty, modern way of transporting your lifestyle addenda or DIY paraphernalia, the Megane Sport Tourer makes a good fist of the job. Never frumpy yet still able to lug surprisingly big loads, it’s enough to change your perception about estate cars.

Facts At A Glance CAR: Renault Megane Sport Tourer range PRICES: £14,230-£19,420 – on the road INSURANCE GROUPS: 3E-8E CO2 EMISSIONS: 120-191g/km PERFORMANCE: [2.0] Max Speed 125mph / 0-60mph 9.5s FUEL CONSUMPTION: [2.0] (combined) 35.5mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4500/1777/1457

FRENCH ECONOMY IN STUNNING SHAPE The Diesel Versions Of The Renault Megane II Are A Beguiling Blend Of The Radical And The Realistic. By Andy Enright.

How things change. Wind the clock back just five years and the prospect of driving a diesel family hatch was, for many road testers, an assignment tantamount to constructive dismissal. These days things are a lot different, with the diesel versions usually prompting a frenzied rush for the keys. Take Renault’s Megane II as an example. With an almost bewildering range of state of the art common rail diesel engines to choose from and a body that will stop passers-by in their tracks, the truly desirable diesel hatch has arrived.

Although time will doubtless dilute its impact, it’s still something of a kick to flip open the garage door and be greeted by a car that looks like an escapee from a motor show stand. Renault have a name for this effect. – ‘X Appeal’ – and claim that this has been responsible for encouraging sales. Of course, selling diesels in the UK isn’t a tricky job at the moment with more than 40% of all new registrations drinking from the black pump. The Megane II range offers a number of variations on the diesel theme. Those on a tighter budget can opt for 86bhp or 106bhp versions of the 1.5-litre dCi engine in Euro IV compliant form and not feel particularly hard done by. Should funds permit, most would consider the 1.9-litre version worth the additional outlay, in its latest 130bhp guise. The range-topping option is an advanced 2.0-litre dCi packing either a handy 150bhp or a serious 175bhp in Renaultsport guise. The 150bhp version still returns 52mpg average economy and the 175bhp will race from 0 to 60mph in eight seconds. As you’d expect, the Megane II offers an exclusively common-rail diesel range. So buyers of the entry-level model aren’t saddled with diesel technology from the Industrial Revolution. The 1.9-litre dCi 130 is currently the only Megane oil-burner offered with automatic transmission. Available in both hatchback bodystyles, plus saloon, estate and Coupe Cabriolet guises, the diesel models are offered in three-door Extreme, Dynamique and GT trims, or five-door Authentique, Expression, Dynamique, GT and Privilege guises, along with the usual limited run special editions. Going into all the permutations of trim, body and engine availability would probably use all the space we have available for this road test, so let’s just say that the diesel range breaks down into a wide range of different models and leave it at that.

"Unlike many rivals, the Megane II offers an exclusively common-rail diesel range"

Although the 1.5-litre engine is a little slower than its big brother, one benefit of sharing the same high-tech engineering is that fuel economy is superb. A touring fuel consumption figure of over 70mpg is scarcely credible for such a sizeable car and the average figure of 60.1mpg still beggars belief. The sprint to 60mph in the 86bhp version will take just over 12.7 seconds and a top speed of 106mph means normal motorway cruising is relatively relaxed. One of the main reasons diesel is set to make petrol-engined cars a quaint extravagance is emissions regulations and the Megane II’s 1.5-litre 86bhp engine underscores this superiority, emitting a mere 120g/km of CO2 per kilometre. The 1.9-litre engine has a useful mid range punch, in 130bhp form taking barely more than 9 seconds to get to 60mph with a top speed of 124mph. Average fuel economy of over 47mpg and emissions figures of 148g/km are about as good as it gets for this sort of car. The spread of torque isn’t as wide as in some rival offerings, but the gearchange is good enough to make flicking up and down the gearbox good fun. The 2.0-litre is by far the most impressive powerplant, using variable geometry turbocharging and piezo-electric injection technology to produce a stonking 340Nm of torque at 2,000rpm in 150bhp form. The 175bhp Renaultsport dCi model is more muscular still. Today’s Megane II doesn’t differ all that much from the original, with Renault sensibly deciding to gently massage their winning formula rather than drastically change it. More observant members of the public might spot elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. The rear benefits from it’s own re-sculpted bumper and revised light clusters while, inside, the instrument binnacle features chrome-ringed dials with white background lighting. Genuine innovation is much in evidence. Take Renault’s anti-submarining airbag, a device which leaps forth from the seat cushion to protect the pelvis. This replaces the traditional (and some would say uncomfortable) hump at the front of the seat and is a neat solution that provides both comfort and unparalleled safety, effectively making it impossible to slide beneath the seatbelt in the event of an accident. Like the Laguna II, the Megane features a card rather than the traditional key, and multiplex wiring systems ensure that all of the usual refinements such as rain-sensing wipers, cruise control with speed limiter and automatic headlamps are available. Spend more and you can even specify a full-length sunroof and Carminat satellite navigation. As long as you’re comfortable with the avant-garde styling, it’s difficult to see any impediments to the Renault Megane II diesel models’ relentless march up the sales charts. All the engines and body styles have a lot going for them. The pricing is refreshingly realistic and the great strides in quality and safety put the Megane onto the shortlists of buyers who would previously never have contemplated the mid-range Renault. Such a bold move from Renault deserves a reward. It looks like they’re reaping it.

Facts At A Glance CAR: Renault Megane II diesel range PRICES: £13,260-£21,260 - on the road INSURANCE GROUPS: 4-10 CO2 EMISSIONS: 120-144g/km PERFORMANCE: [1.9] Max Speed 124mph / 0-60mph 9s FUEL CONSUMPTION: [1.5] (urban) 50.4 (extra urban) 70.6 (combined) 61.4mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4209/1777/1457

CUP TIED In Proper Renaultsport Tradition, The Megane 225 Has Spawned A Stripped Out, High Value, Super Focused Cup Edition. Andy Enright Reports

Renault are getting pretty good at this sort of thing. The Renaultsport Clio 182 Cup proved to be the hot hatch hit with track day paddocks stuffed to the gunwales with the things. Therefore, it was only right and proper that Renault reprised the trick with their Megane 225. In offering much the same recipe of less weight and equipment but with a big slash in the asking price, this Megane could well become another sales winner.

Could is the operative word. Whereas the Clio was in a league of its own when it came to performance per pound, there are a few other cars that the Megane Cup needs to muscle aside. The trouble it faces comes in the shape of Honda’s Civic Type-R, Vauxhall’s Astra VXR and Ford’s Focus ST - three extremely talented cars that appeal to those looking for scalpel-sharp front-wheel-drive hatches with some serious power. Priced at £18,960, the Megane Cup looks very good value for money, undercutting the leading contenders. The Megane Renaultsport 225 ‘family’ now comprises the Cup as the entry level model with the standard car positioned above that and the plush F1 R26 at the top of the line-up. It is with the F1 that the Cup shares many of its suspension enhancements. The ‘Cup Chassis’ on which this car rides has been specially developed for the purpose of putting a big stupid grin on the face of persons ensconced behind the wheel. Extra support has been added to stiffen things up, reducing body roll when cornering, cutting back on nose dive under braking and toning down any speedboat style pitching when you put the hammer down. The front suspension has also been tinkered with to sharpen up the turn in and counteract any understeer. The standard Renaultsport Megane is an impressively composed handler for a powerful front-wheel-drive car but the Cup makes a significantly lither proposition with more urgency injected into the driving experience. These chassis modifications and revised settings are offered as an optional ‘Cup Chassis’ pack for existing Megane 225 models.

"The Megane Renaultsport Cup is a very different car to its more relaxed big brother"

The front and rear brake discs are cross-drilled for improved performance in the wet and more efficient cooling, while the diameter of the master cylinder has been increased to 25.4mm - a move which is said to deliver increased feel with less pedal travel. Perhaps more salient are changes wrought on the electronics designed to keep the Megane Cup on the straight and narrow. The ESP system can be switched off at speeds above 35mph so drivers can get closer to the car’s limits. It’ll still cut back in to try and save the situation if it thinks you’re in danger of coming a cropper but the tolerance threshold for this intervention has been raised with the aim of making the ESP less intrusive. The brake assist system has also been ditched on the Cup, further reducing the level of electronic interference. As much as what you do get, this Cup model is about what’s not included. Out goes the standard Megane 225’s six-disc multichanger in favour of a single slot item and the hands-free Renault Card ignition system is also junked in favour of a simple key. The tyre pressure monitor, the leather trim on the doors and armrest, the metallic paint and the carpet mats also get the red pen treatment. The only standard colour offered is Capsicum Red but if you don’t fancy that, there are a number of optional metallic finishes available. The Cup also benefits from a new power-assisted steering system with a ‘tube-in-tube’ sliding joint for enhanced steering feel and special High Frequency Curve Assist software which affects the way the steering reacts when cornering. When you turn that wheel, you’ll also be turning the 18" 12-spoke anthracite alloy ones that come with all Cup models. These are each 1.5kg lighter than the equivalent rolling stock found on the standard Megane 225 and they’re shod with specially designed Dunlop SP Sport Maxx tyres. Removing 1.5kg from the revolving weight is broadly equivalent to 4kg of normal sprung weight, so these wheels have the effect of shaving around 16kg off the Megane’s bulk. This helps in turn to shave 0.2 seconds off the car’s sprint to 60mph, notching off the benchmark in just 6.1 seconds. The re-geared steering is well weighted and the car turns into corners eagerly. There’s little sign of the uneven weight distribution or sketchy traction that can plague powerful front-wheel-drive cars with front-mounted engines. Don’t expect to gain the same level of driver involvement as in some more raw-edged competitors but the Megane feels composed, fast and fun on the kinds of journeys buyers are likely to encounter. The engine is obviously a key part of this and in the Megane Renaultsport Cup’s case, we’re talking about a 2.0-litre turbocharged unit with 225bhp. The power delivery is smooth with the 300Nm maximum swell of torque hitting the road at 3,000rpm and the full power arriving at 5,500rpm. More useful in assessing the car’s overall character is the fact that well over 250Nm of torque is being produced from as low as 2,000 all the way up to 6,000rpm. This creates a high level of flexibility and coupled with the absence of any serious turbo lag, it means that there’s power instantly available in most gears at most engine speeds. The 32mph average fuel consumption is very impressive in a vehicle with this rarefied level of performance. Only offered in three-door guise, the Megane Renaultsport 225 Cup makes a far more convincing value proposition than its big brother. What’s more, the changes made have transformed its character. Whereas the standard car felt like a mature A-road destroyer but lost its composure on anything more demanding, the Cup feels like Megane 225 Version 2, a car that has evolved in response to criticisms laid at the door of the original. Before putting your name down for a Ford Focus ST or a Vauxhall Astra VXR, it’s worth taking a test drive. You might just surprise yourself.

Facts At A Glance CAR: Renault Megane Renaultsport 225 Cup PRICE: £18,960 – on the road INSURANCE GROUP: 15E CO2 EMISSIONS: 209g/km PERFORMANCE: Max Speed 147mph / 0-60mph 6.1s FUEL CONSUMPTION: (urban) 24.6mpg (extra urban) 40.4mpg (combined) 32.1mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS / EBD / ESP / ASR WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4228/1777/1437

GET A LITTLE MORE OF WHAT YOU FANCY Renault’s Present To Diesel Buyers Is A 130bhp 1.9-litre dCi unit. Andy Enright Straps In

When Renault first introduced the Megane, they dropped a bit of a clanger. On paper, everything should have been smooth sailing. They were introducing a box-fresh car with a range of decent common-rail diesel engines into a market that was blowing up, yet maybe they hadn’t read the small print. Not all the engines were Euro IV-compliant, and those that weren’t were instantly scored from the shortlists of corporate buyers. The flagship 120bhp diesel was such a victim and as soon as it was launched it was dead in the water. Thankfully Renault have re-engineered this powerplant. It’s back again in a facelifted Megane. Cleaner and more powerful than before, but have they missed the boat?

The Megane squares up against rivals such as Ford’s Focus, Vauxhall’s Astra and Peugeot’s 307, all of whom have had a wide range of low-emission diesel engines for some time. Although the Peugeot (despite its facelift) is a little long in the tooth, newer entrants like the SEAT Leon and the Citroen C4 are lining up to replace the Renault in the bid for the business user’s pound. The 120bhp dCi unit was always a pleasant engine to drive, if not to foot the tax bill for, but the 130bhp powerplant is better in both key regards. Naturally, it’s a little quicker off the blocks, getting to 60mph in just 9 seconds. Given its head, it’ll run on to a top speed of 124mph which makes it quick enough for most of us. As with all turbodiesel cars, these figures disguise the real performance capabilities, which lie in the mid-range urge. Torque has been plumped up to a healthy 221lb/ft which is roughly the same as a Mercedes E280. You can take it as read that this Renault isn’t going to be embarrassed by any outside lane cut and thrust. As expected, fuel economy is a strong suit, the Megane turning in a combined figure of 50.4mpg. Carbon dioxide emissions are a reasonable 148g/km and the tick in the Euro IV box means that business users who choose this car sidestep the three per cent benefit in kind charge.

"Renault may score low on timekeeping but it’s tough to fault the end result"

The six-speed manual box allows for very relaxed cruising and also means that it’s easier to plug the Renault into the meat of the torque curve at each opportunity. Research has shown that many diesel drivers actually use their gearboxes very poorly and rely on the low down lugging power of their engines instead of dropping down a cog. Drive in this lazy manner and higher emissions are the inevitable result as unburnt hydrocarbons exit the combustion chamber. There are many customers who prefer the power delivery of a diesel engine and also enjoy the fact that they have a far longer range than their petrol counterparts, meaning less tedious fuel stops. What also counts in the Megane’s favour is the fact that sales to date have backed Renault’s gamble on that adventurous shape. 2.4-million Megane models were shifted to customers in Western Europe between 2002 and 2005. Expect to pay from £15,950 for an Expression five-door or a Dynamique three-door hatch. There’s also a four-door saloon version offered as well as the attractive Coupe Cabriolet. Opt for the drop top and you’ll need over £20,500 for the Dynamique and £1,000 more for the privilege of a Privilege. Interestingly, there’s also an automatic gearbox option which suits the dCi130’s languid, muscular style. Although time will doubtless dilute its impact, it’s still something of a kick to flip open the garage door and be greeted by a car that looks like an escapee from a motor show stand. Renault have a name for this effect. – ‘X Appeal’ – and claim that this has been responsible for encouraging sales. Of course, selling diesels in the UK isn’t a tricky job at the moment with more than 40% of all new registrations drinking from the black pump. Today’s Megane II takes things on to another level. More observant members of the public might spot elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. The rear benefits from it’s own re-sculpted bumper and revised light clusters while, inside, the instrument binnacle features chrome-ringed dials with white background lighting. Ride quality is good, the Megane remaining composed through corners and dismissing rolls, dips and humps with disdain, but cats eyes and expansion joints can occasionally send a jolt through the cabin. Most of the time, however, you’ll merely be astonished at the Megane’s refinement; road noise and trademark diesel engine thrum are muted to almost silence. The steering takes a little getting used to, but once you’ve become accustomed to its strong self- centring action, it makes a better overall impression. More than the styling, more than the driving experience, for many the biggest surprise will come when they drop into the driver’s seat of the Megane II. The design is neat without being gratuitously radical, but the real revelation is the great strides forward made in terms of quality of materials and finish. It’s almost as if a Renault designer’s company hack was rear-ended and he got an Audi courtesy car for the week. Soft feel plastics, quality fabrics and a cohesive design philosophy means a not-so-fond farewell to old-school Renault interiors, many of which were built with the visual drama and structural integrity of a film set. Genuine innovation is much in evidence. Take Renault’s anti-submarining airbag, a device which leaps forth from the seat cushion to protect the pelvis. This replaces the traditional (and some would say uncomfortable) hump at the front of the seat and is a neat solution that provides both comfort and unparalleled safety, effectively making it impossible to slide beneath the seatbelt in the event of an accident. Like the Laguna II, the Megane features a card rather than the traditional key, and multiplex wiring systems ensure that all of the usual refinements such as rain-sensing wipers, cruise control with speed limiter and automatic headlamps are available. Spend more and you can even specify a full-length sunroof and Carminat satellite navigation. Better late than never, Renault have licked their diesel Megane range into shape. Communicating this message may be easier to beady-eyed fleet managers than to the man on the Clapham omnibus but that would appear to be the price Renault must pay for taking their eye off the ball.

Facts At A Glance CAR: Renault Megane II 1.9dCi130 diesel range PRICES: £15,950-£17,450 – on the road INSURANCE GROUPS: 7-8 CO2 EMISSIONS: 148-154/km PERFORMANCE: Max Speed 130mph / 0-60mph 9s FUEL CONSUMPTION: (urban) 39.8/ (extra urban) 58.9/ (combined) 50.4mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4209/1777/1457

STYLE WARS Not For Nothing Are The 1.6-litre Models The Most Popular Variants In The Megane II Range. They’re Also Hugely Significant For Parent Company Renault. Andy Enright Reports

As an example of how far the family hatch goalposts have moved, the Renault Megane II stands unchallenged. Time was when the purchase of a family hatch was one underpinned by solid fiscal virtues like retail price, economy or servicing costs. With such a lowest common denominator approach, quality was a subsidiary issue, as was safety and style. How things have changed. As well as offering keen value for money, cars like the Renault Megane II also offer more of the aspirational things that define desirability in a car.

Five 1.6-litre models are available if you set the saloons and Tourer estates to one side, all powered by the same 115bhp VVT engine. The range opens at £12,460 for the Authentique five-door or the Extreme 3-door, whilst £13,760 nets you either a Dynamique three-door or an Expression five-door. Fork out another £500 and you’ll be able to gain title to a Dynamique five-door with the plush Privilege topping the range at £15,260. It’s difficult to think of any comparable new vehicle that offers quite such a style statement for so little. The Megane II manages to make a Focus look lumpy and even makes cars like the Peugeot 307 and Volkswagen’s Golf appear pretty dumpy. Only Vauxhall’s Astra and the Honda Civic put up any sort of a challenge. Today’s Megane goes slightly further in the style stakes. More observant members of the public might spot elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. The rear benefits from it’s own re-sculpted bumper and revised light clusters while, inside, the instrument binnacle features chrome-ringed dials with white background lighting. The 1.6-litre engine tends to be the most popular choice in this sector and the engine the Renault campaigns with is a good ‘un. With a clear 17bhp advantage over its 1.4-litre sibling, the 1.6-litre powerplant emits just 163 grammes of CO2 per km, landing it with exactly the same tax liability as the 1.4-litre engine. It’s even able to boast superior urban fuel economy and is a good deal quicker. In fact, the Megane 1.6 can sprint to 60mph in just 10.9 seconds and keep going until it reaches 119mph.

"A credit-card style key and a quick prang of the starter button fires the 1.6-litre powerplant into life"

Whichever model you choose, the ride feels sporting; quite at odds with the flabby barges that have so often come from France over the years. The steering takes a little getting used to as well, the electrically assisted set up having a strong self-centring action that initially feels a trifle odd. You soon get used to it, but it proves just another departure from the run of the mill. With the Megane II, there are so many such features it’s sometimes difficult to believe it spawned from the original Megane. This was a car so middle-of-the-road it wouldn’t have looked out of place with cats eyes running over the bonnet and roof. The interior of the Megane II isn’t as eye-catching as the exterior lines, but look closer and you’ll spot scores of neatly-styled touches. Some of the shapes are voluptuous in the extreme, the cowling over the white backlit instruments saucily suggestive, whilst others like the dramatic handbrake reprise ideas seen on other cars. The interior door handles are neatly sculpted almost Mobius-like swirls which match the metallic finish used on the instruments. Soft feel plastics, quality fabrics and a cohesive design philosophy means a not-so-fond farewell to old-school Renault interiors. A credit-card style key and a quick prang of the starter button fires the 1.6-litre powerplant into life, the engine being pleasantly refined in the lower half of the range, but it reminds you of its presence if you really try to eke out every last horsepower. Space is fine up front with a wide range of adjustments available to the driving position, but long-legged frontal occupants will exact a penalty on rear legroom. That bustle-backed shape does wonders for rear headroom though. Even the three-door car can easily seat a six-footer. Luggage capacity is also pretty good, although the width of the rear aperture may limit the Megane II’s ultimate carrying ability. As with all contemporary Renaults, safety is a priority. Take Renault’s anti-submarining airbag, a device which leaps forth from the seat cushion to protect the pelvis. This replaces the traditional (and some would say uncomfortable) hump at the front of the seat and is a neat solution that provides both comfort and unparalleled safety, effectively making it impossible to slide beneath the seatbelt in the event of an accident. There’s also twin front and side airbags with full-length curtain bags to protect passengers from flying glass. It’s just as well you’ve got all that safety equipment because you may well spend a good deal of time admiring the Megane’s reflection in plate glass windows. Most of the attention is drawn to the rear, the Megane being treated to an Avantime-style bustle back. Rather than tone down the design, however, Renault have exaggerated it, creating a crazily intersecting riot of straight lines and arcs. When Patrick Le Quement, Senior VP of Renault Corporate design talks of "the understated dimensions of the boot" you really have to wonder whether he’s looking at the same car. Perhaps Patrick has a talent for understatement as well as design. In 1999 a Frenchman called Benoit Borchard produced a fifty page document that proved the genesis of the Megane II. It covered everything from target customers to what sound the doors should make. If the 1.6-litre Megane II models are anything to go by, Borchard should be hailed as a visionary. It’s a brave car that campaigns in a traditionally conservative market segment. The only way to reward Renault for not playing safe and offering us another middleweight snoozemobile is to vote with your wallet. Just how brave are you?

Facts At A Glance CAR: Renault Megane II 1.6 range PRICES: £12,460-£16,260 – on the road INSURANCE GROUPS: 5-6 CO2 EMISSIONS: 163g/km PERFORMANCE: Max Speed 119mph / 0-60mph 10.9s FUEL CONSUMPTION: (urban) 32.1mpg / (extra urban) 49.6mpg / (combined) 41.5mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4209/1777/1457

GLASS ACT Renault’s successful Megane Coupe Cabriolet range receives a rejigging. Andy Enright walks you through the line-up

With so many radical new models being launched in the last couple of years, perhaps Renault needed to take a small breather. That’s perhaps one explanation for the modest changes it has made to the Megane Coupe-Cabriolet range, another being a desire not to mess with what was patently a winning formula.

British customers have taken to the option of shutting out the worst the British weather can deal and then flipping their tin-top lids as soon as the mercury thaws out. And although Peugeot initially stole a march on Renault in this area, La Regie came storming back with the Megane CC, a car that made its arch-rival the 307 CC look pudgy and clumsy. Where Peugeot wrought some fairly radical cosmetic surgery on its car, Renault maybe didn’t need to try so hard with its mid-life round of changes. Let’s get one thing clear from the outset. If you’re looking for a sharp drive, a coupe cabriolet probably isn’t the ideal place to start. Yes, they are getting better in this regard but the earlier models, into which we must bracket the Megane CC, feel a little flexible when the hood is down. Most customers will take the occasional shudder of the rear view mirror or clonk from the chassis over potholes as par for the course and the relaxed feel of the Megane, even with the turbocharged 2.0-litre engine option, makes it less of a problem than in models that try a little too hard. Renault also aces its French rival Peugeot by offering no fewer than five engines and three different transmission choices. The entry-level engine is a 115bhp 1.6-litre VVT unit, there’s also a 136bhp 2.0-litre VVT powerplant for those with a heavier right foot and real speedsters will like the 165bhp 2.0-litre Turbo. A little moment of history was made as well – the Megane Coupe-Cabriolet was the first hard-top cabriolet to feature a diesel engine. Nowadays, there are three, a 130bhp 1.9-litre dCi, a more affordable 106bhp 1.5-litre dCi and a range-topping 2.0-litre dCi 150. With the roof in place, few would finger the Renault as a drop top. The glass roof has been developed by Karmann and takes a mere 22 seconds to fold in on itself, secreted within a cassette in the boot. No latches need to be undone to expedite this process, a button on the centre console taking care of everything. The actual glass itself is 4mm thick Venus 35 glass and features excellent thermodynamic and acoustic properties. It also features a heated rear window and it eliminates the usual ageing worries associated with soft tops. What’s more, it’s impressively thief and vandal proof.

"With the roof in place, few would finger the Renault as a drop top"

Despite sharing a strong family resemblance with the Megane hatch, in fact only the front headlamps, grille and bumper section and front bonnet are shared with its more practical sibling – though inside, the dashboard and the front seats are identical to those in Megane II. Designed by Renault’s Corporate Design Department, the Megane Coupe-Cabriolet is a very sleek car when the roof is down. With the roof up the silhouette is unconventional, the low dome of the roof and the long rear boot lid a little unusual but it’s a shape many are now very familiar with. The key changes to this car have come in adding more equipment and also inserting an additional trim level into the Megane CC range, the Dynamique S. Although prices remain largely unchanged, the trim structure now reads: Extreme, Dynamique, Dynamique S and Privilège, with prices ranging from £17,295 to £23,190. At the base of the range, the Extreme gains air-conditioning, a CD stereo and a leather-trimmed steering wheel, while the big-selling Dynamique adds climate control, 17" alloys and cruise control with speed limiter. The Privilège levers in standard ESP (Electronic Stability Programme) with ASR traction control and CSV understeer control, along with a full beige leather interior. The Dynamique S comes resplendent in full dark carbon leather upholstery, metallic paint, the same 17" ‘Jarsalle’ alloy wheels as featured on the GT hatch models, plus chromed roof arches to accentuate the car’s roofline and dark grey headlamp surrounds to distinguish the model still further. Given that it only costs around £270 more than the Dynamique, model for model, it’s easy to see this derivative capturing plenty of sales. How much you choose to spend on the Megane CC very much depends on what engine choice you make. If you’re a low mileage driver, the less powerful petrol engines work out as the most economical bet, the 1.6-litre Extreme undercutting the entry-level diesel, the 1.5dCi Dynamique, by a good £1,500. All of the engines perform well in terms of fuel economy. The 1.9-litre dCi diesel is the standout performer, returning 49mpg, with even the thirstiest model, the 165bhp 2.0-litre petrol turbo, eking 35 miles from a gallon of unleaded. The Megane CC’s excellent safety and security record, coupled with modest cost of repair and relatively sedate target customers ensures insurance ratings are a group or two lower than you might at first reckon. Figure on Group 7 for the entry-level cars and Group 13 for the quickest models, on average a whole group lower than the closest rival, the Peugeot 307CC. Depreciation holds firm at around 47 to 48 per cent of retained value three years down the road for most of the petrol models, rising to around 51 per cent for the 1.9-litre diesels. There is a case for thinking the Renault Megane Coupe-Cabriolet has its work cut out. The long and short of it is that in a notoriously fashion-conscious sector of the market, there are many fresher faces about. Despite this, sales have held very firm and the latest editions offer even stronger value with the Dynamique S model looking particularly attractive. One area where Renault has never been second best is in the range and quality of engines offered and of the selection available, the 1.9-litre dCi is probably the best bet. Where the Megane scores is in offering features like the hands-free Renault Card for access and ignition, the glass roof, the integrated fuel filler cap and the aviation-style hand brake. These all contribute to the impression that some thought has been paid to styling. Designing a bland-looking coupe-cabriolet is an unforgivable automotive crime.

Facts At A Glance CAR: Renault Megane Coupe-Cabriolet range PRICES: £17,295-£23,190 - on the road INSURANCE GROUPS: 7-11 CO2 EMISSIONS: 133-196g/km PERFORMANCE: [2.0] Max Speed 127mph / 0-60mph 9.9s FUEL CONSUMPTION: [2.0] (combined) 34mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4350/1780/1420

THE BEST THINGS IN LIFE ARE FREE The 1.4-Litre Renault Megane Freeway may not be free but Renault has given it a decent specification and reduced the price. That sounds like the next best thing. Andy Enright reports

Join me, if you will, on a journey back through time. We’ll set the machine to 1995, a gentler time before ASBOs were invented, when the War on Terror had yet to be dreamed up and when a humorous night’s entertainment could be had by reading a Rover service manual. If you were shopping for a stylish hatchback, the options were pretty thin. Citroën Xantia? SEAT Cordoba? Vauxhall Astra? No, me neither. Renault’s Megane was doing decent business and the Megane RN 1.4e was priced at £10,690. Spool forward to the present day and you can get a 1.4-litre Megane for £8,988. This is the sort of progress I like. By 2050 I might well be tempted.

Even as it stands, the Megane Freeway looks a conspicuous bargain. By any measure, £9,000 doesn’t buy you a whole lot of new car these days. Even something like a base model Kia Cee’d would bust that particular budget. Suddenly the Megane Freeway looks a very smart piece of business indeed. This price represents a saving of around £2,700 on the entry-level Megane Authentique upon which it’s loosely based. This, in effect, means that you’re getting a full-sized family hatch for the price of a supermini. Targeted at retail buyers, the Freeway comes equipped with anti-lock brakes with electronic brakeforce distribution to direct maximum stopping power to whichever tyre can best deploy it. There’s also electric front windows and Renault’s smart keyless entry system which uses a card that can be slipped into a jacket pocket without tearing holes in the liner. A trip computer is also standard equipment and the only option is metallic paint.

"Even with this budget price, it’s good to see Renault hasn’t compromised on safety"

This generation Megane came in for a revision last year, with Renault sensibly deciding to gently massage their winning formula rather than drastically change it. More observant members of the public might spot elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. The rear benefits from it’s own re-sculpted bumper and revised light clusters while, inside, the instrument binnacle features chrome-ringed dials with white background lighting. The 1.4-litre version we examine here represents the first rung of Megane ownership and to date, the models fitted with this engine have sold very well. Unlike certain other variants, the Freeway is only offered with the five-door hatchback body so if you’re looking for a cut-price Sport Hatch or Coupe-Cabriolet, keep looking. The engine is one that we have become fairly accustomed to. Fitted to the Clio and the previous generation Megane, it has been slightly breathed upon to produce 98bhp at 6,000rpm. You’ll need to work it hard to get near Renault’s posted performance figures, but 60mph in 12.5 seconds and a top speed of 114mph are perfectly respectable outcomes. Drive in a more relaxed fashion and you can expect to average around 42mpg. As with all contemporary Renaults, safety is a priority. Take Renault’s anti-submarining airbag, a device which leaps forth from the seat cushion to protect the pelvis. This replaces the traditional (and some would say uncomfortable) hump at the front of the seat and is a neat solution that provides both comfort and unparalleled safety, effectively making it impossible to slide beneath the seatbelt in the event of an accident. There are also twin front and side airbags with full-length curtain bags to protect passengers from flying glass. It’s just as well you’ve got all that safety equipment because you may well spend a good deal of time admiring the Megane’s reflection in plate glass windows. Most of the attention is drawn to the rear, the Megane being treated to an Avantime-style bustle back. Rather than tone down the design, however, Renault exaggerated it, creating a crazily intersecting riot of straight lines and arcs. When Patrick Le Quement, Senior VP of Renault Corporate design talked of "the understated dimensions of the boot" you really had to wonder whether he was looking at the same car. Perhaps Patrick merely has a talent for understatement as well as design. The underpinnings of the car are as modern as its styling. In partnership with Nissan, Renault has developed a new ‘C Platform’ which is currently the base for seven different Megane II body styles. Over 3 million of these vehicles were sold between 2002 and 2006 in Western Europe alone so it’s fair to say that the Megane hit the ground running. No matter how striking you may find the exterior styling, for many the biggest surprise will come when they drop into the driver’s seat of the Megane II. The design is neat without being gratuitously radical, but the real revelation is in terms of the quality of materials and finish. It’s almost as if a Renault designer’s company hack was rear-ended and he got an Audi courtesy car for the week. Soft feel plastics, quality fabrics and a cohesive design philosophy means a not-so-fond farewell to old-school Renault interiors, many of which were built with the visual drama and structural integrity of a film set. You had to put up with that back in 1995 if you bought an affordable medium range family hatch. Things have got better and things have got cheaper. What’s not to like?

Facts At A Glance CAR: Renault Megane II 1.4 Freeway PRICE: £8,988 – on the road INSURANCE GROUP: 3E CO2 EMISSIONS BAND: 161g/km PERFORMANCE: Max Speed 114mph / 0-60mph 12.5s FUEL CONSUMPTION: (urban) 31 (extra urban) 52.3 (combined) 42.2mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS with EBD WILL IT FIT IN YOUR GARAGE?: (5dr) Length/Width/Heightmm 4209/1777/1457

HAMMER TIME! If you’re looking for a hot hatch that can really walk the walk, look no further than the astonishing Megane Renaultsport range. Andy Enright is a convert

Renault has some form when it comes to hot hatches. Pick virtually any year in the modern era of performance cars and you’ll find a Renault challenging for honours in the pocket rocket class. From the Renault 5 Turbo 2, through the 5 GT Turbo, Clio 16v and Clio Williams to the modern Clio 197, Renault has always been there or thereabouts. The problem it had was that while the smaller cars were fantastic, whenever the French company tried to make a slightly larger sports model, it fell flat on its face. Anyone remember the Renault Fuego Turbo or the 18 Turbo? Ugh. It was only with the Renault 19 16v that some sort of form line appeared and the latest Megane Renaultsport models see the French company at the very top of the pile for the very first time in this sector. It took the market a while to catch onto quite how good these cars are but for the committed enthusiast, there really is very little option but Renault.

First off, it’s probably best to run through the Megane Renaultsport team sheet. First up are the most modest versions, the dCi175 diesels, available in either three or five-door form, standard or Lux. Then there’s the three-door 225 Cup Sport Hatch and the hardcore 230 F1 Team R26 and at the top of the range, either three or five-door 225 Lux models. The diesels will get to 60mph in 8 seconds on the way to a 137mph top speed. Think of them as Renaultsport’s gentle introduction. If you’re intent on leaping in at the deep end, go for one of the 225 models. The power delivery is smooth with the 300Nm maximum swell of torque hitting the road at 3,000rpm and the full power arriving at 5,500rpm. 60mph comes and goes in 6.5 seconds. For the full-on hit, go for the F1 Team R26 edition and accept no substitute. Its clever differential gives it incredible front end grip and that 230bhp engine catapults it out of corners like you wouldn’t believe. It’ll notch off the sprint to 60mph in just 6.2 seconds and rides on a stiffer chassis with beefier brakes. One to go supercar hunting with in other words.

"Hot hatches should be about handling, handling and yet more handling"

One of the most appealing things about the Megane Renaultsport range is despite being graded from warm or hot to incandescent, all models, whether three or five-door, retain a respectable level of practicality. You’ll get adults in the back and a decent amount of luggage in the boot. While being rapid cross country transport, these cars rarely draw attention to themselves unless you’re the extrovert who opted for a Liquid Yellow F1 Team R27 with the graphics across the roof. Build quality appears good. We ran a 225 Cup for some time and despite being treated to an appalling leathering on track on a regular basis, it still felt as tight as a drumskin when we handed it back to Renault. The design is neat without being gratuitously radical, but the real revelation is the great strides forward made in terms of quality of materials and finish. It’s almost as if a Renault designer’s company hack was rear-ended and he got an Audi courtesy car for the week. Soft feel plastics, quality fabrics and a cohesive design philosophy mean a not-so-fond farewell to old-school Renault interiors, many of which were built with the visual drama and structural integrity of a film set. Some have groused about the Megane’s styling but that ‘bubble butt’ look has worn in well and the wheel and spoiler kits fitted to these models aren’t overly in your face. Prices kick off at £18,950 for a dCi 175 Sport Hatch (Renaultspeak for three-door) with the Lux model tacking £1,400 onto that price. The entry level car comes with 17-inch alloy wheels, cruise control, grey cloth upholstery, ESP stability control, and leather trim for the gearknob and wheel. Lux specification includes 18-inch rims, an uprated stereo, climate control, leather upholstery, metallic paint and a hands free Renault key card. The 225 Cup Sport Hatch is priced at £18,960 and this features a stiffer chassis, beefier brakes and sharper steering. Pay another £900 and you get the jewel in the Megane Renaultsport firmament, the 230 F1 Team R26 with its bucket seats and anthracite 18-inch alloys. The most intriguing inclusion on the R26 Megane is that of a limited slip differential to help it deploy all that power through the front wheels. The differential can divert torque away from a wheel that’s loosing traction so that the chance of wheelspin is lessened and forward progress is better maintained. The car is available in the Liquid Yellow metallic paint which once graced the bodywork of the Clio Renaultsport V6. Many will find this car a little too rabid for everyday use and will instead prefer the 225 Lux models in either three or five door form priced at £19,860 and £20,360 respectively. Although the upfront prices seem quite beguiling when compared to something like a Golf GTI, it’s worth bearing in mind that if you buy a Megane Renaulsport model, it is overwhelmingly likely that you will drive it as if you get bonus points for keeping the throttle mashed to the bulkhead for as long as possible. Even the comparatively sensible dCi175 diesel model rewards press-on driving. This will mean that even the diesel’s 43.5mpg combined fuel economy figure will be tough to replicate. Even harder will be attempting to get close to the 33.2mpg published figure for the petrol cars. The good news is that the cat is now truly out of the bag and performance enthusiasts everywhere know that these cars are the real deal. The upshot of that is that residual values, which were initially very weak, have firmed up nicely as used examples that haven’t been too badly abused become increasingly sought after. Insurance for the petrol cars is rated at Group 17. It sounds a lot but viewed in the light of the ability these cars possess, take it from me, it’s a bargain. Hot hatches should be about handling, handling and yet more handling. Virtually everything else is just trimming. Having watched a Ferrari 360 Modena fall off the Spa race track trying to stick with my Megane Renaultsport 225, there’s little doubt that this car has what it takes. Factor in some very good engines and you have the required ingredients for a future hall of famer. The dCi diesel models represent an interesting first step and make sensible real world choices but just on occasion it’s worth volunteering for the full-on experience and for that you need to be pouring unleaded down your Megane Renaultsport’s neck. Forget about the Volkswagen Golf GTI, the Ford Focus ST or the SEAT Leon Cupra. Hot hatches come no more pugnacious than the Megane. It’s always up for a ruck. The question remains are you?

Facts At A Glance CAR: Megane Renaultsport range PRICES: £18,950 - £20,350 - on the road INSURANCE GROUPS: 14-17 [est] CO2 EMISSIONS: 172-200g/km PERFORMANCE: [F1 Team R26] Max Speed 147mph / 0-62mph 6.2s FUEL CONSUMPTION: [F1 Team R26] (combined) 33mpg STANDARD SAFETY FEATURES: [F1 Team R26] Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS / EBD / ESP / ASR WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4228/1777/1437

STYLE TRIAL The Renault Megane II Has Made Quite An Impact Since Its Introduction. Here We Take A Look At The 2.0-Litre Petrol Cars. By Andy Enright

So, the Renault Megane II waltzed off with the 2003 European Car of The Year Award. Now we’ve become used to seeing the car and it’s strangely conceived bottom out and about on the road, perhaps we can take a coldly rational view of proceedings. The 2.0-litre petrol models will never be the big sellers but they give us a glimpse of what Renault can do when it brings its A game.

It has to be said that the European Car of The Year panel have taken some rather peculiar decisions down the years. In 1982 the Renault 9 (anybody?) saw off the far more accomplished Volkswagen Polo. Of course, we have the benefit of hindsight to highlight each entrant’s lasting legacy, but it’s still illuminating to note how often the experts get it wrong. Automotive giants like the Audi Quattro and the Renault Espace never got a sniff of the title whereas in 1990, the mighty Mercedes SL was bested by the not-so-wonderful Citroen XM. A few eyebrows were also raised when, in 1996, Fiat’s Brava/Bravo got the nod over a number of more pressing claims. By and large, however, the panel get it right, recent years having seen the Alfa 156, the Toyota Yaris, the Renault Scenic, Fiat’s Panda and Renault’s Clio rightly win the crown. Looking back, we can probably say that the Megane II was the right choice as well, it certainly stirred-up the previously mundane family hatch sector some. The 136bhp 2.0-litre models are available in three-door Dynamique trim, priced at £14,760 or five-door Dynamique and Privilege variants priced at £15,260 and £16,260 respectively. The other option is the 2.0-litre Turbo engine which powers the Megane Renaultsport, and various derivatives thereof, in 225bhp and 230bhp form but is also available in standard Megane GT models with a less frantic 165bhp output. You can also get the standard 2.0-litre unit in Saloon and Sport Tourer guise but the Turbo is restricted to the hatches and the Coupe Cabriolet. Powered by the 136bhp 16-valve engine with variable valve timing, the standard models offer a more sporting drive than you might expect. Admittedly, that’s not saying too much, Renault concentrating on a family friendly approach with the latest generation Megane leaving the range-topping Renaultsport cars to wow the crowds, but a sprint to 60mph in 9.2 seconds is not to be sniffed at, nor is a top speed of 124mph. One advantage of the VVT engine is that at more sedate throttle openings, it’s very fuel-efficient and an overall return in excess of 35mpg is a testament to Renault’s engineers.

"An overall economy figure in excess of 35mpg is a testament to Renault’s engineers"

Whether you opt for three-door or five, the ride feels reasonably sporting; quite at odds with the flabby barges that have so often come from France over the years. The steering takes a little getting used to as well, the electrically assisted set up having a strong self-centring action that initially feels a trifle odd. You soon get used to it, but it proves just another departure from the run of the mill. With the Megane II, there are so many such features it’s sometimes difficult to believe it spawned from the original Megane. This was a car so middle-of-the-road it wouldn’t have looked out of place with cats eyes running over the bonnet and roof. Most of the attention is drawn to the rear, the Megane being treated to an Avantime-style bustle back. Rather than tone down the design, however, Renault have exaggerated it, creating a crazily intersecting riot of straight lines and arcs. When Patrick Le Quement, Senior VP of Renault Corporate design talks of "the understated dimensions of the boot" you really have to wonder whether he’s looking at the same car. Perhaps Patrick has a talent for understatement as well as design. Today’s Megane II moves the game on a little further. More observant members of the public might spot elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. The rear benefits from it’s own re-sculpted bumper and revised light clusters while, inside, the instrument binnacle features chrome-ringed dials with white background lighting. The interior of the Megane II isn’t as eye-catching as the exterior lines, but look closer and you’ll spot scores of neatly-styled touches. Some of the shapes are voluptuous in the extreme, the cowling over the main instruments saucily suggestive, whilst others like the dramatic handbrake reprise ideas seen on other cars. The interior door handles are neatly sculpted almost Mobius-like swirls which match the metallic finish used on the instruments. Soft feel plastics, quality fabrics and a cohesive design philosophy means a not-so-fond farewell to old-school Renault interiors. A credit-card style key and a quick prang of the starter button fires the 2.0-litre powerplant into life, the engine being pleasantly refined in the lower half of the range, but it reminds you of its presence if you really try to eke out every last horsepower. Space is fine up front with a wide range of adjustments available to the driving position, but long-legged frontal occupants will exact a penalty on rear legroom. That bustle-backed shape does wonders for rear headroom though. Even the three-door car can easily seat a six-footer. Luggage capacity is also pretty good, although the width of the rear aperture may limit the Megane II’s ultimate carrying ability. As with all contemporary Renaults, safety is a priority. Take Renault’s anti-submarining airbag, a device which leaps forth from the seat cushion to protect the pelvis. This replaces the traditional (and some would say uncomfortable) hump at the front of the seat and is a neat solution that provides both comfort and unparalleled safety, effectively making it impossible to slide beneath the seatbelt in the event of an accident. There’s also twin front and side airbags with full-length curtain bags to protect passengers from flying glass. With Dynamique, GT and Privilege trim levels occupying the upper strata of the Megane II range, equipment levels are suitably generous. But you don’t buy a car as good looking as this for the toys. Just make sure you’re well insured. There could well be a spate of Megane rear-enders brought about by drivers admiring their acquisition’s profile in plate glass windows. Keep your eyes on the road and your neighbourhood beautiful.

Facts At A Glance CAR: Renault Megane II 2.0 range PRICES: £14,470-£17,230 – on the road INSURANCE GROUP: 8-13 CO2 EMISSIONS: 191-201g/km PERFORMANCE: [136bhp] Max Speed 124mph / 0-60mph 9.2s FUEL CONSUMPTION: [136bhp] (urban) 25.9mpg / (extra urban) 44.1mpg / (combined) 35.3mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4209/1777/1457

RENAULT’S UNBEATEN CENTURY Renault’s Megane dCi 106 Is One Of the Most Economical Hatchbacks You’ll Find. Steve Walker Reports…

In an age where the nation’s pimply adolescents flatly refuse to fawn over a hot hatchback unless it’s packing at least 150bhp and the doormen at the supercar club are liable to forcibly eject any vehicle without a 400bhp rating, you might view 20bhp as a trifling amount of grunt. Renault don’t, they offer 86bhp, 106bhp, 130bhp, 150bhp and 175bhp diesel powered versions of their Megane. In fact, these apparently small power increments make a surprising amount of difference and the 106bhp dCi Megane we examine here has a surprising amount going for it.

Give a 500bhp BMW M5 a 20bhp shot in the arm and you’d barely notice the difference but by adding that same amount to an unspectacular family hatchback, you can drastically change its character. Even in this knowledge, the Renault Megane diesel range still looks a little tightly populated but that’s until you realise that there are actually three different diesel engines here. The advanced 2.0-litre dCi develops 150bhp or 175bhp, the 1.9-litre dCi is available with a 130bhp output while the 1.5 dCi unit can be ordered in 86bhp or 106bhp states of tune. Predictably, the 2.0 and 1.9-litre options feel more muscular and relaxed with their larger capacity, while the smaller 1.5-litre units provide significantly better fuel consumption at a tighter price. If you’re after a nice blend of superb economy and respectable performance, a 1.5-litre dCi 106 Renault Megane could tick the right boxes. The 1.5-litre dCi models actually have the best fuel consumption of any Renault Megane and they deliver a sound thrashing to the majority of family hatchbacks in the wider market with an outstanding 60mpg average in the 106bhp car. The less powerful 1.5-litre dCi 86 can average 63mpg. With economy like that, you might expect a trade off in the shape of sluggish performance. Sure enough, the dCi 106 isn’t quick but 0-60mph in 11.1 seconds isn’t too awful and the engine’s torque-laden power delivery makes the mid-range feel quite lively.

"The 1.5-litre dCi models actually have the best fuel consumption of any Renault Megane and they deliver a sound thrashing to the majority of family hatchbacks in the wider market …"

The Renault Megane dCi 106 Euro IV engine is available in all the Megane bodystyles. That means the 3-door Sport Hatch, the 5-door Hatch, the 4-door Sport Saloon, the Sport Tourer estate and the Coupe Cabriolet. As for trim levels, buyers must don their thinking caps and make a decision between Expression and Dynamique. Expression is the budget option but still includes body coloured bumpers and door handles, air-conditioning, CD stereo, electric windows, and front fog lamps. Dynamique, meanwhile, adds 16" alloy wheels, a leather steering wheel and gear knob ensemble, a Thatcham approved alarm and chrome door handles but it does cost £500 more. Prices start at £14,730 for a dCi 106 Sport Hatch in Dynamique trim and rise to £16,230 for a dCi 106 Privilege 5-door but you can also get the engine in the Coupe Cabriolet model if you have over £20,000 to spend. Today’s Megane II doesn’t differ all that much from the original, with Renault sensibly deciding to gently massage their winning formula rather than drastically change it. More observant members of the public might spot elongated, sleeker headlamps and alterations to the grille which see everything come together in a ‘V’ shape either side of a more prominent Renault badge at the front. The rear benefits from it’s own re-sculpted bumper and revised light clusters while, inside, the instrument binnacle features chrome-ringed dials with white background lighting. No matter how striking you may find the exterior styling, for many the biggest surprise will come when they drop into the driver’s seat of the Megane II. The design is neat without being gratuitously radical, but the real revelation is in terms of the quality of materials and finish. It’s almost as if a Renault designer’s company hack was rear-ended and he got an Audi courtesy car for the week. Soft feel plastics, quality fabrics and a cohesive design philosophy means a not-so-fond farewell to old-school Renault interiors, many of which were built with the visual drama and structural integrity of a film set. Genuine innovation is in evidence. Take Renault’s anti-submarining airbag, a device which leaps forth from the seat cushion to protect the pelvis. This replaces the traditional (and some would say uncomfortable) hump at the front of the seat and is a neat solution that provides both comfort and unparalleled safety, effectively making it impossible to slide beneath the seatbelt in the event of an accident. Renault’s unparalleled experience in the MPV market shines through, not only in terms of passenger space – which is excellent - but also in the provision of multifarious cubbies, boxes and pockets. There’s a hatch in the floor to stow valuables, storage boxes between both front and rear seats and even a chilled glove compartment. The metallic hoop handbrake is a neat touch, although motoring anoraks will remember a similar device in the Alfa 75 of the eighties. The Megane dCi 106 models provide excellent fuel economy and none too shabby performance. Renault provide a large selection of diesel-engined Meganes with apparently similar attributes and choosing between them can present a problem but anyone opting for the dCi 106 is unlikely to feel hard done by.

Facts At A Glance CAR: Renault Megane II 1.5dCi 106 diesel range PRICES: £14,730-£16,230 – on the road INSURANCE GROUPS: 5 CO2 EMISSIONS: 124g/km PERFORMANCE: Max Speed 115mph / 0-60mph 11.1s FUEL CONSUMPTION: (combined) 60.1mpg STANDARD SAFETY FEATURES: Twin front, side, curtain and anti submarine airbags / seatbelt pre-tensioners / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4209/1777/1457mm

GET TOUGH The Megane GT is Renault’s idea of a compromise between the cooking models and the racy Renaultsport models. Andy Enright reports

Let me get this out on the table. I love the Renaultsport Megane 225. Doesn’t matter what variant, Cup, Trophy, F1, whatever, they’re all fantastic fun to just absolutely brutalise down a country lane. They offer levels of involvement that you thought were probably a thing of the past and you’ve got that turbocharged engine that offers the same feel of guilty satisfaction as buying a power tool from Machine Mart that’s three times more powerful than that which you actually need. The last time I drove one of these down a bac