The Darkest Horse

What we like:

Delivery of power

Best in class handling we feel

Edgy styling

Still practical

What we dislike:

Interior build quality could be better

Low-end soundtrack can get annoying

Renault’s new 1.8 litre turbocharged unit pushes out an impressive 280hp and a maximum of 390Nm of torque within a band of 2,400 to 4,800rpm. How Renault managed to squeeze 50hp and 40Nm more than the Golf GTi’s 2.0, are really from re-worked air intakes, a re-designed cylinder head; featuring technologies like surface treatments taken from their race development like the Diamond-Like Carbon (DLC) for their valve lifts, and Mirror Bore Coating for the cylinder sleeves to further reduce friction. For added durability, the 1.8 litre unit also uses a timing chain, instead of a belt.

The R.S. now also gets a 6-speed dual-clutch (EDC) transmission for quicker gearshifts and lesser power loss, though we feel that the ones from Volkswagen are actually more intuitive, and they seem to switch cogs more quickly.

Technology aside, acceleration is impressive with the R.S. doing 100km/h in just 5.8 seconds (the Golf GTi in 6.4 seconds). Pushing the car hard truly is rewarding, and very quickly, you will realise that the R.S. is quite happy to keep the revs spinning. Strangely enough the engine’s redline is a shade below 6,500rpm, but we like how the gear ratios are well spaced, and as long as the engine is decently spinning, the Megane R.S. delivers that assuring “accelerate from any gear” confidence, thanks to the high torque that the engine produces, even below peak.

For the first time, the Megane R.S. is equipped with their 4CONTROL, four-wheel steering, a worldwide first in this segment. And it truly is the game changer in the car being a hot hatch. The system works in low and high speed situations, with the rear wheels turning in the opposite direction, to a maximum angle of 2.7 degrees, at speeds below 60km/h, providing 20% more direct steering. With this, the Megane is able to manoeuvre around tighter spaces, like a car with a shorter wheelbase.The opposite happens at speeds above 60km/h (the switching over happens at 100km/h in ‘Race’ Mode), with the rear wheels turning with the car, and offering up greater stability. Braking power too is very good with the larger set of Brembo brakes within the front wheels.

Another innovation that Renault included in the R.S. is it new suspension, which features hydraulic compression stops in its dampers… essentially a damper, within a damper. The second damper aids in dissipating additional energy before the bump stop at the end of the damper is hit, ensuring that the wheels are not affected by the jolt from hitting the bump stop. In essence, the R.S. is able to keep its wheels firmly planted onto the ground, better than the competition; and therefore the added confidence even around more tricky corners.

But with all of that on paper, we were pleasantly surprised at how much confidence the car can bring about around the bends. There is a sense that the R.S. has plenty of grip, and after a few sharp corners, where you would sense that the car has come quite close to its handling limitations, I actually dared to do the counter-intuitive thing of squeezing harder on the throttle, and this mental French hatch happily obliged. There is quite a strange feel to how the car corners at first, since the rear wheels steer a little, there is at times a sense that you are actually driving a rear-driven vehicle, with a perceived bit of ‘shove’ from the back, thanks to the rear steering and suspension. Push the R.S. a little harder than you should, and you will feel the front end push out just a little, but in a very controllable manner.

Manual shifting the car by way of the pair of aluminium shift pedals behind the steering wheel is actually quite natural a progression. You will be tempted to simply grab and pull the pedals for an earlier gearing down before hitting a bend, though there are just six gears to play with. Communication through the steering is also pretty good, and turns are simply accurate.

The R.S. is clearly made to be a driver’s car, and there is that aggressive engine note mid-range and above, which is further amplified by the resonator within the boot. On the down side, you would not want the resonator to be activated at lower revs in city traffic, as the cacophony within the cabin, together with the constant revving off the engine would certainly get to you.

While the iconic GTi will always be the benchmark to beat, and beaten in performance it is, the Megane R.S. is quite the mixed bag. Compared to the Golf GTi, it is very clear that the French car is not as polished. In-fact, it does feel a little mid 90s from its build quality. And at lower speeds, the engine note may not be all that fabulous. But on the run, especially around the turns, that is when the sheer magic of the R.S. shows. So If you are one who is a less fussy about the business of surgical precision in fit and finish, where imperfections are always around you, perhaps the Megane R.S. might be just the thing for you.

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