The limited edition Renault Mégane RS Trophy 265 has been launched in South Africa. Just 30 units will be available and while some of the cars have already been snapped up by enthusiasts, a few will still be looking for happy homes when the order books open in July.

The Renault Mégane RS is a car that needs no introduction. Launched at the Renault Knysna Hillclimb event in 2010, it’s become widely accepted as the best performance hatch in ‘Cup’ chassis form, while the less edgy ‘Sport’ chassis version stood along side with a little more ‘everyday’ appeal.

The foundation for the Trophy 265 edition lies with the Mégane’s existing ‘Cup’ chassis. As a refresher, both Renault Mégane RS models are powered by the same 2.0-litre turbocharged engine and both have the same power outputs and performance figures. The major differences between the two cars are largely hidden beneath the sheet metal, in the form of mechanical tweaks for the RS Cup.

These include a limited-slip differential (LSD); 19-inch wheels; grooved Brembo 340 mm front brake discs; a 13 percent stiffer anti-roll bar in front and 7 percent stiffer at the rear; as well as 15 percent stiffer suspension damping over the standard RS. Renault’s decision to offer both a mild and hot version of the Mégane is unique in the market segment, giving buyers the choice of the Sport chassis for everyday driving, or the Cup chassis that is targeted at the sports car enthusiast.

The flagship Trophy 265 turns up the proverbial heat thanks to a number of cosmetic and mechanical changes.

Beginning with the styling, the Trophy 265 is available in an exclusive Sirius Yellow metallic paint (in addition to the choice of standard colours), with red detailing on the F1-inspired splitter, side sills, gloss-black 19-inch wheels and rear diffuser. A unique ‘Trophy’ logo is also positioned on each door. Xenon headlights with smoked surrounds are standard, as are new arrays of LED daytime running lights integrated into the splitter. A set of F1-inspired Bridgestone Potenza RE050A tyres are also standard fare.

The interior of the Mégane RS Cup remains a delight to performance aficionado’s, with key ingredients being: a chunky leather sports steering wheel; form hugging Recaro seats, complete with competition harness slots; dark carbon fibre inlays on the dashboard; as well as aluminium-faced pedals and foot rest. The Trophy edition is distinguished only by its yellow seat belts and unique numbered plaque. As with the current Mégane RS Cup, the Trophy 265 features the RS Monitor, which provides logging and real-time display of various performance data that owners will appreciate during track days.

Powered by a 2.0-litre, 16-valve, turbocharged engine, the current Mégane RS produces 184 kW of power at 5 500 r/min, matched to 340 Nm of torque at 3 000 r/min. The new Trophy 265, however, has been tweaked to produce 195 kW at 5 500 r/min and 360 Nm between 3 000 – 5 000 r/min. The gains are primarily achieved by means of a higher boost pressure of 2.5 bar (up from 2.3 bar) and a new air intake design. Renault claim these changes are enough to improve the benchmark 0 – 100 km/h sprint by 0.1 seconds to 6.0 seconds and increase the top speed to 254 km/h (up from an electronically limited 250 km/h).

The extent of my introduction to the new car was a 800 m sprint, from a standing start, down the runway of Plettenberg Bay Airport. The only conclusion to be made from this momentary encounter, is that the Trophy 265 is fast by hot hatch standards and that the pairing between the weighty clutch and lively throttle may require some practice to master. The Mégane RS Trophy 265 will be the headline act at the annual, Renault-sponsored Simola Hillclimb in Knysna, where media, including yours truly, will be battling for honours in the 2.0-litre turbocharged Class A1 on Sat 19 and Sun 20 May, 2012.

With slim chances of you managing to purchase one of thirty Trophy 265 models, you may understandably be feeling a little deflated. There is good news, however, as the Trophy edition is in fact a forerunner to the updated 2012 Renault Mégane RS range. This means 2012 Mégane RS models will also benefit from the additional increases in power and torque, as well as the revised splitter with integrated LEDs. Even better news is that the prices remain unchanged at R359 900 for the Mégane RS Sport and R399 900 for the Mégane RS Cup.

We intend to bring you a more detailed review of the new 2012 Mégane in due course, but until then I’ll leave you with news that the Mégane RS Trophy currently holds the title as the fastest front-wheel drive car around the Nürburgring Nordschleife with a time of 08:07.97, a full 8.93 seconds faster than the Renault Mégane RS R26.R. Watch the video.

Prices include a 5-year/100 000 km service plan and 5-year/150 000 km warranty. Service intervals are every 15 000 km.

The Renault Mégane RS and Mégane RS Cup were launched together with a number of new models at the Knysna Hill Climb last year. The roughly 120 kilometers I traveled in each version of the Mégane RS on the launch route provided a good first impression, however, plenty of hype around this new hot hatch meant I was always looking forward to more one-on-one time with it. So, which version did I decide to test? The hottest of the two of course, the Mégane RS Cup. After all, having experienced the headline-grabbing Ford Focus RS recently, I had to find out Renault’s response.

As a refresher, both Renault Mégane RS models are powered by the same 2.0-litre turbocharged engine and both have the same power outputs and performance figures. The major differences between the two cars are largely hidden beneath the sheet metal, in the form of mechanical tweaks for the RS Cup. These include a limited-slip differential (LSD); 19-inch wheels; grooved Brembo 340 mm front brake discs; a 13 percent stiffer anti-roll bar in front and 7 percent stiffer at the rear; as well as 15 percent stiffer suspension damping over the standard RS. Renault’s decision to offer both a mild and hot version of the Mégane is unique in the market segment, giving buyers the choice of the Sport chassis for everyday driving, or the Cup chassis that is targeted at the sports car enthusiast.

It was with this in mind that I took delivery of an ‘Extreme Blue’ Mégane RS Cup one Monday afternoon. Parked inside its garage, the bright afternoon sun shone through the open door to light up the curves and creases of the Mégane’s rear end as I approached, impressing upon me how much better I like the new car’s styling over that of the previous generation’s wedge-shaped boot. The car’s more aggressive stance is immediately evident too, with the combination of a low roofline, wider shoulders, flared wheel arches and wide 235/35 profile rubber. The centrally mounted trapezoidal tailpipe doesn’t go un-noticed either. Stepping along side the flagship Mégane, the French flair continues, with sideskirts that look like small wings linking the wheel arches. The front track is 48 mm wider than the standard Mégane Coupe and is emphasised by the bold wheel arches. In front, LED day-time running lights are integrated into a F1-inspired wing that is finished in gloss black. In short, the new RS looks brawny and athletic – the Jean-Claude Van Damme of hatchbacks.

Keen to beat the afternoon traffic and hit the highway to my elusive destination beyond Cape Town’s surrounding mountains, I threw my bags into the 344-litre boot and strapped myself into the form-hugging Recaro driver’s seat. Adjustable for height and reach, I quickly manoeuvred the seat into a comfortable driving position, but found the steering wheel lacking a few millimeters of reach for my liking. Plug-in the Renault key-card, depress the aluminium-faced clutch pedal, give the engine start/stop button a poke and all four cylinders fire into life. Rolling backwards out of the garage, the narrow view past the rear headrests and through the back window is evident, but the addition of park-distance control as standard serves to prevent any unwelcome surprises.

I join the main flow of traffic exiting suburbia with little subtlety. Oncoming traffic picks up on the bright-white LED’s and homes-in on my Extreme Blue thoroughbred, while those in adjacent lanes are equally entertained by the car’s sleek and aggressive appearance. The sedate pace of the afternoon traffic would seem an appropriate opportunity to link my phone via the bluetooth connection, setup the radio station presets, my preferences for the sound system, etc. However, the narrow display mounted on top of the dash, together with the heavily populated satellite control cluster being searched by my right hand behind the steering wheel, suggest I wait until I can safely dedicate more attention. Something that is requiring my attention in the first few kilometers is the clutch. It feels unnecessarily over weighted and I find myself fussing over smooth pull-aways as the short pedal travel and lively response of the accelerator require some practice to balance.

As traffic begins to thin out on the freeway, I set the cruise control to our national speed limit and change the trip computer display to keep an eye on the average fuel consumption. The relatively smooth tarmac passes beneath the car with a muted roar, while wind noise is acceptable considering the moderate south easterly wind buffeting the RS from the side. With the car and myself in partial-auto-pilot, I take time to appreciate the Mégane’s interior. The build quality is solid and the Mégane’s leather trimmed steering wheel, gear stick and handbrake lever exude quality. A number of small details separate the RS from the standard Mégane adding to its sporty character. These include carbon fibre inserts on the dashboard; aluminium door handles; yellow stitching on the gear stick and steering wheel that match the background of the rev-counter; as well as chrome highlights surrounding the instrument dials. I coast left off the freeway into an empty parking spot at an Engen One-Stop. The average fuel consumption reads 9.1 L/100km – not bad for a steady 120 km/h, fighting a south easter and climbing up hill out of Cape Town – but for the next 150 kilometers I plan to put the RS through its paces and expect that’ll be the last I see of single digit consumption figures. To make sure I’m up to the task, I put an end to the distraction of my rumbling stomach with a Steri Stumpie and packet of biltong.

A few kilometers down the road the Du Toit’s Kloof pass looms large. The RS Cup is equipped with the Renault Sport Monitor and in preparation of the entertainment ahead I begin pressing buttons on the satellite control cluster to call up the details on the dash-mounted display. Alas, in the end I do the unthinkable. I pull off the road and read the manual. 10 Minutes later, after scrutinising the index, I eventually phone a friend who advises the correct combination of buttons to activate the system. Thankfully though, I now have access to: change the throttle map between one of five levels of sensitivity; real-time performance data such as power, torque, turbo pressure, lateral and longitudinal G-forces; a built-in lap timer; 0 – 100 km/h sprint times and more.

With the throttle response set to ‘Extreme’ and the ESP system set to ‘Sport’, I crawl back onto the tarmac, point the nose towards the mountain and burry the accelerator pedal. My heavy grip on the steering wheel proves unecessary, as the Cup’s ‘PerfoHub’ independent front suspension staves off the anticipated torque steer. I snatch second gear and a few moments later the rev indicator beeps to tell me to grab third. The process repeats itself and by the time I’m in fifth, the speedo is way into the triple digits. The first few corners of this pass are high-speed and have some potentially unsettling mid-turn bumps. As I pass over them, however, the Mégane tracks well and holds its line, imparting confidence. The first ‘real’ corner approaches quickly and I brake harder than necessary to discover the extent to which the car moves around under braking. There’s a hint of tramlining as expected from the less than perfect tarmac that’s been scared by heavy freight vehicles, but otherwise the RS Cup feels planted. The relatively slow entry speed allows the opportunity to accelerate hard out of the corner and test the traction provided by the LSD – plenty of grip is the feedback I receive, with little tendency for understeer at my pace.

As the altitude climbs, so do the revs. The RS pulls strongly all the way to the redline with no hint of being out of breath. The 2.0-litre engine is based on that of the previous Mégane F1 Team R26, but changes include a new twin-scroll turbocharger for enhanced response at low revs, together with continuously variable valve timing and revised fuel injection mapping. Despite the new twin-scroll turbo setup, the Mégane RS does take a moment to wind itself up from the lower rev-range, but builds power as the revs rise. As I continue over the pass it becomes clear that the 184 kW and 340 Nm of torque are an excellent match with the chassis. I quickly find a rhythm through the turns. Turn-in is sharp, followed by limited bodyroll, with good feel through the steering and chassis. The car feels flat through fast changes of direction and the Brembo brakes are commanding in their action. The clutch I was at odds with around town, now makes sense as I’m able to execute shifts in what seems like milliseconds.

With the mountain behind me, I slot the car into sixth gear and set a more sedate pace on the cruise control. In my mind I’m smiling because the Mégane RS Cup has just delivered a cracking drive – one that many promise, but which Renault manage to deliver throughout their RS range. I can’t help but compare it with the front-wheel drive Ford Focus RS, with its more powerful 2.5-litre turbocharged engine and extrovert styling. In short, my money is on the RS Cup as the better all-rounder. It isn’t as quick as the Focus, but it feels more agile, more communicative and easier to get the best from, making it more fun, more of the time.

For the next 100 kilometers across the dry open landscape I let the Cup loose. With a claimed top speed of 250 km/h the RS isn’t slow, but on the odd occasion I did find myself wondering how much road it would need to test that claim. More importantly though, it dawned on me that the Cup chassis isn’t as ‘hardcore’ as I’d expected. The seats are comfortable and the ride is firm and controlled, but not uncompromising. In fact I’d say the regular Mégane RS is the compromise – all the performance, but without the means to use it in the way the Cup-spec version does. The regular RS comes with a built-in TomTom GPS whereas the Cup doesn’t, but I still managed to find my elusive destination in McGregor (called ‘The G-Spot‘, I kid you not) just fine without it. Besides, with the way the Mégane RS Cup entertains, I’m not sure I’d want to follow a GPS direct to my destination and would be quite happy tearing through the countryside completely lost.

What we like…

• Balanced, communicative chassis, excellent handling and help from the LSD.
• Racey looks without being as lairy as the Focus RS or Subaru WRX STI.

We would like…

• A slightly bigger screen for the Sport Monitor display.
• Slightly larger range of adjustment on the steering wheel.
• A more direct feel from the gear lever, with a little more hydraulic assistance on the clutch.

Renault South Africa chose to launch their new flagship Renault Mégane RS at the 2nd annual Knysna Hill Climb, staged in the heart of the country’s picturesque Garden Route.

Local media were introduced to the latest high performance Renault with an undulating and enticing test route between George and Knysna, before strapping themselves in once more to battle each other for the fastest time up the Hill Climb course over the 3-day event.

As fun and competent as the Mégane RS was to race up the 1.9 km hill to the Simola Golf Estate, the car’s true character and talents shone out in the real world of the Western Cape’s back roads and mountain passes.

The previous generation, Mégane II RS, was arguably the performance leader of the hot hatch pack thanks to its blend of power and handling. There is no doubt the concept of what put the ‘hot’ into the term ‘hot hatch’ has stepped up a notch. Today’s power figures push the limits of what was considered possible in a front wheel drive hatchback just a few years ago, along with technology that was previously associated with more exotic machinery.

Knowing all this, it is expected that Renault Sport Technologies, the company’s specialist high performance division, would deliver a car that continues the recipe for success of the previous Mégane RS, while meeting the ideals and demands of modern hot hatch appeal. And they’ve done just that, bringing to market one of the most capable and convincing packages yet.

Renault SA managing director, Xavier Gobille says, “The exciting new Mégane RS is the flag bearer of the Renault Sport range, and represents the pinnacle of the brand’s sporting identity. It combines the latest in design and technology…and also offers the unique proposition of the Sport chassis for everyday driving, or the exceptional Cup chassis, which is targeted at the true sports car enthusiast.”

Based on the already eye-catching and sleek Mégane Coupé, the RS’s sweeping lines are blended with focused, performance-oriented styling revisions, including extended wheel arches to accommodate the lightweight 18-inch alloy wheels, or 19-inch Speedline wheels in the case of the Cup version. The muscular stance is further accentuated by the broad, aggressive air intake and familiar RS gloss black finish of the front bumper, complemented by a Formula 1-style aerodynamic blade, along with bright white LED daytime running lights on the outer edges. The coupé’s sporting intent is given further credit at the rear, where a central exhaust tailpipe, diffuser and lip spoiler take pride of place, leaving no doubts as to the Mégane’s sporting credentials.

Inside, the sportiness continues with a dark carbon trim across the dash that compliments the yellow background of the rev counter and the stitching on the leather-trimmed steering wheel. The all-round focus of the Mégane RS Sport model is made clear by the Renault Sport leather seats, while the more focused Mégane RS Cup gains a set of superbly supportive leather-trimmed Recaro seats – complete with integral side airbags and competition harness slots. Aluminium-faced footrest and pedals, along with Renault Sport badging on the door sills, headrests, rev counter and dashboard trim round off a functional, comfortable and premium interior.

Incidentally, if you’ve felt like the Mégane RS has taken a while to arrive locally, you’d be correct. Initially expected in June, it’s been those Recaros that have caused a delay. Renault SA demanded further technical development of the integral airbag system, as well as durability testing of the leather, whereas other world markets make do with cloth trim.

Let’s get down to business then. The most evolved edition of the 2nd generation Mégane, the Mégane F1 Team R26, produced 169 kW and 310 Nm of torque, enough punch to make it one of the more powerful contenders in its class. Using its 16-valve engine as a base, Renault has developed a new generation, Euro 5-compliant 2,0-litre turbocharged derivative.

The key differences include the use of a twin-scroll turbocharger for enhanced response at low revs, together with the application of continuously variable valve timing and revised fuel injection mapping. Additionally, more than 25 percent of the engine components are new.

The result is an exhilarating 184 kW of maximum power at 5 500 r/min, matched to 340 Nm of torque at 3 000 r/min. Notably, a full 80 percent of peak torque is available from as low as 1 900 r/min, providing smooth acceleration and greater responsiveness.

The new engine is mated to a six-speed manual gearbox, equipped with taller ratios, increased shift precision and a sportier feel. The Mégane RS Sport has a lighter clutch action than the more focused Cup chassis version, which demands more attention adding to the Cup’s more involving drive.

When it all comes together, the Mégane RS leaps off the line and reaches 100 km/h in 6,1 seconds, while the standing 1 000 m start is covered in a snappy 25,7 seconds. Top speed is electronically limited to 250 km/h.

Ever increasing environmental awareness means that Renault engineers have ensured the new Mégane RS returns class-leading fuel economy for its level of power. The combined fuel consumption figure is just 8,4 l/100 km, with an equivalent CO2 exhaust emissions rating of 195 g/km.

The acoustic character of the 2,0-lite turbocharged engine has also been tuned to produce a telltale sporty pitch, audible inside the cabin under acceleration. Surprisingly, we found the ‘relaxed’ Sport chassis model to be more vocal than the more aggressive Mégane RS Cup.

To cope with the sky rocketing performance figures making their way into modern hot hatches, engineers are being forced to evolve traditional suspension layouts and components in an effort to achieve an uncompromised driving experience.

To this end, the Renault Mégane RS has been equipped with the Renault Sport Performance Hub, or’ PerfoHub’ for short. Like the Ford Focus RS we drove recently, the Mégane RS has an independent steering axis front suspension. This arrangement ensures the stability of the front suspension under hard acceleration or when applying a significant amount of steering lock, thus countering torque steer. The front suspension is attached to a so-called ‘horned’ subframe, which ensures three times the level of resistance to transverse forces than that of the Mégane II RS. Additionally, compared to the standard Mégane Coupé, the damper housing and shaft diameters have been uprated, doubling the stiffness of the strut and maintaining the wheel geometry under load.

In response to customer demand, the new Mégane RS is available with a choice of two chassis configurations. The Sport chassis is designed to deliver an ideal balance between sports performance and everyday driving comfort. With the suspension lowered by 10 mm, while employing uprated damper and spring ratings, its anti-roll performance is improved by 12,5 percent over the standard Mégane Coupé.

However, the Cup chassis, with its limited-slip differential raises the bar to new heights, and is aimed at enthusiasts who enjoy distinctly sporty driving, as well as those that participate in track days. Compared to the Sport chassis, the anti-roll stiffness is increased by a further 13 percent, thanks to a thicker anti-roll bar in front, matched to a 7 percent stiffer set-up at the rear. The dampers are specific to the Cup too, and overall anti-roll stiffness increases by 15 percent over the Sport chassis.

Further bolstering the car’s competition-type performance is the fitment of a limited slip differential (LSD). The combination of the LSD and the independent steering axis front suspension minimises torque steer, while enabling the driver to profit fully from the extra traction and greater stability under braking.

At a glance, the two models are distinguishable by their wheel and tyre combinations – the Sport chassis features 18-inch wheels and 235/40 R18 tyres, while the Cup is available exclusively with 19-inch rims, matched to 235/35 R19 tyres. Both models use 340 mm and 290 mm sized brake discs at the front and rear respectively, gripped by Brembo brake callipers. The Cup model features grooved discs with red callipers.

Fitted as standard on the Cup version is the Renault Sport Monitor, a dash-mounted display that shows real-time performance data such as power, torque, turbo pressure, lateral and longitudinal G-forces, as well as a built in lap timer, 0 – 100 km/h sprint times and more. The system also enables the driver to choose from one of five throttle response settings, ranging from the most subdued ‘snow’, to the hairline trigger-like ‘extreme’.

With high levels of technology, it’s no surprise that the interior is sophisticated and refined to match. Standard equipment on the Sport version includes a Carminat TomTom navigation system and Arkamys 3D Sound audio system – which meets the latest standards in terms of MP3-compatibility, Bluetooth audio streaming and cellphone integration.

The Cup version is designed for enthusiast drivers, and boasts a more performance-oriented configuration. Along with the Cup chassis, limited-slip differential, Recaro leather seats and 19-inch alloy wheels, it gains the innovative Renault Sports Monitor, and uses a more conventional Radio/CD-player with Bluetooth and MP3 connection. Both models are equipped with full climate control, LED daytime running lights, as well as the Renault Keyless Card.

Driving the two car’s back-to-back, the different chassis setups were clearly recognisable. Where the Cup was dedicated to providing more feedback and connection with the road surface, the Sport was happy to cover ground at a rapid pace with a solid blend of comfort and composure. Like a teenager, the Cup is keen to get stuck in, while the Sport, like an experienced parent, is beyond the need to prove itself, is confident in its abilities, still knows a few tricks and is still capable of surprising the ‘youngster’.

Prices include a 5-year/100 000 km service plan and 5-year/150 000 km warranty. Service intervals are every 10 000 km.

“Like a French super model, once you get to know her and a chance to look past the make-up and haute couture fashion, you find an ordinary girl who’s great fun to be with, make no mistake, it’s just that she’s not going to whip out the handcuffs or lingerie and give you a thrill. What are we saying? Well, the coupé is a great car but its look and feel elude to above average performance, when actually it’s a bit shy in this department. The 1,4-litre turbocharged engine should remedy this when it arrives as the Mégane Coupé TCe in January 2010.”

This was our first impression when we drove the third-generation 1,6-litre Mégane Coupé late last year. We’ve since driven the turbocharged 1.4TCe model and discovered, well, that it hasn’t made that much difference really.

First of all, the 1.4TCe Dynamique is identical to its smaller 1.6 Dynamique sibling in all aspects – apart from a ‘smokers pack’, Carminat TomTom GPS and of course the engine.

The 1,6-litre engine in the entry level coupé offers 83 kW and 151 N.m of torque. These figures are on par with other 1,6-litre engines on the market, but somehow it seemed a little timid. As a result, the turbo’d model would surely bridge the gap between the entry-level 1.6 Dynamique and the snarling Mégane RS model due later in the year we thought.

Designated TCe (an acronym for Turbo Control efficiency), the new 1,4-litre engine follows the trend of smaller capacities with turbocharging, to reduce emissions and consumption without compromising output and resultant performance. The 1 397 cc 4-cylinder engine features a single-scroll turbocharger, twin overhead camshafts and 16 valves, helping it achieve peak power output of 96 kW and maximum torque of 190 N.m.

Renault have tuned the engine for high torque at low engine speeds. This means that 1.4TCe Dynamique delivers prompt throttle response and even power delivery across the rev range, with little or no turbo lag. The 1.4TCe accelerates from 0 to 100 km/h in 9.5 seconds and has a claimed top speed of 205 km/h. Claimed fuel consumption is good, with a combined cycle consumption figure of 6,6 litres/100 km, while CO2 emissions come to 153 g/km. But while the engine delivers its power smoothly and without fault, we still find it a little uninspiring when one considers that Alfa have managed to extract 114 kW from their MiTo and VW manage 110 kW from their 1.4 TSI.

When on the roll the Mégane handles well and the ride is mostly good, although somewhere shy of the Golf and Focus with their fully independent rear suspension set-ups. The steering, however, will split opinion. Some will like its feather-lightness; those looking for a more involving drive will bemoan the lack of feel on offer.

The Mégane Coupé has a lot going for it in the styling department. Gone are the ‘love it, or hate it’ angular looks of the previous generation, which have now been replaced by a steeply tapering roof-line, slightly longer wheelbase, wider front and rear tracks and flowing lines from any angle you view the car. Distinguishing the 3-door coupé from the 5-door hatch are the prominent front air scoops and rear haunches, along with a different set of tail-lights and rear ‘diffuser’. The coupé also benefits from a sportier chassis setup with stiffer springs and dampers, as well as a 12 mm lower ride height and a 30 mm lower roll centre compared to the hatchback.

Inside, the French flair results in a few impracticalities in our book. For example, the satellite control for the radio, cruise control and telephone is too cluttered and difficult to get used to. We found the door handles were mounted a bit too far forward, meaning the long doors lacked leverage for opening and closing. Also, the coupe has limited passenger space in the back – taller passengers will not appreciate the confined leg and head room. Thanks to the high boot line and sloping roof, parallel parking requires a bit more attention than in cars with more rear visibility. On the plus side, the front is spacious and features a simple and elegant design dashboard. Leather trimmed seats, steering wheel and gear shift add a premium feel to the interior, which is quiet, well built and feature rich for your money.

Overall the new coupé is likely to appeal to fans of the previous generation Mégane; those looking for a stylish alternative to Golf, Focus, Mazda3 or Auris; as well as those seeking value for money in the features department. So you wouldn’t buy a Renault? In the current Mégane range, the price premium for the 1.4TCe is certainly worth it when compared to the 1.6 Dynamique.

What We Like…

• Well equipped for the price.
• Smooth engine and gearbox, even if the 1.4 is a little under-stressed.
• Styling and panoramic sunroof.

What We Would Like…

• A larger range of adjustment for the steering wheel reach – it’s a tad short for taller drivers.
• A decent set of cup holders.

The Renault Mégane II was launched in South Africa in 2003 and marked a completely fresh start. There was very little resemblance between it and the outgoing Mégane I (Phase 2) at the time – the design of the Mégane II having been inspired by Renault’s Avantime ‘MPV-Coupé’. The Mégane II was voted European Car of the Year for 2003, and achieved a 5-star safety rating in EuroNCAP crash tests, the first small family car to do so.

So, six years on, does Mégane III represent a similar jump as that of Mégane II from Mégane I? After spending some time with both the hatchback and coupé variants we think so, and here’s why.

The most obvious change to the Renault Mégane is that of the styling. Gone are the ‘love it, or hate it’ angular looks of the previous generation, which have now been replaced by a steeply tapering roof-line, slightly longer wheelbase, wider front and rear tracks and flowing lines from any angle you view the car. Distinguishing the 3-door coupé from the 5-door hatch are the prominent front air scoops and rear haunches, along with a different set of tail-lights and rear ‘diffuser’. The coupé also benefits from a sportier chassis setup with stiffer springs and dampers, as well as a 12 mm lower ride height and a 30 mm lower roll centre compared to the hatchback.

Inside, both Mégane models feature an instrument panel with analogue rev counter alongside a digital speedometer, housed in a soft-touch dashboard that has a quality feel to it. Standard equipment on both the coupé and hatch includes heated electric folding mirrors, one-touch electric windows with anti-pinch control, variable electric power steering, Renault card remote control with remote central locking and factory-fitted immobiliser; automatic dual-zone climate control; Bluetooth connectivity incorporated in the MP3-compatible sound system; cruise control; and rain and light sensors. An integrated Carminat TomTom satellite navigation system comes standard on all but the base models and is operated via a joystick control in the centre console. In addition, the sound system has been given special attention by Arkamys, a French-based company specialising in digital signal processing, who have developed 3D sound qualities for the Mégane’s 140-Watt 8-speaker sound system.

The interior of the Mégane III Hatch offers comfortable and supportive seats, a height and reach adjustable steering wheel, plenty of headroom in the front, although limited in the rear for taller passengers, adequate leg room in the rear and enough luggage capacity – 405-litres for the hatch and a class leading 377-litres for the coupé. The fit and finish of the interior and its components is very good and of a high quality. Differentiating the coupé from its larger 5-door sibling are sportier, more supportive front seats and Renault’s ‘Easy Entry’ access to the rear. The theory is that two passengers should be able to travel in the back, however a quick glance your shoulder may leave you thinking the 5-door hatchback would accommodate passengers far more willingly.

Under the hood, buyers have the choice of a 83 kW 1,6-litre petrol, 96 kW 1,9-litre diesel or a 96 kW 1,4-litre turbocharged petrol motor – which will arrive in January 2010. We sampled the 1,6 petrol in the Mégane Coupé and the 1,9 diesel in the Mégane Hatch.

Mated to a six-speed manual gearbox, the 1,6-litre petrol in the new Mégane Coupé was not what we expected. The 83 kW at 6 000 rpm and 151 N.m of torque at 4 250 rpm produced by the little 1,6 left us wanting more. But it’s no fault of the engine, in fact it’s performance figures are on par with others in its class. The Mégane ticks all the boxes a sporty coupé should – a slick 6-speed gearbox, precise steering, capable handling, firm ride, and even a sporty exhaust note. However, like a French super model, once you get to know her and a chance to look past the make-up and haute couture fashion, you find an ordinary girl who’s great fun to be with, make no mistake, it’s just that she’s not going to whip out the handcuffs or lingerie and give you a thrill. What are we saying? Well, the coupé is a great car but its look and feel elude to above average performance, when actually it’s a bit shy in this department. The 1,4-litre turbocharged engine should remedy this when it arrives as the Mégane Coupé TCe in January 2010. With 96 kW and 190 N.m of torque it should provide the bite to match the bark. And of course, lets not forget the ‘white hot’ Mégane RS, which should arrive in the 2nd quarter of 2010.

Powered by Renault’s updated 1.9 dCi turbodiesel engine, the Mégane Hatch we drove cruised effortlessly thanks to the 300 N.m of torque available from as low as 1 750 rpm. Changes to the diesel motor include a redesigned variable-geometry turbocharger with curved blades for swifter response, as well as new seven-hole injector nozzles for a finer, more efficient fuel spray. The result is a silky smooth turbo’d engine, with no hint of turbo-lag, that we could detect, and which Renault claims, offers fuel consumption of 5.1 l/100km. With a slightly softer ride than the coupé, a refined and torquey diesel, the Mégane makes for a supremely comfortable, not to mention stylish, family hatch.

Safety is synonymous with Renault and as with Mégane II, Renault has once again achieved the highest rating not just in the passenger car segment, but also as the safest vehicle in any category, based on the latest Euro NCAP crash tests. Setting new standards in both active and passive safety, New Mégane boasts six airbags (including two twin-chamber thorax/groin airbags), twin side-impact sensors, dual seatbelt pre-tensioners with load limiters, as well as new-generation head restraints. The coupé gains an additional Pelvis Restraint Cushion (PRC) anti-submarining airbag on both front seats. ABS anti-lock brakes with Emergency Brake Assist are standard, while Electronic Stability Control (ESC) with understeer control is available as an option.

Overall, the new Renault Mégane offers a classy alternative to the likes of Corolla, Auris, Focus, Jetta and current Astra, and all while retaining prices not far off the model it replaces.