Renault Megane 2004 Review

What we liked
>> Excellent ride comfort
>> Solid small car handling
>> Very low levels of noise

Not so much
>> Heavy car dulls performance
>> CD player is fiddly to use
>> Design compromises boot space

OVERVIEW
Although it had a solid baby car in Clio and an aging but still image-leading Megane Cabriolet, it lacked a mainstream volume line up. The three and five-door Megane hatches arrived in December 2003 and now, March 2004, the sedan is also here. The mini people mover Scenic, tin-top coupe-cabriolet Megane and Renault Sport Hatch models will follow before the end of 2004.

If any car is going to put Renault firmly back on the Australian map, it is the Megane. In Western Europe, it is the best selling vehicle in the market and this year was awarded the European Car of the Year. In Australia there are four variants in the hatch line up, with an entry-level, 1.6-litre five-door model leading the charge priced at $25,990. Two higher spec, 2.0-litre five-door models follow, priced from $31,990, while the sole three-door model is a high-spec 2.0-litre, dubbed Sport Hatch.

For those wanting the conservatively-styled sedan rather than the radical, 'big-butted' hatch, two variants are available -- the entry-level Expression, priced at $29,000 for the manual, and the automatic-only Privilege, which retails for $35,990. Both are powered by the 2.0-litre 16-valve VVT engine.

FEATURES
It doesn't take long to spot the Megane hatch's most distinctive feature, as its bold styling definitely marks this as a car that stands out from the crowd. Its dynamic, radical look has polarised punters since it first appeared in Europe at motor shows in 2002 and for our money, it's a refreshing change from the staid, standard fare offered by its rivals.

The biggest departure from the norm is the hatch, which although a great design, does compromise the boot space. It can be expanded via a split-fold 60/40 rear seat back, but the design of the hatch also means that it has a reduced load opening. In contrast the sedan, though stylish, is a conservative design, which will appeal to buyers who prefer to blend into their surroundings rather than draw attention themselves.

Inside, the Megane is a little more traditional but offers a cabin that is both surprisingly silent (reminiscent of much more expensive cars), and extremely practical, with storage space in every nook and cranny that offers a total capacity of 44-litres. The fit and finish is of a particularly high standard and the selection of materials is both pleasing to the eye and to the touch.

There is very long list of standard equipment that is unusual for a small car of this class, including cruise control, automatic headlights, rain-sensing automatic windscreen wipers and speed-sensitive variable power assistance for the steering.

COMFORT
From the moment you slide into the snug fitting and supportive seats, the Megane impresses with its comfort. The driver seat is fully adjustable for height, fore and aft and backrest, and the steering wheel offers both rake and reach adjustment, allowing you to select the optimum driving position.

The front MacPherson strut, rear torsion beam suspension is well damped, ensuring a comfortable ride over all sorts of surfaces at a variety of speeds. The solid build of the car and the addition of plenty of insulation material means the levels of noise vibration and harshness are also extremely low.

On the equipment front, the car is well specced, even in its base form, with power front and rear windows (one touch up and down for the driver), remote central locking with a credit card style key and push button starter, air-conditioning and a six-speaker radio CD player. All the controls are simple and easy to use, although the audio system is fiddly and lacks big dials for the volume control.

The 2-litre, five-door, mid-range Dynamique model gains driver seat lumbar adjustment, bigger 16-inch alloy wheels, automatic climate control and some interior leather highlights, while the top-spec LX also gets full leather trim and 17-inch alloys. The Expression sedan also has lumbar and height adjust on the driver's seat, climate control and 16-inch wheels, though the latter are steel. Alloy 16s and leather trim are standard on the Privilege.

SAFETY
The Megane was the first car in its class to achieve a five-star Euro NCAP safety rating -- the highest possible -- and apart from its superb road manners providing a very sure and predictable means of avoiding a crash in the first place, is packed with passive safety features.

Stopping power is provided by four disc brakes, fitted with an anti-lock system that incorporates electronic brake force distribution and brake assist functions. Although effective, the brakes are applied with a pedal that initially feels a bit soft.

Airbags abound, with all five-door hatches and both sedans featuring front driver and passenger adaptive bags, front side bags and full-length curtain window bags. The three-door Sport Hatch also includes a world-first, anti-submarining bag that inflates from within the forward section of the front seat-squab to hold the driver and passenger firmly in place.

Front seats in all models feature double load-limiters and pre-tensioners, and all 2-litre models also get active head restraints in the front to reduce whiplash injuries. The rear seats all feature three lap/sash belts and head rests.

MECHANICAL
The two engines offered in the Megane are both up-to-date, high-tech powerplants that feature the latest in 16-valve cylinder head and variable valve timing development. The 1.6-litre produces a respectable 83kW maximum power and peak torque of 152Nm. Although we didn't drive it, its high power and torque peaks of 6000 and 4200rpm respectively indicate it might be an engine that needs to be revved.

The 2.0-litre, which we did pilot, is a very smooth and efficient powerplant. Its 98.5kW @ 5500rpm and 191Nm @ 3750rpm is equal to or better than most in the class.

The 1.6 is offered with either a five-speed manual or four-speed Proactive automatic transmission with a tiptronic style sequential shift function. The same auto is offered on the 2-litre models but the manual gearbox is a Nissan designed six-speed unit.

COMPETITORS
Directly in the sights of Megane are its fellow French maker, Peugeot and German giant, VW with the 307 and Golf being the targets. In its home market, Renault well outsells both but strong Peugeot sales over the past two-years and a new Golf due next year will mean that Renault has a big job ahead of it here.

Price wise, the Megane hatch is pretty much lineball with both models but offers stronger engines and standout styling. Slightly down the price scale are the other European sourced Ford Focus and also new for next year, Holden Astra, which both offer a superb, Euro-style, drive-experience that Renault will no doubt be pushing.

Renault reckons the sedan will add the Honda Accord Euro, Mazda 6 and VW Bora to the fight for customer affection.

ON THE ROAD
Having owned the Megane's predecessor, a Renault 19, it is clear that the company's small car has come a very long way. We only drove the 2.0-litre manual at launch but it proved to be both a very comfortable cruiser and a car that you could throw into a winding, country road with enthusiasm.

The suspension is well tuned for comfort and although there is a degree of body roll through hard corners, it is well controlled and the handling is biased towards a little predictable understeer. The variable assistance for the steering is well executed (with just the right amount of weighting at varying speeds), and still provides enough feedback to know what is happening at the road surface.

The engine is smooth and refined, although at 1250kg, the car we drove is not among the lightest, which does dull the performance slightly. Overall, the Megane has a solid, quality feel about it, and is a very pleasant and fun place to spend time on the road. French small cars have always been good to drive but with the Megane, it seems Renault has completed the entire package that makes it not only a great car to drive but also to own.

BOTTOMLINE: Very good all-round, with a few annoying foibles

One thing testing for CarPoint teaches is adaptability. Jumping from car to car we get used to rapidly locating the basics. So, learning how to adjust a seat, move a steering wheel and master basic cruise control and audio functionality can usually be accomplished within a block or two... Without resorting to the owners manual!

Not so with the Renault Megane. Indeed, with at least three of the above basics, I found myself having to delve into the glovebox and doing what any red-blooded Aussie male hates -- reading the bloody instructions. Since when did the rake adjustment of seat backrests move from the base of the backrest to the front of the squab (where it can't be reached when the short of arm need to adjust it back)?

How was I supposed to know that the iddy-biddy change receptacle to the left of the wheel was a handle you pull out to adjust the rake of the steering wheel. And don't talk to me about the doctorate of electronic engineering required to switch from AM to FM.

So exactly when does 'quirky' turn into just plain petulant? When it comes in the shape of credit card style 'key' that's three times the size of a normal key and just yells gimmick.

And while I'm griping, what's with the multitude of patterns and textures inside this car? Conventional dashtop finish, honeycomb patterned plastic on the dash, brushed synthetic material on the seats, another trim to the door panels and yet another texture but the same shade on the door tops. It almost enough to make you pine for the acres of plastic wood that adorn the new Maxima... Pine for the plastic wood, geddit?

And you know what really p$#@es me off? All of the above afflict what is one of the most engaging drives in the midsize hatchback market. We tested a 2.0-litre five-door autobox Megane over a mix of city and country running, and, above headaches aside, found plenty to recommend in its overall performance.

I suggest opting for the cheaper six-speed manual unless you simply can't live with a clutch, but small car auto-woes aside, the powertrain is more than acceptable. With 98kW on tap from the variable inlet-valve timed four-cylinder, acceleration is good rather than stunning but there's never any suggestion that you're going to be left behind in the rough and tumble of town.

On the open road, overtaking urge is sufficient and kick-down of the four-speed rapid enough to make two-lane roads and semis no real hardship. Good news too that during our test period -- much of it driven with no regard to economy -- the car easily bettered 9.0litres/100km.

What's particularly noteworthy with the Megane is its sophisticated blend of handling and ride. The French makers seem to have rare ability in this regard. With the exception of an Alpine 310 in which I once managed to score a berth -- it redefined the expression 'racetrack hard' -- this Regie certainly matches the fine efforts of Peugeot of late.

Indeed, even this cooking-model Megane turns in with alacrity and loves even the slightest sniff of a curve, delivering just enough body roll to let the driver know (s)he is trying, though without the stiffness or bashing and crashing you'd expect from less developed set-ups.

Note too that Renault's electric power-assisted steering works without dumbing down the feel at the wheel or over-assisting -- Bavarians please take note. A five-star NCAP rating and Renault System for Restraint and Protection (SRP) -- aka a full compliment of front, side and curtain airbags, belt load-limiters and pretensioners, et al -- will probably count for more with the growing percentage of buyers with safety at the very top of their wishlist.

There are some smart gadgets onboard the Megane that get our vote. We liked the under floor storage and the armrest bins are perfect for mobiles, keys and the like. The large glove box gets chilled air from the aircon and there's room in the doors for your 1.5-litre bottle of sports water. You'll never lose the petrol cap on a Megane either -- the outside flap has an integral flange on the inner edge that seals the filler. Just don't get me started on the seat and wheel adjustment again, or mention that twin-spar handbrake!

Indeed equipment levels are high -- as you'd expect on a $30,000-plus hatchback. Standard kit includes Bosch ABS-aided four-wheel discs, 16-inch alloy wheels, fast glass (front and rear) rain sensitive wipers and auto headlamps (which we couldn't get to work despite reading the instructions), speed limiter function, trip computer and a full sized spare. Hooray!

And the looks? I like it, but then my colleagues might suggest at this point that Chris Bangle, Patrick Le Quement and me probably share the same tenuous grip on reality. Suffice it to say, the controversial styling of the Megane certainly sets it apart from the crowd. In practical terms it seems to at least deliver added rear headroom and little if any trade-off in luggage space. Ergo we fitted four large duffels and a case of wine into the back and still had room to spare.

BOTTOMLINE: V8-buyers take note: RS Megane offers serious grunt with seamless delivery

The first thing that hits you about the Megane 225 is the serious grunt and its seamless delivery which provides few clues to the turbo under the bonnet. Its 165kW at 5500 rpm and 300Nm torque peak at 3000 rpm provide some insight into a launch feel that is almost V8-like when 80 per cent of the torque kicks in just under 2000 rpm.

Claimed 0-100 km/h is 6.5 seconds or about half a second quicker than the Clio 182. If the Clio 182 can do a standing 400m in 15 seconds even, then a mid to high 14 is plausible in a Megane 225 with a fuel average of 8.8 litres/100km.

Renault Australia figures that this performance and the Megane 225's six airbag five star safety rating will attract a more discerning HSV ClubSport family-style buyer which is why Australians only get the five-door hatch and not the three-door. Wide enough inside to qualify as a wide-body Camry in the Toyota context, the Megane 225 can be an outstanding and frugal touring car but a rocket when you poke it in the eye. Pick the Megane 225 owner by the kids. They're the ones whinging about never being home on weekends to see their friends. It is that sort of car -- you will be looking for a new place to go each weekend just to drive it.

Because the changes are more profound than the Clio 182, Megane body shells are delivered to Renault Sport where the car is purpose built. Apart from the engine, a special six-speed manual from Nissan with an unusually accurate shift for a Renault is fitted. Its close ratios are also useable: at 110 km/h the engine is doing 2500 rpm in sixth, 2950 rpm in fifth. Brembo brakes front and rear are specified with four-piston front callipers. Front and rear tracks are boosted and the suspension is substantially reworked including a whole new front end where the steering axis is separated from the suspension axis.

Reminiscent of the Michelin XAS on 1960s Renaults, a new 17inch assymetrical tyre optimises tread sections for braking and traction while allowing sharp cornering response and grip. In some conditions they are a little too effective with a tendency to tramline slightly under rapid camber changes. The 10.35m turning circle is even tighter than the Clio 182.

In a European context, the Megane is almost a big car which is why its agility and speed are quite uncanny. From the driver's seat, the launch and the braking would keep a Monaro owner happy but the way in which it changes direction is in another league. Where the Clio toys with local roads up to 100 km/h, the Megane 225 creates the impression that it is barely getting serious at that speed. This leaves an incredible margin of safety at 100 km/h and the engine howling up and down the rev range on demand ensures it's never boring.

For drivers weaned on the WRX and HSV models, the chrome Renault Sport badges, twin exhaust pipes, signature alloys and subtle exterior tweaks on both the Clio 182 and Megane 225 might be too understated. But a Renault Sport owner who can drive will be too busy enjoying the driving to worry about impressing anyone else

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