Renault Megane CC 2011 Review

Renault pretty much followed protocol when it came to introducing the second-generation Megane convertible.

With a new body stretched in virtually every direction to give passengers more room to move, more agility resulting from a big suspension re-think and a comprehensive fitout including standard satellite navigation, dual-zone climate-control and a grunty Arkamys audio system, Renault's latest coupe-cabriolet (the first Megane convertible from 2001 used a conventional fabric top) makes a solid argument in a well-populated segment.

The size increase means the Megane weighs more than it did – it's now 1550kg, about 100kg up on the previous model – a fact barely compensated by the 2.0-litre engine's small lift in power (from 98kW to 103kW) and torque (from 191Nm to 195Nm).

Renault believes there is further compensation in the standard fit of its constantly variable CVT transmission. Certainly there is a small improvement in claimed fuel economy (more on that later), which is a plus given the weight increase, but there's no surprise the company didn't quantify the Megane Coupe-Cabriolet's accelerative performance in the information provided to the press. More about that later, too.

What is maybe surprising is how different the latest generation of the Megane Coupe-Cabriolet looks. To some, it might not look as clean and crisp as its predecessor.

While there's not a huge difference in the overall design language, the Renault moves from tidy to trendy, no longer wearing a front grille and featuring bigger under-bumper air intakes, swept-back headlights and some scalloping of the lower doors to help emphasise its wedgier, slightly more cab-forward shape. The taillights also sit higher and there's no clearly defined bumper, all of which further accentuates the uplifted rear. On top of that, there are the extended front and rear overhangs which suggest a little more care should be taken when negotiating steep driveways.

The Coupe-Cabriolet's roof, which is manufactured in Germany by cabrio specialist Karmann, incorporates a massive glass panel that is claimed by Renault to be the largest in its class. The rest of the roof is in gloss black, supposedly to emphasize its convertible configuration. The whole thing raises or lowers in 21 seconds – one second faster than the previous model – but it can't, like many others these days, be operated on the move.

Dimensional increases, importantly, do make for a slightly bigger cabin, with plenty of seat adjustment allowing comfortable positioning for those travelling up front. There is the usual shortage of rear-seat legroom (read: virtually none) when tall front-seat passengers are on board. The latest Coupe-Convertible may be bigger than the previous model, but its wheelbase is still shorter than the new Megane hatch (2609mm compared with 2641mm).

But the seats are comfy in true Euro style and, if there's no full power adjustment for either front passenger, the driver's perch at least can be lifted or lowered electrically, and it is heated into the bargain.

Inside, the Megane Coupe-Cabriolet is basically identical to the rest of the new Megane/Fluence lineup with plenty of soft-touch vinyl and a neat wave-shape dash featuring a regular binnacle-type instrument display. Thankfully, the Megane Coupe-Cabriolet has a digital speedometer readout rather than the indecipherable analogue speedo used in the top of the range Megane RS 250 coupe.

Controls display a certain amount of French ambiguity. That is, many of the functions either have their buttons out of sight or are quite non intuitive to operate. The controls for radio/telephone/trip computer, for example, are located on a hidden stalk on the right of the steering column where the buttons are actuated by feel, rather than sight. The radio controls are replicated on the dash display panel, which helps, but even something as simple as switching between AM and FM bands is at first quite tricky.

On the other hand, the steering wheel located cruise control/speed limiter functions – chosen by a switch aft of the centre console – are simple to find and operate (although they would be easier to use at night with some illumination).

Overall impressions of the interior are positive, but not particularly Gallic. As mentioned there's plenty of soft-touch vinyl, the seats are supportive and the stretching space provided up front leaves absolutely no grounds for complaint.

However there is the feeling the Megane has lost some of its French character, inside as well as out, and could be easily interchangeable with some Japanese brands. This feeling comes from the general layout of the interior with its almost-dreary all-black presentation and, in particular, the attractive white-stitched charcoal trim that brought to mind the similar presentation used in partner Nissan's premium-level Dualis SUV.

Another aspect in which the Megane Coupe-Cabriolet – in fact the entire Megane range – has changed is its suspension dynamics.

The last Megane had a nicely supple, very French ride quality but tended to roll around a bit on corners. Even the first iteration of the turbocharged, three-door Megane Sport tended to be a little soft for a brawny hyper hatch. Today, all Meganes now go from corner to corner with a newfound adroitness quite unknown in the previous model.

The Coupe-Cabriolet shares this steering responsiveness, along with the less absorbent, though still quite compliant ride and an over-assisted electric power steering system that is excellent for parking but could do with a little more weight at speed. A faster ratio than before – it goes from lock to lock in 3.2 turns – along with various modifications giving a more "natural" feel, do help. A negative is that the turning circle, at 10.95 metres, is less tight than before when it went from kerb to kerb in 10.15 metres.

Renault engineers have found a nice mid-way point between ride and handling qualities and the Megane Coupe-Cabriolet doesn't mind at all if the driver feels inclined towards a twisty back-road adventure.

Torsional strength has been given a lot of attention with the new Megane Coupe-Cabriolet too. The statistics sound impressive. With the goal of achieving coupe-like torsional stiffness, the Coupe-Cabriolet is claimed to be three times more rigid than the last car, with static and dynamic torsional stiffness improved by 80 per cent and 30 per cent respectively.

Certainly the Megane is very good for a four-passenger convertible. Roof down, there is some detectable body movement on rough surfaces, but it is still excellent given its large-cabin configuration and gets better when the roof is up.

This brings us to the drivetrain, where the bottom line is that the Megane Coupe-Cabriolet could do with more oomph. A lot more.

The 100kg weight increase over regular Megane hatchbacks give the 2.0-litre engine a bit more to do than it would ideally prefer, affecting acceleration and emphasising the less-pleasant characteristics of CVT transmissions.

The transmission does its best to compensate for the less favourable power-weight ratio and is generally fine in light-throttle situations, but any attempt to get the Coupe-Cabriolet up and running results in the usual manic revving of the engine and the impression the clutch is slipping mightily. The manual override giving access to six discrete ratios tends to partly overcome this and ends up being used frequently by those who like to get involved in the driving experience.

Upshot of all this is that the Coupe-Cabriolet isn't particularly economical (we struggled to get below 9.5L/100km in mostly freeway testing although the combined figure is quoted at 8.1L/100km), and not quick at all. As mentioned earlier, there's no surprise Renault neglected to make any performance claims for the Megane Coupe-Cabriolet.

That said, the engine itself is pretty quiet and smooth on a cruise and contributes to the Megane Coupe-Cabriolet's generally refined on-road behaviour.

Roof down, the Coupe-Cabriolet is relatively serene at urban speeds, helped by a standard glass wind deflector aft of the rear seat that does away with some of the wind bluster experienced in the cabin. An additional, clip-on mesh deflector attaches to the front seats when only two passengers are on board.

Passengers will also appreciate the Coupe-Cabriolet's typically large boot which, with the roof up, can hold as much as 417 litres in an uncommonly wide space. This almost halves, of course, to 211 litres when the roof is down. A nice touch is the assisted lock-down when the lid is being closed.

In terms of safety, the Megane Coupe-Cabriolet has a tougher body than before, with more rigid A-pillars and extensive structural work protecting passengers from front, side, rear and rollover injuries. Pop-up hoops deploy from behind the rear seatbacks if a rollover is imminent.

In addition to the usual dual front and front side airbags, anti-submarining airbags are built into the front seats to stop passengers from sliding underneath the belts in a frontal impact. The side airbags use sensors able to trigger deployment in half the time of normal side bags to maximise passenger protection.

Available in just one trim level – Dynamique - the Megane Coupe-Cabriolet is not short of standard gear. In addition to the satellite navigation, dual-zone climate control and upmarket sound system mentioned earlier, the Megane gets an automatic parking brake, Bluetooth connectivity, heated door mirrors, 17-inch alloy wheels, trip computer and a Renault smart card key system. Options are limited to leather upholstery, bi-xenon headlights and metallic paint.

The Arkamys "3D Sound" eight-speaker audio system has been designed to deliver optimum performance in the challenging audio environment of a car cabin and uses larger speakers than Megane hatchbacks. As you would expect, it does a fine job, in both CD and radio mode – the latter of which uses two aerials to assist reception.

In every way but one, the latest Megane Coupe-Cabriolet does what a new model should. It offers a better deal for passengers, is better fitted out, safer and generally more rewarding to drive. The only real issue is that the 2.0-litre engine has run out of puff for this application.

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