Renault Megane GT 2016 Review - International

2016 Renault Megane GT
International Launch Review
Lisbon, Portugal

No doubt Renault is emerging into a new and promising era. Clio and Captur have given us cause for hope and now comes the new Megane small car. Almost everything changes compared to its underwhelming 'Mazda3-lite’ predecessor and that’s a good thing. First up we’re taste testing the GT hatch, which will be the hottest new-generation model until the next RS arrives.

It pays to be cautious when assessing new cars on overseas roads. What seems to be a world beater can be far less impressive in more familiar and usually rougher and tougher conditions at home.

So rather than get carried away about the new Renault Megane GT and start eulogising its talents after a few promising hours in Portugal, let’s just say we’re keenly interested in how it stacks up on Australian roads.

The GT wanted to go fast, enticing with its sharp power deliver, quick and well-weighted steering, excellent balance and charming, refined manners.

If you’re surprised these endorsements are for a Renault, then remember this is one sorted by hot tuner Renaultsport, or RS as we more commonly know it. As in the bonkers Megane RS models and the only slightly less bonkers Clio RS.

In the existing third-generation Megane line-up the GT is also a Renaultsport-tuned model powered by a 162kW/340Nm 2.0-litre turbocharged petrol engine and limited in its appeal because it is sold only with a manual transmission.

When the next Megane arrives in Australia in September/October next year, the GT will be a five-door hatch powered by the Clio RS’s 151kW/280Nm 1.6-litre turbo-petrol engine combined with a seven-speed dual-clutch automatic transmission.

Speaking of the RS Megane, the current generation will continue in production throughout 2016. A new generation of the flagship won’t come until 2017.

While the GT’s ingredients – even with an obvious and not insignificant power and torque decrease – sound promising, there is much more. The new Megane family it is part of really is new, not spin doctor ‘new’ where the grille, a piece of trim and and wheel design changes.

It is based on the CMF (Common Module Family) architecture that is shared across the Renault-Nissan alliance as far and wide as the Nissan X-TRAIL and Renault Espace full-size people-mover.

Over the top of CMF Renault has draped an all new and far more stylish body and interior, injected a heap of safety technology and serious and amusing features, including mobile phone-style personalisation. We’ve gone into the detail of the equipment list here.

The new Megane is also longer, lower, wider and slightly lighter than its predecessor and claims to release more interior space. But it is by no means a breakthrough car of the type Renault once made – 6, 12, 16, etcetera. This is a typical front-wheel drive small car with MacPherson struts up front and a torsion beam rear axle – so not even independent rear suspension. Steering is electrically assisted and brakes are discs all-round.

The GT does get its own sports suspension tune as well as larger brakes. But its main claim to techno fame is 4Control four-wheel steering, which is a derivation of the system first seen on the defunct Laguna. At speeds up to 80km/h the rear wheels turn in the opposite direction to the fronts to aid manoeuvrability. Above that speed they turn in the same direction to aid stability.

But there’s no adaptive dampers or tricky diff – digital or mechanical – to aid progress. Considering the GT will most likely pitch under $40,000 with its aim set squarely on the Volkswagen Golf GTI, there’s probably only so much expensive tech that can be justified.

And if our Euro first impressions are anywhere near accurate then the truth is those tricky bits aren’t even needed.

At the GT’s heart is a tractable engine that extracts maximum value for the driver because it is willing to rev from the teens through to beyond 6000rpm with nary a hitch or hole, while sounding terrific – albeit digitally enhanced – in the Multi-Sense system’s sport mode.

It aligns well with a Getrag-sourced dual-clutch transmission that goes from quite relaxed in ‘neutral’ or ‘comfort’ modes to aggressively supportive in sport. Long flappy paddles mounted to the steering column make manual shifting easy.

Annoyingly, however, the shift is set up not to hold the chosen gear once you hit redline – even in sport mode in a hot-ish hatch tuned by Renaultsport for Gawd’s sake!

Importantly, traction was excellent even in the wet and sometimes miserable conditions we encountered. There was hardly any sign of torque steer either, even when the launch control function was engaged for racing starts. In fact, the steering was a highlight, because of its quick response (Renault claims 4Control reduces turn by 40 per cent) without getting unruly even when sport mode was selected.

In fact, it's fair to say sport mode became the default mode. The car was at its liveliest and most responsive yet wasn’t so hard-edged (remembering the suspensions settings are passive) to make it an issue.

Indeed, the chassis set-up’s ability to run the thin line between comfort and control was one of the GT’s real highlights. Balance was excellent, as was the detailed tuning refinement that transforms a car from being good on paper to something you actually want to drive.

The GT’s refinement also included a quiet cabin, even rolling on quite aggressive 225/40 R18 Continental ContiSport Contact rubber.

The cabin plays a big role in adding to that feeling of refinement. The level of quality compared to the old Megane is through the roof, with plenty of soft-touch materials. The front single-piece buckets are superbly comfortable and supportive and the steering wheel is a chubby little affair that is in sync with the car’s personality.

As a high-end model the GT comes with the huge 8.7-inch R-Link 2 touch-screen that is set long-ways (portrait format) down the centre console. It has really useable swipe, zoom and pinch functions like a mobile phone to move between its pages and highlight details.

In addition, a significant amount of personalisation is offered, including to the virtual instrument panel. It is offered in four different designs and multiple colour options. Ambient lighting can be tuned to different colours, brightness and switched on and off in the front and back seat depending on your preferences.

But some of this stuff, including many of the apps used by R-Link 2 that require mobile-phone connection, won’t be coming to Australia. Nor will the head-up display, which for cost reasons is for left-hand drive countries only.

More bad news can be found in the back seat, where adult passengers will find limited leg and toe room, despite claims that more space has been liberated. In the GT they also do without storage pockets in the seats, although there are adjustable air-con vents. Boot space is claimed to be 434 litres, which is very good for the class.

Making a definitive call on the more subjective matter of just how good the Megane GT is to drive requires a little more time and local experience. But on this first taste, it shows serious promise.

2016 Renault Megane GT pricing and specifications:
Price: $39,990 (estimated)
Engine: 1.6-litre turbo-petrol four-cylinder
Outputs: 151kW/280Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 6.0L/100km
CO2: 134g/km
Safety rating: Five-star (Euro NCAP)

Also consider:
Volkswagen Golf GTI (from $40,990)
Peugeot 308 GT (from $41,990)
Ford Focus ST (from $38,990)