Renault Megane RS 2019 Review

There’s no shortage of outrage both real and confected these days. People seem to get themselves worked up about all sorts of things.

Automotive fans are no different to anyone else; Porsche builds an SUV… outrage. Holden sticks the Commodore badge on a front-wheel drive import… outrage.

Renault launches a dual-clutch transmission version of the new Megane RS hot hatch… no doubt there’s outrage breaking out all over the place if you can be bothered to go and look for it.

Me? Nah, I’m not that fussed. After all, Renault’s third generation Megane RS at least still gives you the choice of a manual or auto – unlike its own little brother the Clio RS and the iconic Volkswagen Golf GTI, which goes all-auto for MY19.

And then there’s most of the Megane’s rivals, like the Honda Civic Type R, Hyundai i30 N and Peugeot 308 GTi … great cars, but all resolutely manual.

Well, the hot tuners at RenaultSport not only extend the middle digit at that unspoken law, they also offer the new Megane hot hatch only as a five-door when it was previously a three-door.

The good news is the tuned version of the 1.8-litre turbo-petrol four-cylinder engine – sourced from Renault’s Korean subsidiary Samsung – that powers the new Megane RS delivers a competitive 205kW/390Nm on 98 RON and drives either version from 0-100km/h in 5.8sec.

The auto gets you there with the assistance of launch control, a feature missing from the manual. But the latter fights back in the corners by offering the option of upgrading from the Sport to the Cup chassis pack, that adds a Torsen limited slip front diff in place of torque vectoring, lower and firmer suspension and black – rather than silver-faced – 19-inch alloy wheels.

The auto is also 23kg heavier than the manual at 1450kg, which helps explain why the two-pedal version claims a slightly higher fuel consumption average at 7.5L/100km versus 7.4. Both drivetrains come with idle-stop. We averaged 9.6L/100km.

And if you want to pull slides then the manual helps with a traditional park brake lever, while the EDC gets an EPB (electric parking brake).

Powertrain behaviour, along with other bits and bobs like exhaust noise and steering weight, can be dialled in and out through Multi-Sense, which goes from Comfort to race via Neutral and Sport. You can also personalise the set-up.

Note though, if you think changing modes changes suspension behaviour you’re imagining it. The tune is passive, so it’s one size fits all.

The two cars share key technical features such as the independent axis front suspension which separates steering and drive inputs, remembering the RS is front-wheel drive. There’s also 4Control four-wheel steering across the range, which is a unique feature in the class.

The rear wheels turn in the opposite direction to the fronts at low seed to aid manouvrablity and in the same direction over 60km/h (or 100km/h in race mode) to aid stability.

OK, lots of figures and technical bits and bobs there, but what about the key information. What do they cost?

Well, the manual will set you back $44,990 (plus on-road costs). Add the Cup chassis pack for an extra $1490 and it still undercuts the $47,490 EDC – that stands for Efficient Dual Clutch – auto.

Our test RS EDC added metallic paint for $880, Alcantara leather upholstery for $1190 and a BOSE sound system for $500. Bringing the price – before on-roads remember – up to $50,060.

The options come on top of a standard safety equipment list that includes front, side and curtain airbags, high-speed autonomous emergency braking (it kicks in from 45km/h to 145km/h) and lane departure warning (70km/h), adaptive cruise control, LED headlights, a reversing camera, parking sensors and assistance, two ISOFIX child-seat mounts and three top tethers.

There is no ANCAP safety rating for the Megane RS.

RS interior equipment includes push-button ignition, dual-zone climate control, sat-nav, Apple CarPlay and Android Auto smartphone pairing, a huge vertical touchscreen that dominates the centre stack, aluminium pedals and the appropriate RS badging.

There’s also an RS Monitor that allows you to track car performance and display the readings in real-time on the touchscreen.

Exterior features include a gloss-black honeycomb front grille, LED daytime running lights, a rear spoiler, a single chrome exhaust and 19-inch alloys.

The RS comes with a three-year/unlimited-kilometre warranty that used to be five years, up to four years roadside assist and three years capped-price servicing that comes out at $399 per annum (not including consumables like the air filter).

So, enough of all that. What does the Megane RS EDC drive like?

Well, this is not going to shock you, but it drives a hell of a lot like the manual Megane RS.

The same vibrant engine that really ignites when you select Sport or Race mode, crackling and popping on the over-run and growling aggressively accelerating through the midrange.

The front suspension works, keeping torque steer at bay and channeling drive forward.

The chassis is taut and terrific, set up to keep the body balanced and flat in the EDC’s natural environment – a challenging series of corners.

Throw some bumps into the mix and you do notice them. This is a vehicle tuned for smooth European roads, not our patchwork quilt. But the suspension – strut front and torsion beam rear – does deal with an issue quickly and move on, rather than wobbling or jarring the body.

Maybe this is the new and much-hyped hydraulic bump compressions stops fitted to each shock absorber helping here?

The effect of 4Conrol is more definable. When hunting the apex of a turn the car feels like it wants to over-rotate on entry. It hints of lift-off oversteer only without the lift-off. I never quite settled with it, but it never got out of control either. You really need a race track to explore its limits properly.

And what of the dual-clutch? Well, straight off it gives people who aren’t confident operating a manual or – as is becoming more common – aren’t licensed to operate one, a chance to experience an awesome little car; one that growls and turns and leaps and dives and responds.

With Sport/Race mode engaged the EDC becomes incredibly aggressive, ka-chunging down though multiple gears on its own, or rapidly responding when activated by the paddles mounted on the steering column.

It’s not the same intimate, focusing experience a manual delivers. And it’s certainly doesn’t provide the same satisfaction as a clean heel and toe shift. But it’s still good fun and a far better option than leaving the i30 N or Civic Type R in the garage…

Take the pressure off and just cruise and the EDC is a better choice than the manual. Try as I might, I couldn’t get it to hesitate and baulk in the same way the VW Group DSG still does.

So what else is there to tell you about the Megane RS EDC?

It has a chunky manually adjustable reach and rake steering wheel trimmed in Alcantara, great single-piece front seats, adequate rear seat space, adequate cabin storage and a decent-sized 434-litre boot.

You can hunt all you like but you won’t find a spare tyre in there.

The thing that grates about the interior of the Megane RS is there is so much going on that just seems complex.

It would be less of a problem if French cars were more common, then things like the audio adjustment plinth hidden behind the steering wheel wouldn’t seem so odd.

But the drill-downs and options presented by the RS Monitor, RS Drive, Multi-Sense and Dynamic Drive functions are complex; TBH, I’m still not sure what some of that stuff does!

That’s it. I loved my time with the Megane RS EDC, a lively and engaging hot hatch that undoubtedly stacks up against its rivals and predecessors.

The EDC adds flexibility to the offering and therefore makes it potentially more appealing to more people.

And hey, getting more people to actually realise driving can be enjoyable is what a vehicle like this is all about, surely.

So save that outrage for Porsche SUVs and front-wheel drive Commodores. The RS EDC is worthy of praise not criticism.

How much does a 2018 Renault Megane RS EDC cost?
Price: $47,490 (plus on-road costs)
Engine: 1.8-litre four-cylinder turbo-petrol
Output: 205kW/390Nm
Transmission: Six-speed dual-clutch
Fuel: 7.5L/100km (ADR Combined)
CO2: 169g/km (ADR Combined)
Safety Rating: N/A