Renault Megane RS 300 Trophy 2020 Review

Make no mistake, the Renault Megane RS 300 Trophy is a rare beastie. Only 100 of these French athletes will be sold in Australia.

Pumping out 220kW/420Nm from its aggressively tuned 1.8-litre four-banger (400Nm if you choose the cheaper manual version), you can get into Renault Megane RS 300 Trophy for $52,990, which is $7000 more than the entry-level Megane RS, pegged at $45,990.

So is it worth it? I'm still trying to figure that out…

Actually I just figured it out. Based on my non-committal response I'm not completely convinced it is worth the extra clams, as the standard Megane RS is a very accomplished vehicle.

The machine on test costs a hefty $56,990, which works out to more than $60,000 once on-road costs are added. The higher price is due to two significant – but sought-after – additions: Liquid Yellow signature metallic paint ($1000) and the six-speed dual-clutch transmission ($3000).

What I find a tad perplexing is that you'll be hard-pressed to distinguish the fancy-pants Trophy model from the regular Megane RS Sport… unless you're a die-hard car-spotter.

The 19-inch Jerez alloy wheels, red-painted brake calipers and a 'Trophy' sticker on the front wing are the major visual updates, and if the hot hatch is on the move you'll invariably think it’s a vanilla RS. I won't lie – I was expecting more eye candy.

There is the Renault Megane RS Trophy-R, with its garish red-on-white body colour, stylised bonnet scoop, black wheels, 130kg lower kerb weight – the list goes on. But only 11 are coming to Australia and they cost $74,990 each.

Oh, and they're sold out. Natch.

Don't get me wrong, the Megane RS Trophy has a butch look thanks to the Cup chassis, lowering the car closer to the ground, the wide stance and magnificently deep rear diffuser adding visual venom. But given its improved performance – up to 15kW/30Nm more gristle – it seems like an opportunity missed.

Where's the strakes, the louvres, the venturi tunnels?!

However, the first few moments with the car almost make up for the lack of visual drama, when the time comes to explore the new exhaust system's acoustic range.

More menacing than your garden variety go-fast hot hatch, the razzle-dazzle 'active-valve' exhaust system generates an ominous tone at idle. This thing does not sound like a 1.8-litre four-piston air pump.

The tone quickly turns into a shrill "move it or lose it" motorsport-inspired scream as the revs near the redline, punctuated by a sharp (and loud!) rifle crack every time a gear shift is effected above 4500rpm.

But the best element the upgraded exhaust system is the way it snarls and growls like a vulpine on the overrun. It is splendidly entertaining to slot into Sport (or Race) mode and decelerate slowly between 3000-1500rpm, the sounds of fireworks causing other motorists to gawk in confused admiration/disgust.

As the name suggests, the active valve in the exhaust system can be shut to make the car quieter, which is always a welcome option. Best not to invoke the neighbours' wrath.

Running costs? It's thirsty. Real thirsty. We saw figures of around 15.0L/100km before some highway cruising softened things. It comes with a five-year/unlimited-kilometer warranty and has 12 month/20,000km service intervals.

It's a seriously fast car but the RS 300 Trophy's extra herbs and spices (205kW/390Nm upped to 220kW/420Nm) manifest as improved throttle response rather than outright pin-you-into-your-seat exultations.

The extra power comes about chiefly due to turbocharger tweaks, which see a ceramic ball bearing rig underpin the turbine, allowing for a dizzying 200,000rpm. The new jigger is lighter yet harder and more robust than the previous steel setup, improving spool-up times.

After a solid workout on some challenging roads – and some rather boring commuting on banal thoroughfares – it's fair to say the yellow rocket is a satisfying machine to drive.

Peak power of 220kW hits at 6000rpm, but it'll spin another 500rpm if you push it (without losing momentum); while peak torque of 420Nm at 3200rpm gives you a wicked mid-range shove.

The powerband between 3000-6000rpm is a glorious place to spend time on fast and fun roads, the exhaust system adding to the occasion and ensuring a more memorable experience you'll want to tell (and show) your mates.

I tended to default to the paddle shifters when pushing hard and they do work well but are fixed in place, which means no downshifts mid-corner unless you have double-jointed extend digits.

The launch control system is also really neat – just pull both shifters for a couple of seconds to activate and boom-shakalaka! You'll be touch 100km/h from standstill in just 5.7sec.

Top speed is 260km/h.

To be frank I think I would have had bigger smiles driving the (more affordable) six-speed manual, but the six-speed auto ain't terrible. It'll downshift to 5500rpm – complete with exhaust mayhem – which is impressive, and offers rapid shifts when you're going at it hammer and tong.

The chassis? Very good. Renault Sport's French boffins have developed a seriously hardcore, hard-edged machine that's nevertheless engaging and approachable – especially with the six-speed automatic cog-swapper.

The Cup chassis adds a mechanical Torsen slippery diff at the front which improves mid-corner power delivery, while 30 per cent stiffer springs, 25 per cent firmer dampers and 10 per cent more rigid anti-roll bars than the el-cheapo Megane RS. Together with the Bridgestone Potenza tyres, you have a recipe for mucho grippo.

Lump in a fairly intuitive electric steering system that provides above average levels of feedback, and slightly improved brake response via lighter (by 1.8kg each, or 72kg combined) and more durable ventilated brake rotors, which are now constructed from from aluminium and cast-iron – gripped by Brembos calipers, naturally – and you're looking at the kind of hot hatch that will be challenging to chase up a snaking mountain pass.

The independent axis front suspension that separates steering and drive inputs works together with the Torsen diff, which means you can stomp on the throttle mid-corner without upsetting your rhythm. Fool proof? Not quite, but it's very good. The addition of hydraulic bump compression stops also helps the dampers recover from big hits and pot holes a little quicker.

Indeed, it tracks through bends in the road with exacting precision, the strong engine allowing the car punch out of corners with the giddying self-confidence of the Notorious Connor McGregor himself. Despite all the chassis tricks, nothing can stop the high rigidity of the chassis becoming upset by mid-corner ructions at full tilt.

The 4Control four-wheel steering system is a bit of an enigma if you ask me. I reckon a well sorted front-wheel drive chassis doesn't need this sort of system, as previous comparisons with the Renault have shown. The car's desire to oversteer into corners is a little surprising (read: unhelpful) at higher speed, but hey, if nothing else it makes parallel parking a little easier when meandering around.

Which brings us to urban driving and daily duties.

If you wanted a hot-hatch with an automatic gearbox you pretty much had one option in the past – a Golf GTI or a Golf R. But Renault now offers its EDC auto and it's a resolved system that makes the daily commute a lot easier than constantly mashing a clutch pedal in a manual.

The Alcantara sports seats are comfortable and supportive and the car comes with all the mod cons, like adaptive cruise control, blind spot warning, parking sensors, keyless entry/engine start and so on.

But when you're tootling around at dumb-dumb speeds and engage with various in-car systems, it feels a bit tired. There's no auto-hold feature which should be offered given it has an electric park brake, and the infotainment system has a low-tech look and feel with poor menu execution and wishy-washy touch response.

Indeed, if you're looking for Golf R-like functionality with all the luxury touches and crisply executed techno-wizardry, you may be slightly disappointed. The Megane doesn't offer adaptive suspension like the VW either, and suffers from poor ride comfort on some road surfaces as a result.

Getting back to the Megane RS versus Megane RS Trophy question, is it worth the extra cash? It's a more decisive car, no doubt, but more engaging to drive? It depends on how developed you amygdala is (the part of the brain that controls responses to fear).

On the road I doubt most drivers would be able to tell the difference between a Megane RS Cup and the Megane RS Trophy – apart from the undeniably alluring burbles and crackles emanating from the trick 'zorst.

On the race track? I reckon there'd be a bit more of a difference and perhaps a talented salesperson could convince a buyer the price hike is therefore justified.

Given there's only 100 of these bad boys coming into Australia – and possibly a few more if demand explodes – it seems wrong that this car only gets a Trophy sticker on the front wing along with crimson highlights on its wheels and brakes. It deserves more eye candy to set it apart – think MINI GP compared to a MINI Cooper S.

But I digress… The Renault Megane RS Trophy is a wicked hot hatch, one that will go much closer to matching the dominant hottie of this era, the Honda Civic Type R. And although purists will boo and hiss, the option of a six-speed automatic will expand this vehicle's appeal immeasurably.

How much does the 2020 Renault Megane RS 300 Trophy cost?
Price: $56,990 (plus on-road costs)
Engine: 1.8-litre four-cylinder turbo-petrol
Output: 220kW/420Nm
Transmission: Six-speed dual-clutch
Fuel: 12.9L/100km (as tested)
CO2: 182g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2015)