Renault Megane RS Trophy-R 2019 Review

First it was the Nurburgring, now it’s The Bend.

Renault is using a series of lap record runs to prove the quick-car credentials of its latest Megane RS and to build up the bragging rights for the handful of people who will be driving the new Renault Megane RS Trophy-R in Australia.

Renault has owned the front-wheel drive production record at the ‘ring through the history of the RS and it took one of the first Megane Trophy-R cars to Tailem Bend in South Australia for James Moffat to establish a similar record.

He clocked a time of two minutes 14.4 seconds, a handy result when his TCR-spec Megane RS race car manages 1:57.7 in the carsales TCR Australia Series.

Owners of the RS Trophy-R deserve the accolade for a car which costs about $75,000 -- one heck of a lot of money for a front-wheel drive hot hatch. And it doesn’t even have a back seat.

One Renault Megane Trophy-R owner will be paying even more, as a single fully-loaded car -- complete with Australian-made Carbon Revolution wheels and carbon-ceramic brakes =- is going to be auctioned.

Renault Australia is even hoping it can convince Dan Ricciardo, its Formula 1 grand prix spearhead, to bring down the gavel on the sale.

Back to the car and why it was an almost-instant sell-out with six of the 11 cars allocated to Australia -- from an overall global production run of 500 -- driving into Ricciardo’s cashed-up home state of Western Australia.

The Trophy-R sits at the top of the fourth-generation Renault Megane RS model range, which now start at $51,990 for the Cup, followed by the RS Trophy at $55,990, both with six-speed dual-clutch automatic gearboxes.

Renault expects that many of the Trophy cars will hit the track and the clear focus on development is spotlighted on making it better for people who like to indulge in some track day play.

The Trophy is the same in the engine room, with 220kW and 400Nm, but switches to a six-speed manual gearbox with a Torsen limited-slip differential. As usual, there are multiple driving modes from Comfort to Race, with Perso for owner preferences.

In the suspension department, Ohlins dampers sit at each corner and are adjustable for both the ride-height and firmness on compression and rebound. The Trophy also loses the rear-steer system from the Megane and the front suspension has a little more negative camber to aid turn-in.

The brakes look much the same as the regular RS but the piston sizes in the four-spot callipers are a touch bigger for more stopping power.

Keeping it all on the road, the Trophy-R has specific Bridgestone Potenza 007 tyres which were developed for the car.

The key to the quicker package in the Renault Megane RS Tropy-R is all down to the detail, not just turning up the boost on the turbo.

Renault Sport has looked at every area in a weight-loss program that puts Jenny Craig to shame. The final total is 130kg.

Race-style Sabelt seats are the start, then there is a titanium exhaust by Akropovic, a lighter battery and a carbon-fibre bonnet that shaves 8kg on its own. The 19-inch alloys are each 2kg lighter, although the Carbon Revolution ones cut an extra 2kg.

Dropping the advanced safety systems from the car -- which loses things like radar cruise and blind-spot warning -- contributes 25kg.

The back seat goes, which Renault says is ideal space for carrying a spare set of track-day tyres, the rear glass is thinner and there is no rear wiper.

The aero pack on the Renault Megane RS Trophy-R is not TCR-outrageous, but there is still a carbon diffuser under the tail, a smoother front spoiler and flat panels under the floor.

For people who know, and care, the giant NACA duct in the bonnet -- feeding cooling air -- is an instant giveaway.

The Renault Megane RS Trophy-R is obviously quick, as the first sprint proves.

But the roads around Tailem Bend are arrow-straight and there is zero chance to hustle it through any turns. So I’m restricted to some quick-fire blasts in the various driving modes and a run of 110km/h cruising.

The seats are fixed but comfy, although I would pull them out and bolt them back into my optimum driving position, and it’s fun to look in the back and see nothing where the seats would normally live.

It’s all very Porsche GT3, although there is no roll-cage.

But the rim of the steering wheel is far too fat for me, like some earlier AMG Benzes and M BMWs, and it tugs and fights whenever I give it full power.

It’s also very noisy, with lots of thrum and hiss from the high-grip tyres.

The six-speed manual has a slick shift and the ratios keep the turbo spinning, but the take-up point on the clutch is very high in the pedal stroke and means you have to concentrate for a smooth getaway.

So the Trophy-R would not be a great commuter car.

Renault had two driving cars at Tailem Bend for track laps, an RS Cup and the Trophy-R. There was also a Trophy, but it was only for display.

Starting in the Cup car is the best beginning, as I can learn the South Australian track in relative comfort and with zero pressure.

Tailem Bend is long and tricky, with corners that are not remotely easy. One high-speed combination has been nicknamed The Threesome and demands absolute commitment and precision in fourth gear.

The Cup car is fun and quick, and I like the DSG gearbox with its paddle shift. It means I can concentrate on braking well and positioning the car, instead of making an early down-change to get the car settled for the curves.

The Trophy-R is a significant upgrade, even if I’m not a real fan of the manual. Some people think a fast car must be manual to be honest and real, but the bottom line -- for me -- is about cutting quick laps with minimum fuss and maximum fun with paddle shifters.

The car turns more aggressively, grips better with a higher mid-corner speed, and gets better exits with grippier tyres and the Torsen differential.

Subjectively, the R-car is about two seconds faster and that’s a fair chunk of speed.

Not just that, but the Trophy-R can be driven harder for longer and that’s the real pay-off. It would get through a track day without any worries, although it would probably need regular visits to the tyre store.

People who like the Renault Megane RS will love the Trophy-R.

It turns the dial up to 11 with a rewarding package for keen drivers that also means weekends can become a track-day special.

It’s not for everyone, costs a lot and is a sell-out anyway, but it does what it Renault Sport promises.

How much does the 2020 Renault Megane RS Trophy-R cost?
Price: $74,990 (plus on-road costs)
Engine: 1.8-litre four-cylinder turbo-petrol
Output: 220kW/400Nm
Transmission: Six-speed manual
Fuel: 8.0L/100km (NEDC)
CO2: 180g/km (NEDC)
Safety: Not tested