Hyundai i30 VS Renault Megane
- Appealing design
- Excellent cabin upgrade
- Lively performance and handling
- Too much highway road-noise intrusion
- Misses out on i30 Elite’s top-drawer safety kit
- Firm ride and rack rattle over bumpy roads
- Sexy looks
- You can still get a manual!
- More practical than before
- Four-wheel steering adds complexity
- Interior little differentiated from GT
- Rear legroom
Since 2007, the i30 has consistently been Hyundai’s best model.
A car so focused on being an amiable Volkswagen Golf alternative, it’s even been co-developed in Germany. As such, over three distinct generations, there’s never been a dud version.
But does the i30 N-Line have the same impact in the non-full-fat, semi-skimmed warm-hatch category – you know, the sporty hatches that don’t cost the earth?
We drive the latest, 2021 i30 N-Line Premium to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Regular Unleaded Petrol|
More power, more wheelarches, more steering, more doors and more transmissions. Aside from possibly the doors part, it's all sounding pretty rosy for the new third generation of Renault's Megane R.S. hot hatch.
The current Clio R.S. has followed a similar formula to great effect, improving its overall sales figures drastically, but it's fair to say it's lost a certain je ne sais quoi for the purists who've grown to worship the brand.
Selling cars vs brand building is always a tricky balance for car companies, but the previous Megane R.S. is giving the new model a handy head start with Australia being its third biggest market in the world.
Wander down the pit lane at any track day or tarmac rally, and you're bound to come across a handful of previous models. Often more than any other hot hatch, which is a clear sign of approval from those in the know who work their cars hard.
Will the new model build on that legacy? We were among the first to drive the new R.S. on road and track to find out at its Australian launch this week.
|Engine Type||1.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
Right now, the N-Line with the DCT is the fastest auto i30 you can buy, and that – plus all the luxuries and features that the Premium includes – makes it an attractive grand touring small car with sufficient speed and athleticism to entertain the keener driver.
But the manual i30 N at only around $5000 more significantly elevates the driving experience and thrills, while an auto is imminent. That’s what we’d save up for.
Still, as a fun and entertaining warm hatch, the i30 N-Line still offers enough consistency to warrant your attention. Easy to respect but hard to get really rapt over.
The new Megane R.S. is objectively a better car overall, and will probably appeal to more people, but it's not quite as special as the model it replaces.
It will be telling if the expected Trophy R flagship retains the all-wheel steering system, but in base R.S. guise its benefits are questionable.
It's an excellent hot hatch regardless, particularly on public roads, and I reckon it's at its best with the EDC transmission and the Alcantara and Bose option boxes ticked.
Do you think the new Megane R.S. is a step forward or sideways for Renault Sport? Tell us what you think in the comments section below.
For some people it’s what hasn’t changed that is the most interesting visual aspect about the 2021 i30 N-Line.
The “Sensuous Sportiness” nosecone found on all other i30s including the base grade does not apply here, for reasons which still aren’t clear, as most models bar the i30 N and Fastback are out of same South Korean factory. Yet even the latter (imported from the Czech Republic) are about to gain the fresh proboscis.
But is this a bad thing? Frankly, no, as the original front-end styling is arguably prettier than the fussy new visage.
Another thing is how well this pleasing 2017 design is ageing, with sober, elegant proportions and confident stance that reflect Hyundai’s desire to be classed as a credible Golf alternative. Plus, the N-Line body kit makes a statement without it being in your face. Listening, Honda Civic?
You can't miss those bulging wheelarches on all four corners, which are needed to cover the 19-inch alloy wheels and tracks which have been widened by 60mm at the front and 45mm at the rear. They cost Renault a lot of money to change over the regular Megane, and no other current hot hatch manages to do it.
The front guards also feature functional air extraction vents and the look is capped with completely different front and rear bumpers and a central exhaust. Unlike most of its rivals, the rear diffuser is able to generate downforce in lieu of a big rear spoiler. The body kit is completed by fatter and lower sills on either side, and other dimensions are largely the same as a regular Megane hatch.
You won't mistake it for just any Megane from the outside, but the interior is a bit more subdued. If you're looking to trade up from the existing Megane GT, the only real changes you'll notice will be carbon-look inlays on the dash and doors and an R.S. logo on the steering wheel.
Aside from R.S. logos on the headrests, the front seats look outwardly similar to the sports seats in the GT, too, but have been treated to specific shaping and materials to balance everyday driving with the extra bolstering required for the track.
Given the basic ingredients are shared with the i30 Active, the N-Line’s interior presentation is an impressive step up.
Not immediately obvious are small changes for MY21, including the 2.25-inch larger central touchscreen with its modernised graphics and repositioned and simplified access button. From the handsome steering and matte grey leather/vinyl upholstery to the red piping and stitching as well as brushed metallic accents, the look and ambience agrees with the N-Line Premium’s price positioning.
The new digital instrumentation, with its BMW-style (or is that Honda-like) hexagonal tacho and central speedo, provides enough differentiation from bread-and-butter i30s for it to feel a bit more special.
As do the panoramic sunroof, thick-rimmed wheel, sports front seats, black trim, double stitching and red seat belts, while the MY21 multimedia update has fresh graphics that is easy and pleasurable to use.
But while there’s no missing the digital speedo, the instrumentation lacks the clarity and elegance of the previous, classically analogue iteration. And it cannot be configured like Audi’s Virtual Cockpit. Where’s the scope for personalisation? It feels like a wasted opportunity.
Otherwise it’s all normal-i30 inside, which means big doors for unimpeded entry/egress, sufficient space, loads of practicality, excellent ventilation and a first-class driving position, offering a welcoming, intuitive interface between car and driver. Vision out isn’t too bad, either, aided by that huge central touchscreen and big exterior mirrors.
The N-Line Premium’s heated and vented front seats are superb, with the driver’s offering a 10-way electrical adjustment including lumbar support. They ensconce their occupants in all the right areas, with bolsters that grip you in tight through tight turns, and immediately make you feel like you’re in a sporty hatch. Their accompanying red seatbelts look great too.
The rear seat area is a bit smaller than in many rival small cars nowadays, but it isn’t a disaster, as the back bench/backrest combo is firm yet supportive, promoting a comfy posture. Rear face-level air vents, a centre armrest, huge door pockets, overhead grab handles, coat hooks, individual reading lights and windows that drop almost all the way are further bonuses. But betraying the i30’s age is the lack of USB ports, with only a 12V outlet in the (huge) centre console between the front occupants.
Finally, the cargo area is big, deep and handy, with a huge space available and a low lip to negotiate heavier objects over. Under the floor is a space-saver spare. Capacity is rated at 395 litres, extending to 1301L with the rear backrests dropped.
Overall, then, with its racy yet classy trim, the i30’s cabin in N-Line Premium guise is as inviting as you’d wish for in a warm hatch.
Unlike the last generation, the new model is a five-door hatch. This may not be as sexy as the three door, swooping coupe roofline of before, but it makes the R.S. a whole lot easier to live with.
Access is the number one benefit though, as the regular Megane's back seat is somewhat lacking in legroom, which is further compounded by limited toe room underneath the sport front seats.
The other big practicality must-haves are retained though, with two cupholders front and rear and bottle holders in each door. There are ISOFIX child seat mounts in the outboard positions, and it also gets the same 434-litre boot space as a regular Megane hatch, which is pretty decent for its class.
You'll only find an inflation kit instead of a spare tyre though, regardless of whether the Bose audio system is optioned.
Price and features
In October, 2020, Hyundai facelifted the PD-series i30 hatch.
Known as the PD4, most of the range gains a wide toothy grille with chrome bars and a sleeker shape to the front bumper as well as fresh lighting elements – but not the N-Line. Why? More on that later. You’ll also find a revised rear bumper and diffuser. The inevitable price rises have also struck, to the tune between $2400 and $3100 depending on grade.
However, there are plenty of new features for all MY21 i30s, including auto-folding side mirrors with heating, a 7.0-inch multifunction display and a restyled steering wheel and gear selector, while on the safety front all models include autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane-keep and steering assist, lane following assist, adaptive cruise control with full stop/go functionality, driver attention warning and auto high beams.
Priced from $36,220, the N-Line Premium as tested here is on the expensive side, but it does usher in two significant changes over the regular i30 – a turbo-engine and dual-clutch transmission powertrain and an upgrade from a torsion beam to a multi-link rear suspension system. Both are transformative additions.
Additionally, you’ll find keyless entry/start, dual zone climate control with rear-seat air vents, heated and vented front seats, a powered driver’s seat, solar control glass, rain-sensing wipers, dusk-sensing LED headlights, front as well as rear parking sensors, sunroof, sunvisor extenders, digitised instrumentation display and wireless smartphone charger.
Meanwhile, a somewhat larger (to 10.25-inch) central touchscreen houses the wireless Apple CarPlay/Android Auto display, Bluetooth phone and audio streaming connectivity, a premium audio system upgrade, digital radio, satellite navigation and rear-view monitor, while a body kit, 18-inch alloy wheels shod with Michelin Pilot 4 performance tyres and a temporary spare round out things nicely. This i30 is heaving with gear.
Should buyers of the $29,490 Ford Focus ST-Line, $35,790 Honda Civic RS, $33,690 Kia Cerato GT Turbo and $35,290 Mazda3 G25 Astina be turning Hyundai’s way? Maybe, as the South Korean-built five-door hatch matches or exceeds most for kit – with the curious exception of blind-spot monitoring and front and/or rear cross-traffic alert (the Mazda’s got both) as well as the Civic’s excellent side lane-watch camera – while offering substantially more power and torque to boot than the lot (related Kia excepted).
One of the few options is metallic paint for $495.
The new R.S. kicks off $1000 higher than the previous R.S. 265 Cup starting point with a list price of $44,990 with the manual transmission. The EDC auto adds $2500, but the overall price list is still among the best value in its class.
It sits below key rivals like the recently revised $45,490 Golf GTI and the 308 GTis $45,990 starting point, and significantly below the identically priced $50,990 Civic Type R and all-wheel drive Focus RS, as well as the Golf R at $56,490.
However, the Renault is still trumped by the i30 N's $39,990 starting point, as well as entry-level offerings such as the $38,990 Ford Focus ST.
Only one Renault Megane Sport trim level is available for now, with the recently revealed Trophy due to be added in around 12 months. How much it will cost is yet to be determined.
Out of the box, the new R.S. features an 8.7-inch multimedia system capable of displaying performance analytics including acceleration, braking, and wheel angle. Apple CarPlay and Android Auto smartphone connectivity is also now built in, as is GPS sat nav.
It also gains R.S. badging, sport seats, a perforated leather steering wheel and shifter, dual-zone climate control, and heated folding side mirrors.
The only performance option at this stage is the Cup pack, which for just $1490 gets you a Torsen limited slip differential, a sharper suspension tune, red Brembos with two piece rotors that lower the unsprung mass by 1.8kg per corner, and a whole bunch of little detail changes under the skin. You can pick the Cup pack visually by its black versions of the standard wheels.
You can also upgrade the standard cloth trim to Alcantara for an extra $1190, add a 10-speaker Bose sound system for $500, and a panoramic sunroof for $1990.
The new 'Tonic Orange' hero colour is stunning, but it and the now classic 'Liquid Yellow' will set you back a further $880, while other metallic hues will cost $600. The only non-metallic colour is actually 'Glacier White', with the rest of the colours made up of 'Pearl White', 'Diamond Black', 'Titanium Grey' and 'Flame Red'.
Engine & trans
While most i30s are stuck with a dull 120kW/203Nm 2.0-litre four-cylinder naturally-aspirated unit, the N-Line steps up to Hyundai’s 1591cc 1.6-litre twin-cam 16-valve four-pot turbo from the Gamma GDI gasoline direct injection family of engines, delivering a healthy 150kW of power at 6000rpm and 265Nm of torque from a low 1500rpm to 4500rpm.
Tipping the scales at 1436kg, it results in a lively 104.5kW/tonne power-to-weight ratio.
It drives the front wheels only via a seven-speed dual-clutch transmission (DCT), with a trio of drive modes – eco, normal and sport with corresponding green, blue and red instrumentation illumination – as well as a manual tip-shift (with forward/up and backward down) and a big pair of paddle shifters behind the wheel.
There's no point having the bulgiest wheelarches in the business if you can't back them up with actual strength, and the new Megane R.S. manages to squeeze out an extra 4kW and 30Nm over the previous R.S. 275.
Technically this new model is the R.S. 280 after its power output in metric horsepower (hp), but the output figure nomenclature seems to have taken a step back this time around in favour of just R.S..
Either way, the new totals are 205kW and 390Nm, with the former reached at 6000rpm and the latter available from a higher than usual 2400-4800rpm.
A twin scroll turbocharger is once again utilised, but the new engine drops from 2.0-litres to 1.8 and is shared with the new Alpine A110 sports car. The Alpine tune is just 185kW/320Nm though, and Renault claims the Megane R.S. spec is the most powerful 1.8-litre motor on the market.
The base engine has been co-developed with Nissan as part of the Renault-Nissan Alliance, but features a specific cylinder head design in Renault form, with a reinforced structure and redesigned cooling passages. It also features plasma-lined cylinder bores like the Nissan GT-R. Previous Megane R.S. owners will be glad to learn that the new engine uses a timing chain instead of a timing belt.
Perhaps the biggest surprise with the new Megane R.S. is that it retains a six-speed manual transmission as its default choice, even though a six speed dual-clutch (EDC) automatic is now available as an option for the first time. This conflicts with the Clio's EDC-only specs these days.
The Megane's EDC is a tweaked version of that used in several other Renault models, but with bespoke gear ratios, shift tuning and strengthening to suit the R.S.'s high torque loads. The weight penalty over the manual is just 23kg.
Gears can be manually selected via the shifter or shift paddles behind the steering wheel, and shift times get faster as you move between 'Comfort'/'Normal', 'Sport' and 'Race' drive modes.
One unique feature is 'Multi Change Down' mode, which will automatically select the best gear for a corner if you hold down the downshift paddle when in Sport or Race drive modes.
The EDC transmission also has 'Launch Mode' to optimise standing start acceleration.
Drive is still sent through the front wheels, but the R.S. now scores four-wheel steering to help with slow speed agility and high speed stability.
The '4Control' system is also seen on the Megane GT, and steers the rear wheels by up to 2.7 degrees to tighten the turning circle at slower speeds, and transitions to follow the front wheels in parallel to effectively extend the wheelbase at higher speeds. This transition generally happens at 60km/h, but moves to 100km/h when Race mode is selected.
Hyundai says the i30 N-Line Premium’s 1.6 T-GDi engine should average a combined 7.1 litres per 100km – 9.4L/100km around town and 5.9L/100km on the open road – but we managed a still-acceptable 9.2L/100km at the pump. That’s a fine effort considering how hard and fast we extended that four-pot turbo.
For the record, the Euro-5 emissions rated engine officially averages 167 grams per kilometre of carbon dioxide emissions.
Fitted with a 50L tank, some 700km between refills is possible. Standard 91 RON unleaded is recommended or 94 RON E10 mix is tolerable.
Renault claims an eight per cent fuel consumption improvement over the previous generation R.S., which leaves the new model with official combined figures of 7.4L/100km for the manual and 7.5 for the EDC.
As you'd expect with such a specific output, top-shelf 98 RON unleaded is needed, and the 50-litre fuel tank suggests a theoretical range between fills of at least 666km.
It should come as no surprise to learn that this i30 is very much a warm – rather than sizzling hot – hatch.
Strong performance, eager steering, a taut chassis, a supple ride and strong brakes makes the N-Line walk the fine line between rorty girl/boy-racer runabout and comfy, refined grand tourer.
Around town, this means smooth and progressive acceleration – rather than all-or-nothing lunges forward – accompanied by light steering for easy manoeuvrability. Aided by a large camera and fairly good vision out, parking in tight spaces isn’t a chore.
Unlike most DCTs, Hyundai’s is tuned for eager off-the-line response and a minimum of hesitation, lacking the lag and jerkiness of most similar systems. What you’re left with is a smooth, speedy and slick shifter that is in keeping with the N-Line’s sporty aspirations.
In Sport mode, the turbo engine holds on to each ratio a little longer, for sustained thrust right up to the 6500rpm red line. A keen driver can have fun exploring the Hyundai’s outer limits safely, without spills… or thrills, for that matter.
That’s because the N-Line falls somewhat short of an i30 N as far as dynamics are concerned… shorter, in fact, that the price gap would have you expect.
While the handling and cornering characteristics are defined by accurateness and agility, with expected high levels of road-holding, mid-turn bumps do transmit through to the steering rack, making it rattle and shake; the front end can lose traction quite easily in damp conditions, and grip carving up through bends isn’t quite as tenacious as the best hot-hatches. What this car cries out for is a limited slip differential.
The ride quality – though a tad firm around town – isn’t uncomfortable by any stretch, with sufficient wheel travel for the Hyundai to be a happy urban commuter. Yet there isn’t quite the controlled and planted grip on offer to make this a satisfying driving machine.
That all said, this isn’t trying to be a Ford Focus ST or Golf GTI rival. To anticipate it as such would be naïve. That’s what the N’s for.
Probably the most glaring issue is noise intrusion, as there’s far too much tyre roar intruding into the cabin. Like most Hyundais, the i30 benefits from an Australian-specific chassis tune.
Now for the important part.
I always felt the previous Megane R.S. was as if Porsche had been involved, and an assurance that if the Zuffenhausen brand does end up building front-wheel drive models it wouldn't be the end of the world.
It was so direct, tight as a drum and predictable. What you put into it is exactly what it gave back, so the new one has big shoes to fill.
We drove the standard car with the EDC transmission, as well as the Cup pack with the manual transmission around town, and put the R.S.'s money where its mouth is on track with the Cup pack at the Norwell Motorplex in Queensland.
Beyond those fantastic looks, the seats, the steering wheel and the raspy exhaust note are spot on for an R.S.
The steering itself is quite nice, too, no doubt due largely to the front suspension's specific 'independent steering axis' steering knuckles, which move the steering axis 13mm closer to the hub face on each side to reduce torque and bump steer.
You'd expect it to ride like a rollerskate based on the 35 series rubber at each corner, but the ride comfort is actually quite livable.
This continues right through the spectrum of road conditions, with the crashiness that some hot hatches suffer over big bumps absent. This is likely due to its hydraulic compression stop dampers, which effectively puts a dampening bump stop within each shock absorber to create second stage dampening instead of a sudden thud. The new R.S. is proof that you don't have to be harsh to be fast.
The EDC transmission's tune is much nicer than in any other Renault I've experienced, regardless of drive mode, with responsive automatic shifts and quick manual shifts when needed. The manual is also fine, but the fat gear lever doesn't feel as mechanical as I'd like in a driver's car.
The new engine's smaller capacity makes itself known around town, with max torque not available until 2400rpm. Most current turbos manage this sooner, but it's worth noting that the new engine does manage to deliver peak torque 600rpm earlier than the previous 2.0-litre. Once you're underway though, it feels every bit of its 205kW/390Nm.
The 4Control all-wheel steering is largely undetectable under general driving conditions, but when it does become apparent (when you're having fun), it's pros also bring a few cons.
If you're heading through a bunch of corners of varying speeds, which let's face it, most twisty roads do, it's mildly annoying how the all-wheel steering shifts between modes, particularly if it happens mid corner. Think of it as a variable wheelbase and you'll get an idea of what I mean.
The torsion beam rear suspension on the other hand feels fine, and a more complex independent set-up would certainly push the new model's 34-57kg weight gain much higher. For the record, the manual weighs 1427kg, while the EDC is 1450.
The Norwell Motorplex circuit may be dead flat, but its surface is quite bumpy and therefore handy for performance testing a road car.
Once again, the new R.S.'s fundamentals seem fine, and the Cup's stiffer suspension didn't make it skittish on the circuit.
It puts the power down brilliantly through the Torsen diff and 245-section tyres, allowing you to get on the power much earlier and its amazing how it hauls for a 1.8 litre in a near-1.5 tonne car. The official 0-100km/h acceleration claim with either transmission is an impressive (for a front driver) 5.8s, which is also in line with the previous generation's Trophy R ultimate incarnation.
Those 355mm front Brembos reign it in nicely too, retaining a consistent feel after five or so laps of Norwell where we saw 155km/h along the back straight.
The all-wheel steering's effects are more obvious on the track, with quite a few of the corners straddling the 60km/h transition point in all modes aside from Race. The long sweeper straddles the 100km/h transition point in Race, so that's hardly the solution. You're effectively switching wheelbase lengths depending on which corner you're in, and often mid-corner.
It isn't drastic or dangerous, but it adds another dimension to your judgement of corner speeds that would take some getting used to.
Salvation is likely at hand though, as I learned after our drive that it's possible to turn off the 4Control system via the Perso drive mode that allows elements to be adjusted independently. We can't wait to give that a crack.
Tested in 2017, the i30 scored a five-star rating in the ANCAP crash-test results.
Each model includes seven airbags, AEB as part of Hyundai’s Forward Collision-Avoidance Assist driver-assist suite of features that includes pedestrian and cyclist detection, lane-keep and steering assist, lane following assist, adaptive cruise control with full stop/go functionality, driver attention warning and auto high beams.
Additionally, vehicle stability management (stability control and traction control), anti-lock brakes with Emergency Brake Distribution and Brake Assist, hill-start assist, lane-keep assist, driver-attention warning, auto on/off headlights and tyre pressure monitors.
There are also two rear-seat ISOFIX points as well as three top tethers for straps.
Meanwhile, the AEB system operates between 10km/h and 180km/h (other vehicles), with a complete stop possible at speeds of up to 55km/h (stopped vehicle), 80km/h (moving vehicles) and 65km/h (pedestrians and cyclists).
Oddly, only the i30 Elite features Rear Cross Traffic Alert, Blind-Spot Collision warning and Safe Exit Warning (great for not dooring cyclists).
All variants are equipped with front, side and curtain airbags that extend to the back seat, plus the usual suite of stability and traction control functions and front and rear parking sensors and a reversing camera.
Published online, the prices for the N-Line service is $299 for each of the first five annual services, then rises to $495 (year six), $585 (year seven), $370 (year eight), $310 (years nine to 11), $555 (year 12), $310 (year 13) and $585 (year 14) – and then onwards with similar varying numbers on Hyundai’s website right up to 51 years/510,000km service ($275 in 2021 dollars). Seriously!
One detail you should be aware of is that Renault Sport models have dropped back to a three year warranty as of May 1, 2018. Kilometres are still unlimited, but all other Renault passenger models carry a five year term.
Service intervals are a decent 12 months or 20,000km, and the first three services are capped at $399 each.
If any reliability issues arise, you'll likely find them on our Megane R.S. problems page.