Renault Master E-Tech Reviews

But if you drive the Kangoo, the extra dosh will become less important.Kangoo is a good thing. Performance belies 1.6-litre engine capacity. Has heaps of go, great torque and impressive fuel economy. Engine is 70kW unit lifted from Renault Clio.Ride quality is good unladen, better with a load on board. Kangoo will carry up to 560kg with minimal fuss and negligible impact on fuel economy.Only compact van available with optional four speed automatic transmission but five speed manual is a treat to use.Small exterior hides large load bay – it's big back there and has two side sliders (only one is standard) and rear opening doors. Access all areas.Plenty of safety equipment including ABS with EBD, pretensioning seat belts and a driver's air bag. There's even a protection bar behind the driver's seat.Standard equipment includes power steering, CD, aircon, remote central locking and electric mirrors and windows.Handy floor anchorage points for loads.Tight turning circle, direct steering.Major service intervals are 30,000km apart.Will return up to 7.5l/100km in mixed driving. Tank holds 50 litres.Easy to park because of compact dimensions.Looks good in a funny sort of way – more personality than Combo or Berlingo.Body feels tight as a drum but plenty of engine and road noise bounces around inside cabin.Passenger area is light and airy, easy to use controls. Plastics look tacky.Access into the cabin is helped by large doors, high mounted, comfy seats.Only weighs a bit over 1 tonne.Had strong headlights and a decent horn.

Even Renault admits sales of the turbocharged Megane 225 and its Renault Sport stablemate, the Clio 182 (numbers represent horsepower), won't be high in Australia. It predicts monthly figures of only 25 of each.But it's supposed to be an important step towards giving the Renault brand a shot of sex appeal."We are trying to avoid setting concrete targets," managing director Rudi Koenig says."Obviously, with this type of car, initial demand is going to be high. Then, like most sports vehicles, expectation dies down."But we want to use Renault Sport to enhance our brand awareness in this country."The Megane Sport 225 has a turbocharged version of Renault's 2.0-litre engine, boosting power to 165kW and torque to 300Nm, compared with the standard Megane's 98kW and 191Nm.The twin-scroll, watercooled turbocharger has what's called a "double-incident flow" that is supposed to reduce the amount of exhaust coming back into the cylinders. Basically, it reduces turbo lag and that means the engine doesn't have to be wound up to high revs to get the most from the turbo.Apart from the turbo, the Megane Sport has 17-inch wheels, a wider track, stiffer suspension, lower ride, and four-wheel Brembo disc brakes and calipers with electronic braking distribution. The Luxury pack includes full leather trim, a sunroof and six-CD audio.The more familiar Renault Sport Clio has also had a mild boost in power (up 7kW to 131kW), along with new standard features such as leather/anthracite trim, twin tailpipes and cruise control.It also has a wider track (12mm front and 16mm rear) and wider Michelin tyres.The biggest news is the arrival of the Cup variant, a track model with stiffer suspension (20 per cent stiffer in front and 16 per cent at back).Apart from grey metallic alloys, rather than the silver of the regular Clio Sport, and a (barely noticeable) 3mm lower ride height, there's little visual difference between the Cup and regular versions.ON THE ROADIF THE Renault Sport Clio is the genuine article hot hatch, the Renault Sport Megane 225 comes across as a bit "not quite".It's not quite edgy enough to be a hot hatch in the same sense as its stablemate, the Renault Sport Clio 182, which makes it hard to work out exactly what kind of buyer would go for it.While it's undoubtedly sporty, in the sense of having a reasonably stiff suspension, the Megane loses the edge with its steering.The best description is it feels "woolly". It's not sharp as you'd expect from a car with a sporty attitude, whether it be a genuine sports car or only a hot hatch.The ride itself is a bit "midway" as well, though in this case that's not necessarily a bad thing. Grip and control is good without the choppiness you can get in cars that have a very hard suspension.The Megane 225's biggest plus is the turbo engine, which is a delight from low in the rev range to the top. No noticeable turbo lag means it's also easy to live with.Through the windy stuff the engine gives the driver plenty in reserve to fire out of corners and dart up hills.The six-speed manual, however, isn't quite slick enough to take advantage of the motor. The shift from second to third, in particular, is fairly hit-and-miss. The Clio's five-speed is much more usable.But the car's biggest letdown is its drab and not especially sporty interior. The plastics are a dull dark grey and do little to excite. The orange seatbelts only partially compensate.The instruments are sparse for a car that will sell for $42,990 and the orange-lit display might be functional and easy enough to read, but look industrial rather than sexy.In contrast, the Renault Sport Clio, even the relatively "standard" one pushes all the right buttons.After driving the turbo Megane, power and torque feel a little bit light on, but everything else screams fun.Through the Tasmanian backroads, the Clio feels like a go-kart, the grip so impressive you can maintain speed to the point that the lack of brute power is hardly relevant.The steering and transmission are much more enticing for the driver than the larger car, as is the interior with its black and brushed aluminium highlights. The personality of the car shines through, whereas the Megane feels pale.For an extra $1500 you get the Club spec version with stiffer racetrack suspension and grey-coloured wheels. The wheels certainly look the part, but, except for those who intend to use the car on the track, the Cup has a noticeably bumpier ride without any noticeable improvement in grip.Now if we could just squeeze that turbocharged engine into the Clio . . . But I guess that's just being silly.

But Renault Australia operations director Rudi Koenig admits Megane sales have been slow. He says: "We are disappointed with Megane sedan and hatch sales, but it takes time and we need to have consistency."Koenig says, however, Renault is confident the recent launch of the company's hot hatches – the Clio and Megane sports – will give the brand a boost as will the all-new Megane Coupe-Cabriolet, a car that is seen as very important to the brand's success.The cabriolet is the first car in the world to feature a fully folding glass roof and is priced from $47,990 for the manual. It is powered by the same 2.0-litre engine found in the hatch and sedan, which produces 98kW of power at 5500rpm and 191Nm or torque at 3750rpm.The cabriolet comes with a Nissan-sourced 6-speed manual or a 4-speed automatic.It shares the same face of the hatch and sedan but its unique cabriolet styling sets it apart and its rear remains distinctly cheeky.Looking at it from behind, the cabriolet's curvy rear end is shaped by the prominent curves that roll in at the sides to a sleek and slim roof line. It has a five-star European crash-test rating and features front, side and anti-submarining airbags.It has two fixed roll bars in the rear, ABS brakes with electronic brake distribution and emergency brake assist. The steering column is collapsible and covered by deformable plastic, the brake pedal folds away in the event of a collision and foot padding on both the driver and passenger sides protects the occupants' tibias and ankles.It is 50 per cent stiffer than its predecessor and feels solid on the road, more so than the sedan. The steering is on the heavy side but adds to the overall feel of the car on the road, which points in well. The cabriolet doesn't have traction or stability control but even in torrential rain did not appear to need it. Understeer was minimal and predictable.With the poor conditions it was only possible to have the roof down for about 50kms but that was enough to impress. At the push of a button the fully automatic roof folds away. No flexing noises or rattles were heard, no scuttle shake felt and steering kickback was minimal.With the roof down, wind interruption was not overbearing at 110km/h (the windows were up) and despite the drizzly conditions was not unpleasant. With the roof up it was surprisingly quiet inside the cabin, despite the full glass roof.The automatic version was responsive, kicked down easily for overtaking and used the available rev range. The height- and reach-adjustable steering wheel made finding a good driving position easy.The glass roof makes the interior bright and comes with a retractable blind for use in full sun. It also features a tint that blocks out 95 per cent of UV rays.The cabriolet has a large, airconditioned glovebox, a deep centre-console and door-panel storage. The boot has 490 litres of space when the roof is up, which shrinks to 190L when the roof is down, but is still enough to fit luggage for day trips.Koenig says Renault is considering both diesel and turbo variants in the future but adds that breaking back into the Australian market has been tough.He says: "Our success in Australia has been slower than we would have liked. But that is what tends to happen – you have a strong start, then it slows down and then will gradually build back up."(Selling) 3350 cars is not really profitable. We have 25 dealers in Australia but until last month they were only selling 250 cars a month, which was causing the dealers some concern. The name is well-known but the dealers make their money from used cars, parts and service and finance."That is what they need and they don't have the car park (used cars) out the back and the cars sold have only been sold in the past few years so there is not much money in service."Koenig says the company has cut back on advertising to reduce costs. However, it hopes to sell 30 cabriolets a month.

Renault's Master which recently joined the smaller Trafic and Kangoo vans as part of the company's commercial lineup is a perfect example.The physically imposing Master is available in a range of sizes, in either van or cab-chassis form, with a choice of three wheelbase sizes and two roof heights.Despite its size, it is a snap to drive, with an easy going, responsive turbocharged diesel engine and six- manual shift that falls easily to hand, mounted as it is high on the dash close to your fingertips.Our test vehicle was the short wheel base van with the high top roof priced from $42,490, with the optional Integral pack fitted. Master is available in three lengths designated L1 (4.89m), L2 (5.39m) and L3 (5.89m); and in two heights dubbed H1 (2.25m) and H2 (2.49m).Our L1H2 vehicle has a cargo volume of 9.1 cubic metres and is able to carry a payload of 1663kg, with rear access via large barn-style rear doors that open to 180 degrees along with a passenger side slider.It stands 4888mm long, 1990mm wide and 2496mm high, with a load area that is 2714mm long with 1282mm between the wheel arches and an interior height of 1912mm.The 2.5-litre turbocharged direct injection diesel delivers 84kW of power at 3500rpm and 290Nm of torque at a low 1600rpm. It pulls easily from low speeds and cruises effortlessly once top gear is reached.Fuel economy is rated at a combined 8.9L/100km for city and country driving, with a fuel tank that is 100 litres in size.The Master comes with a combination of active and passive safety features including a standard driver's airbag with seatbelt pretensioner and four-wheel ABS disc brakes featuring electronic brakeforce distribution and brake assist.All variants can be optioned with the Integral pack which adds a passenger airbag (designed to offer protection to both front seat passengers) plus an alarm, power windows, mirrors and central locking.Hate to see how large the longer wheelbase versions are because out test vehicle was absolutely cavernous, just the ticket if you're thinking of opening a small furniture delivery business.To reduce down time, the Master's major service intervals are at 30,000km while there are 15,000km minor services (oil changes).Rear vision is good, with two large power adjustable exterior mirrors, that include two small convex mirrors at the bottom for increased vision.The driver's seat offers a good range adjustment, with some room to move the seat backwards if required. However the steering wheel is not adjustable.There is good storage inside the cabin, but it lacks a fold down style desk for office paperwork.Airconditioning and a single CD player are standard.About the only thing missing which we would have liked to have seen is cruise control.You have to take the $1500 option pack to get power mirrors – a real must for a vehicle like this.

The Eiffel Tower instantly equates with Paris, champagne is French for bubbly, and a beret and a baguette of bread identifies its population to the world.Then there's the quirky cars – early model Citroens especially.But French cars have abandoned their outrageous style and impossible mechanical complexity to appeal to a broader audience.Look no further than the Renault Megane sedan for proof.While its hatchback sister has a rather abrupt tail, the sedan is sleeker, longer and more conservative. It loses nothing in terms of innovativeness, though restraint by the chief engineer means the oily bits are relatively simple.Innovative stuff includes the credit-card size key. Keep it in your pocket and the car will recognise you as you open the door. It will even let you start the car – there's a push-button on the dash – without using the key.The instrument panel is simple and effective with big, bright gauges, though the switchgear takes practice to operate.The cabin has storage bins under the doors' armrests, cubby-holes under the floor, a decent glovebox, centre storage areas and a big, wide boot.The Megane also boasts plenty of interior space boosted by split and folding rear seats. Access to the boot is via a lid with a yawn big enough to take a bicycle.The model on test was called the Privilege. At $6000 more than the $29,990 base Expression version, the upmarket model comes only as an auto and has leather upholstery, alloy wheels and body-coloured features.It shares with the base model an outstanding safety record helped along by six standard airbags, ABS and brake-assist systems.The sedan has a different platform from its hatchback sister, being 61mm longer for a much bigger interior. There's not much difference in leg and headroom between it and a Commodore.Yet on the road it has nimble manners and brisk acceleration and (the biggest surprise) a meagre fuel consumption even when driving in the city.This is the French-related odd bit: The Megane is a rewarding and economical car yet its engine is hardly powerful and barely sophisticated.At 98kW, it's well down on the power charts compared with rivals but it's quick off the mark and even the four-speed auto isn't able to reign it in.Speaking of the auto, it's a nice box with the ability to change gears yourself. But in full-auto mode it can get its knickers in a knot with erratic gear changes.I know it's a super-smart adaptive transmission and it was trying to be both economical and sprightly at the same time, but it still feels lumpy.More electronics are used in the steering in the form of variable assistance for its power steering (in this case, electric not conventional hydraulic) so it's light at low speeds and firm when on the freeway.Top car!

They include a powerful, turbocharged version of the quirky Megane hatch – you know, the one with the big derriere.The second is a slightly more powerful version of the smaller but highly regarded Clio Sport.Both cars offer high levels of performance and to go with this a free "performance" driving course will be offered to buyers.Renault which has a long history with Australia made a return to this country with a flourish and brace of new models back in 2001.But it has failed to build on the initial splash, with sales slipping backwards last year and still slightly down again this year.However, it argues that it is in for the long haul and the good news is that cars like the Megane Turbo 225 and Clio Sport 182 could set tongues wagging once again."Our aim is to develop the Renault Sport name and to show buyers a more passionate side of the brand," says director of operations Rudi Koenig.Renault Sport has its own plant which specialises in performance models at Dieppe in the Normandy region of France.Both the Megane and Clio models adopt the new Renault Sport DNA which consists of twin tailpipes and a special alloy wheel design.The Clio Sport will be familiar to readers as the little hotty that spearheaded the company's return four years ago.It was initially available in very limited numbers all of which were snapped up by performance hungry punters.The new car adds a more aggressive look and 7kW of extra power, lifting engine output to 131kW or 182bhp – a fraction more than Peugeot's 206 GTi 180 (ergo the 182 tag).Torque stays the same at 200Nm but is produced slightly lower at 5250rpm.The dash from 0-100km/h has been shaved from 7.3 to 7.1 seconds.With a longer, wider footprint and five-speed manual stick the Clio goes hard and offers the enthusiast plenty of bang for their buck, with a ride and handling package that is among the best in class.An even sportier Cup version is offered this time, with even firmer, lowered suspension for better handling.Both versions are an absolute hoot to drive.Wheel size has jumped from 15 to 16 inch on both cars but the Cup can be readily identified by its smoky coloured alloys.A bright Racing Blue is a standout new colour.On the downside weight in the Clio is up from 1035kg to 1090kg and in making way for the twin exhaust system the spare wheel has been replaced by a reinflation kit.However, it is the turbocharged Megane that is the real suprise packet.A turbocharged and intercooled 2.0-litre engine transforms the stylish hatch into something a whole lot more tastier than the standard car.The engine delivers 165kW of power and 300Nm of torque from 3000rpm, catapulting the car from 0-100km/h in just 6.5 seconds.That is quick but not quite as fast as a Subuaru WRX but then again it is an entirely different sort of car.It is the smooth, almost seamless way the Megane delivers this power that is most impressive, providing plenty of get and go across the entire engine range.The engine is hooked up to a Nissan-developed six- speed manual tranny and is one of the smoothest turbos that we have driven.Mid-range acceleration is particularly strong, mak- ing overtaking a simple matter.It is this same mid-range power that makes the car a joy to push this car through twisting mountain roads.A special front suspension setup minimises the torque steer normally associated with powerful front- wheel drive cars.This is the twisting, bucking sensation that you sometimes feel as the front wheels attempt to transmit power to the pavement.The Megane's aggressive Brembo brakes take some getting used to.Ventilated fourpot 312mm front discs are fitted along with one pot 300mm rear discs.Large 17 inch wheels and low profile rubber fill out the wheel arches.Inside, the look is ultra modern with color-coded seatbelts – bright orange in the car we drove.Both are the Clio Sport 182 and Megane Turbo 225 are very well equipped with many luxury features including stability control and several airbags.The Clio Sport 182 is priced from $32,990 while the Megane Turbo 225 retails for $42,990 – both prices exclude on-road costs.

But perky doesn't cut it with everyone and the Megane lineup is growing all the time.Renault has plans for a metal-top convertible coupe that has a connection to the Peugeot 307 CC, but the newest addition is the Megane sedan.Some will say J.Lo has just gone all middle-aged and frumpy, and the box-on-the-back look has taken away some of the car's style, but there are people who still prefer sedans to hatches.Most are getting on a bit, which is why hatches tend to be sporty and sedans put the emphasis on equipment and comfort. You only have to look at the Nissan Pulsar sedan, with a chromed grille that would have been right at home on the nose of an old Fairlane, to see the target age group.Still, the Megane family has been a hit and Renault has recently reported the production of car number one million in the Megane II production run.We are waiting with a smile for the Renault Sport Megane 225, with 17-inch alloy wheels, body building bits and a turbocharged four-cylinder engine with six-speed manual gearbox.But the action is all about the Megane sedan. It starts at $29,990 and is intended to boost Megane sales, which are ticking along at 100 cars a month.It has been the star performer for Renault this year, but the French brand is still only a tiddler with total sales of 2123 cars in the first four months of 2004.Renault says the sedan is more than just J.Lo with a boot on the back, and points to a 61mm longer wheelbase and stretched back doors as proof. As well as the boot, which has a claimed carrying capacity of 520 litres.The mechanical package is just the same, with a 2-litre engine and a choice of six-speed manual and four-speed manual gearboxes, fully independent rear suspension, anti-skid brakes with electronic brake force distribution, and electric power assistance for the steering.Renault Australia has set the equipment level high, while holding the starting price to $29,990 for the Expression manual, so the car comes with everything from front and side-curtain airbags to a trip computer, automatic airconditioning and cruise control.ON THE ROADWE ENJOY our time with the funky J.Lo Megane. It isn't perfect, but it looks good and it is enjoyable to drive.The sedan? Hmmmm. Much more middle-of-the-road. Definitely not a pop hit.Still, when we go on the road we try to forget our reaction to the styling...and a boot that's surprisingly hard to use because of a narrow opening.The car gets along well enough with its 2-litre engine. It's not a fireball, but it has solid pulling power, allowing easy cruising and some brisk sprints in the city.Our test car is automatic and it is far less enjoyable than the manual, which baulks a bit between 5th and 6th gears.The automatic is slow to respond and jerky, a tendency we have noticed in far too many European autos. It's because Europeans usually go for a manual change, which means development takes a lower priority.The auto Megane also loses some of the finish from the top of the shifter, something that also happens in the hatch, so we wonder about the long-term quality.The other big complaint is the steering. The electric power assistance is unpredictable, meaning the car sometimes feels as if it has a flat tyre or bent suspension.It's all right if you go gently, and it definitely helps parking, but our test car is over-sensitive to the wheel any time we are above 40km/h, and that is no fun.Still, we enjoy the equipment in the Megane sedan, from the airconditioning and the punchy sound to the trip computer and cruise control.The seats are great, soft and supportive, and the car is quiet at cruising speeds and easy at the pumps, though it does drink premium unleaded.Lined up against its rivals, it gives ground to the Holden Astra and the Ford Focus, even though they have smaller engines, and cannot compete with the Toyota Corolla for quality or finish. It is European, which wins points, and it is comfy, but that won't be good enough for people who shop on the bottom line.Overall, the sedan doesn't do anything special and will fade quickly from our memories.There are people who will like it, and some who will love it. We prefer J.Lo.THE BOTTOM LINEA NICE enough car, but we have driven others in 2004 that are far better.

"It is a little unusual to put two models into a small-volume segment like the sports hatch at the same time but they are very different cars that will give shoppers a welcome choice," says Renault Australia's managing director Rudi Koenig."The opportunity to offer such a different choice was a big part of the decision to use the five-door variant for the Megane."Both cars come out of the Renault Sport garages at the Dieppe facility where shells and basic chassis from the garden variety cars are worked over by Renault's 500-strong performance crew.The outcome for the Clio and Megane is a Charles Atlas act. The Clio weighs in with 131kW and 200Nm while the Megane, from the same 2.0-litre 16-valve engine, manages 165kW and 300Nm, 90 per cent of which is delivered on a torque curve so flat you could sleep on it between 2000 and 6000rpm.Koenig says he accepts that the Clio and Megane Sports will not add significant volume to Renault's Australian sales (about 50 cars a month combined) but believes they have an important role to play."Renault's history in motorsport is significant and on-going and we need to leverage off that in Australia for brand recognition."We also need to continue to re-inforce the determination of Renault to be in Australia for the long haul and offering as wide a model line-up as possible is a part of that."Unlike the previous Clio Sport, 80 of which were made available as part of Renault's re-introduction to Australia in 2001, the new model will not be supply restricted.With full availability the Clio Sport 182 will go head to head with Euro-hotties like the Peugeot 206 GTi 180 and BMW's soon-to-be launched 1-Series. For the Megane 225 the targets are likely to be a fair bit more disparate ranging across a wider power/price band that covers anything from a Subaru WRX through to Mazda's RX-8.While the Renault performance pair shares the same basic engine there are plenty of differences in the cars.The Clio has a five-speed close ratio box against the six-speed shifter in the Megane. Both are very well suited to their task with the aggression of third and fourth in the naturally aspirated Clio encouraging high-revving fun. For the Megane's part the extra ratio makes cruising a dream while the huge lumps of torque on tap in any gear take care of the fun factor.With its extra grunt and weight (1361kg against 1090kg) the Megane reasonably needs better stoppers and with 312mm four-pot front and 300mm single-pot rear discs, pulling the car down from speed is not an issue.That is not to say the Clio is underbraked. Its 2800mm vented front and 238mm solid rear discs do an admirable job but tend towards a slight fade on quick-repeat use.In raw performance figures there is not a great deal between the two cars with the Megane sprinting to 100km/h in 6.5 seconds on its way to 236km/h while the Clio takes 7.1 seconds to put the 100km/h behind it on track to a top speed of 222km/h.The most noticeable difference, other than in ride where the Megane retains a softer quality than the hunker-down and get on with it Clio, is how effortlessly the turbo-charged Megane picks up in any gear short of sixth when asked for an overtaking surge.In keeping with its likely more "civilised" owner the Megane features some extra electronic wizardry with an anti-skid and understeer control program on top of the stability program and ABS. The Clio's nod to electronic aids is restricted to a switchable ESP and anti-skid brakes.Both cars carry Renault's now almost-standard five-star NCAP safety rating. The Clio has front and side airbags while the Megane adds front lateral and curtain bags to the equation.The seating in both cars is up to Renault Sport's usual high standard of comfort and bolstering. The Clio rides on 16-inch alloys with the newly developed Michelin Exalto rubber 205/45 profile. The Megane's 17-inch alloys are shod with 225/45 Continental ContiSportContact.The Renault Sport Clio 182 is priced at $32,990 with the Clio 182 Cup $34,490 (add stiffer, lower suspension). Metallic paint is a $600 option.The Renault Sport Megane 225 is $42,990. A $4000 LX pack adds sunroof, six-stacker CD and full leather.

As a new mother, my priorities have changed. All of a sudden, everything is about the baby.For example, I picked up my black sleek number from the dealership and hit the freeway.In my pre-bubs days, I would have grabbed the hubby and headed for destination anywhere-we-feel-like. Somehow a Tupperware party just doesn't have the same ring to it, but that's motherhood for you. Again, it's all about baby.In my pre-baby days, I would not have settled for anything less than the more sexy Megane hatch.Now, looks take a back seat to practicality and, of course, safety.In my pre-baby days, I didn't care how big the boot was because I never used it. Now, it's one of the first things I look for because it's just annoying trying to squeeze a pram into the boot while junior is screaming. The Megane's boot is so big it could probably fit two prams (but I'm getting ahead of myself).In my pre-baby days, a cup holder was all the storage I cared about.Now, as all parents would know, storage compartments are all the rage and you just can't get enough of them. The Megane sedan has so many little storage surprises that I was still discovering them days after my first drive. There's one under the driver's floor, ditto on the front passenger side, one at the rear window and in the side doors, and then some.About all that was missing was the "Baby on Board" sticker, but I just couldn't do it to her. She's too cute and classy for that.But for those simply looking for a good car without the post-baby features in mind, Megane delivers.Forget the frustration of finding your car keys in the bottomless pit (aka handbag), the Megane has developed a simple feature that quite frankly every car should adopt.The key is designed like a credit card. You just insert it in the slot and press the start button.To switch on the lights, all you have to do is start the car. There are no knobs to turn. It's all done automatically – and likewise when you switch off the car.And for the leadfoots, say goodbye to your speeding-fine woes. The speed-limiter function means once you set your maximum speed, the car won't let you go over that. And, no, there are no annoying beeps warning you every time you pass the desired speed – she just won't let you speed.The Privilege model, like its name suggests, gives you a few extras such as a leather steering wheel and chrome door handles but, let's face it, they are not essential and for a few grand less you could do without.But even though the Megane passed my stringent baby-friendly check, you won't see my three-month-old in the back seat. A woman's gotta have some luxuries to her own, doesn't she?

Either way the result was the same and what had promised to be an early night turned into a much later one.Once that little misunderstanding was behind us I found myself warming to the Megane sedan when I didn't think I would.Our test car was the top of the line Privilege model with all the fruit including leather upholstery, priced from $35,990 plus on roads. it looks remarkably like VW's Passat in profile as one colleague has already pointed out. That's not a bad thing.although the Megane sedan dwells in the small car bracket it is much larger than this pigeon hole suggests.We'd describe it as almost medium-sized in proportions, with generous rear legroom.the wheel base is 61mm longer than the hatch and it has larger rear doors for easier access. Good sized boot.for those that find the hatch and its radical round rump a bit over the top the sedan with its more conservative styling will appeal. It is still quite elegant in design and the sporty flared guards convey a sense of power.2.0-litre 16-valve engine with variable valve timing (VVT) delivers 98kW of power at 5500rpm and 191Nm of torque at 3750rpm. It's not going to knock your socks off but it is not disappointing either.the engine in our test car was teamed with a "Proactive" automatic transmission that includes flick-shift selection. It's only a four-speed auto but it was more than adequate for the job. We didn't use the flick option much because with four cogs it didn't have much to offer.it's got one of those card thingies instead of an ignition key. You insert the card into a slot in the dash, put your foot on the brake pedal and then push the start/stop button to start the car. It's different but can't see the point really.Mac strut front end and torsion beam rear set up have been adapted from the hatch, with particular attention to the rear damper and suspension travel settings. The result is an excellent ride and handling package.a lot of thought has obviously gone into the Megane's design and it includes many practical features, like the fuel filler cap that has been dispensed with in favour of a spring loaded flap. You just open the filler door and push the nozzle straight in,. No more dirty hands.we also liked the integrated storage bins in the front doors. The armrest flaps lift to reveal them.the brakes are are grabby. The sedan is equipped with ABS, Emergency Brake Assist and electronic brake force distribution (EBD).fuel economy was excellent from the 60-litre tank, although it should be noted that it drinks premium. We achieved a figure of 8.2L/100km.five star safety rating, with two front airbags, side chest airbags in the front and curtain airbags front and rear.other nice touches include rear window sunblinds as well as sunblinds in the rear doors, plus cruise control and speed limiter, automatic wipers and headlights and auto dimming rear view mirror.