2006 Renault Megane Reviews

This is not so much the best hot hatch for anything like the money as something that stands the hot hatch category on its head, shakes out its pockets and shoots through with its keys. Everything comparable is over priced or too polite.A hot hatch is traditionally a top line but still relatively affordable model, one that is essentially a tooled up version of a humbler shopping trolley. And yes, the stunning RS 250 is derived from Renault's modest Megane (a car with much to be modest about).It has, however, as much commonality with its parts donor as a sub-machine gun with a musket.VALUEIf performance were the sole measure, we'd be moving on straight away, attaining 100km/h all of 6.1 seconds after we'd started (about the time taken to recite in full the model's name). Pace, as we'll see, is not even half the story.In tangible and tactile terms, the Cup edition gets sports seats, leather steering wheel and matching gearknob, carbon-fibre-effect dash, onboard telemetry via the Renault Sport Monitor and a Power Start feature that controls wheelspin under flat-out acceleration.The (even) more track-focused Cup Trophy gets rear seat space eating Recaro thrones, tyre pressure monitoring, folding mirror, smart card key with neat its hands-free entry and engine start functions, Bluetooth, iPOD audio streaming, dual zone climate control, RS Monitor Display and entirely necessary rear parking sensors.There's also optional 19s with smoky alloys. Go on. You know you want to.TECHNOLOGYMulti-stage electronic stability program allows increasing degrees of freedom, though as is true of the whole construct, you really want a racetrack to play with it. Engaging its Sport setting in turn allows access to the torque regulator's Sport and Extreme mode via the stalk mounted "mouse".No gimmick these. All are genuinely distinctive and useful, though you're almost always going to choose Linear in urban running and Sport whenever circumstances permit impactful acceleration.For all the plethora of info charted through the centre console - G-Forces, lap times, gear shift alert warnings - it's the 250's tried and true tech that most manifests itself. That's a mechanical limited slip differential up front - as opposed to an electronic approximation (a la Golf GTI) - and a rear torsion bar. The suspension is bespoke, lowered and tautened.SAFETYObserve, as if you could avoid seeing them, the immense, bright red Brembo four-piston brake callipers gripping huge 340mm ventilated disc rotors on the front wheels and solid 290mm jobs at the back.There's seatbelt warning lights for all five seats (though how you can hardly be unaware of the bright yellow straps), tyre pressure monitoring, bi-Xenon directional headlamps, auto headlamp activation, auto windscreen-wiper activation, cruise control, speed limiter, ESP with understeer control and emergency brake assist. The spare's a 17-incher.DESIGNAs the danger of going over the top loomed, Renault's designers applied the Brembos hard, leaving the 250 teetering on the brink of the overly stylised. Make of it what you will it is distinctive and, in a dark metallic as opposed to signature yellow, faintly menacing - all flared wheel arches, sharp creases and day time running lights that, somehow, appear reptilian.Opening the door is to appreciate the most obvious connection to the (much) lesser Megane, though the impression is rapidly overwhelmed by the racing accents: Recaros, yellow rev counter, a highly adjustable full grain leather steering wheel and aluminium pedals (and footrest - merci for that small mercy).DRIVINGWhen the 250 ceases to affect you, you're either hopelessly blasé or in need of rehab. It's an adult dose.Blast off from standing. There's minor but discernable hesitation, then an avalanche of torque and some amiable jiggling through the wheel. It doesn't come on as fluidly as we've come to expect from the direct injected turbo fours like the Golfs GTI and R; more in the manner of a jab to the solar plexus.Raw acceleration numbers are bested by others listed here, but in the French car the process feels more, shall we say, outré? That would be meaningless if it wasn't carried so utterly ably when the road ceases to be straight.This is where the 250 departs from the pack, holding the chosen line with amazing tenacity and an equally eye-widening absence of body roll or understeer. I'm reduced to the cliché that it corners as though on rails. If you remain convinced a front wheel drive hottie cannot be gratifying, here's one you must try.Can this be electric steering? There's another preconception with which we can dispense; this is completely linear, amply informative.Even for a practised but middling driver, such as me, on public roads, the 250 is a joyous thing, an almost unrecognisably enhanced shopping device perhaps, but one surely capable in more assured hands than mine (and on a race track) of undoing high end performance machines for which made sums are demanded.Yet in urban surrounds, Frenchie is almost urbane, acceptably firm but not skittish. With torque delivery dialled down you can negotiate car parks just as adeptly as a quiet B-road cutting. Not perfect perhaps, but, pound for pound, perilously close.VERDICTThe hot hatch to have; a joyous giant slayer.

As a coupe the Renault Megane is a smart Euro-styled car with a huge glass roof, but it comes into its own when the hardtop is stowed for open-air motoring.ValueTHE pleasure of roof-down motoring is a $16,000 premium over the top-spec Megane hatch and adds 160kg to the weight. That puts it right in the running for compact cabrio buyers.  The competition is fierce with the Ford Focus, Holden Astra and VW Eos all within $1000.  Beauty is in the eye of the beholder, though, which is why Renault Australia expects this car to grab a solid slice of the market.TechnologyTHE Karmann-designed folding hardtop isn't the quickest operating system on sale, but it does a good job of insulating the occupants from exterior noise.  Renault also worked to quieten the car when stationary and it generally works - there isn't a lot of noise if you're stopped at the lights by yourself.The high waistline helps block sound and make the occupants feel secure.  Standard equipment includes a satnav, auxiliary and USB inputs, heated driver's seat and heated exterior mirrors, a glass wind deflector and an eight-speaker sound system.DesignTHE coupe-cabriolet carries the Megane family's front-end design DNA and will earn fans for its clean lines. It looks good with the roof up and is hard to pick as a convertible.The interior is smart and functional and the front seats automatically roll forward to increase access room for rear passengers. Lift the lid and lines still flow, but boot space is then limited to a couple of overnight bags.SafetyConvertibles compromise safety - it's hard to engineer as much structural protection into a vehicle that doesn't have a roof - but the Megane feels like a solid chunk of metal.The B-pillar has been reinforced for more protection from a side-on hit and a pair of pop-up roof arches deploy in milliseconds if the system detects a rollover.  Daytime running lights make the car more visible and a tyre pressure monitoring system will detect any loss of pressure if it becomes a major drama.Software runs from ABS with brake asssist and brakeforce distribution to electronic stability and traction control.DrivingWatching the windscreen flex by a couple of millimetres as the roof releases doesn't inspire confidence, but the chassis is more than a match for the engine and doesn't twist even if the camber changes mid-corner.The car's target market are style rather than drive enthusiasts, which explains why the coupe-convertible comes only with the continuously variable transmission rather than the six-speed manual in the hatch and sedan that helps drivers get the most from the 103kW/195Nm in the 2-litre engine.So it's not going to take on a VW Eos on the road, but will hold its own against it parked at the spa resort.  With that in mind, it is hard to argue with the dynamics of the compact cabrio.It sits flat in the turns and conversations aren't at shouting level even at highway speeds.  The steering is spot on and the suspension is soft enough to soak up most bumps without wallowing.  It's a horses-for-courses kind of car and if your tastes run to dressage rather than galloping, the Megane is a good thing. 

THE biggest loser is poised to become the biggest winner for Renault. The big-bottomed Renault Megane Hatch has gone on a diet and lost a lot of lard around the rear end. It's also lost a lot of weight in customer's hip pockets.In his first new product launch since taking over the reins of Renault Australia less than two months ago, Justin Hocevar is brisltling with excitement at the release of the Megane Hatch, Coupe-Cabriolet and RS250. "It's a less-polarising design," Hocevar admits.He believes the new Megane range will lift flagging sales with their high level of equipment "but not inflated price tags", simplified two-trim variants and charming Euro styling.VALUERenault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with a lot of standard equipment not included on the original model such as six airbags, cruise control, ESP, hands-free keycard and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, satnav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with satnav, heated seats and a folding glass roof from $45,990.The Megane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Troph#aacee from $46,990, adding Recaro seats, remote key, tyre pressure minitor and 19-inch alloys.TECHNOLOGYThe Megane Hatch and Coupe-Cabriolet share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. "Diesel doesn't fit our philosophy," Hocevar says. "Customers want high-revving engines and we don't want to dilute the business case at the moment with diesel."He says the high demand in Europe for diesel would create supply problems here. "The Australian diesel market is increasing, but it's still not high," he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING"These are not conservative designs," Hocevar says. However, the hatch now looks more like a lot of other hatches in the market, particularly French colleague, the Peugeot 308 hatch.The CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it's a little gaudy with yellow seatbelts, seat stitching and tacho.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection. There are also energy-absorbing bumpers to protect pedestrians.DRIVINGThe Megane Hatch distinguishes itself as a quiet and comfortable ride with solid road manners and the ability to boogie when the roads get a little twisty.It's always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the gears.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic.The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times.Front-seat passengers will enjoy the high command position and the sense of space. In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins.The glass roof only has a gauze cover which is not enough to shield passengers against the sun's harmful rays, glare and heat. With the top down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says, "This is how it should be driven."The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault's venerable sport stable that goes all the way up to Mark Webber's work car. "This is not just stick-on badges, but ground-up reworking," says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it's simply too quiet until it's hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches.At least the LSD ensures there is little wheelspin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design. There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part.It remains to be seen whether the company can restore some faith in this quality Euro marque.Renault MeganeMegane Hatch: $22,990 (Dynamique manual or $25,990 driveaway), $24,990 (Dynamique CVT), $29,990 (Privilege CVT) $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Engine: 1997cc (1998cc RS), 16-valve, 4-cylinder (twin-scroll turbo RS)Power: 103kW, 102kW (Dynamique manual), 184kW (RS)Torque: 195Nm, 340Nm (RS)Transmissions: 6-step CVT, 6-speed manual

THE “under new management” sign has been hung out at Renault Australia. In the third relaunch of the French brand in Australia in recent years, new boss Justin Hocevar promises new models, a 400 per cent increase in financial investment from the parent company and a “fresh” management team.The former Mini boss also brings with him a couple of his former Mini colleagues, immediately jumping into the deep end with the Australian International Motor Show, annual budget reviews, a national dealer meeting and the media launch of four new models – Megane Hatch, Megane RS250, Megane Coupe-Cabriolet and Fluence sedan, a joint venture with Nissan.“These are the basis of the recovery of our brand in Australia,” Hocevar says. “Renault has been underestimated for too long in Australia.” According to the latest sales figures, the company is “underestimated” by about 30 per cent.VALUEHocevar says the new models arrive with “more equipment, but not inflated price tags”, simplified two-trim variants (Dynamique and Privilege) and charming Euro styling. Renault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with “a lot of standard equipment” not included on the original model such as six airbags, cruise control, ESP, hands-free key card and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, sat nav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with sat nav, heated seats and a folding glass roof from $45,990.The Mégane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Trophée from $46,990, adding Recaro seats, remote key, tyre pressure monitor and 19-inch alloys.The Fluence sedan will sell for the drive-away price of $25,990 for the Dynamique manual. It is listed at $22,990, the CVT is an extra $2000 and the top-spec Privilege with CVT and sat nav is listed at $29,990.TECHNOLOGYThe Megane Hatch, Coupe-Cabriolet and Fluence share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It also comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. “Diesel doesn’t fit our philosophy,” Hocevar says. “Customers want high-revving engines and we don’t want to dilute the business case at the moment with diesel.” He says the high demand in Europe for diesel would create supply problems here. “The Australian diesel market is increasing, but it’s still not high,” he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING“These are still not conservative designs,” Hocevar says. However, the Megane Hatch has gone on a diet and finally loses its controversial flabby bottom. “It’s a less polarizing design,” Hocevar admits.The hatch now looks more like a Peugeot 308 hatch. CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it’s a little gaudy with yellow seatbelts, seat stitching and tacho.The new Fluence is an elegant small sedan with a generous 4.6m body length and 2.7m wheelbase creating a lot of space for five people. Inside, it is identical to the Megane, except for a larger rear seat, more legroom and, of course, a boot.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection.There are also energy-absorbing bumpers to protect pedestrians.DRIVINGWith four cars to get through in one day at the national launch in country Victoria, it was difficult to gain detailed impressions. However, the Megane Hatch distinguished itself as quiet and comfortable with solid road manners and the ability to boogie when the roads get a little twisty.It’s always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the “gears”.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic. The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times. Front-seat passengers will enjoy the high “command” position and the sense of space.The Fluence makes the Megane almost seem harsh. It is eerily quiet, refined and rides with the composure of a much bigger car. Steering is ultra-light at low speed for easy parking and firms up as speed gathers with a nice weight and feel. While the CVT still makes the engine scream, it is fainter in the Megane. Inside, it is identical to the Megane, except for stacks of leg room front and back.In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins. The glass roof only has a gauze cover which is not enough to shield passengers against the sun’s harmful rays, glare and heat.The top goes down when stationary in 27 seconds, not the claimed 22. Once down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says “this is how it should be driven”. The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault’s venerable sport stable that goes all the way up to Mark Webber’s work car. “This is not just stick-on badges, but ground-up reworking,” says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it’s simply too quiet until it’s hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches. At least the LSD ensures there is little wheel spin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design and the Fluence should win some customers in the growing small-to-medium sedan category.There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part. It remains to be seen whether the company can restore some faith in this quality Euro marquee.New Renault modelsMégane Hatch: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Fluence: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990

The hot diesel arrives in Australia in October and will cost about $40,000. It blows most of the small-car oil-burners out of the water in power and torque and marginally tops the current benchmark, the Golf GT TDI ($39,990).ENGINE AND ECONOMYThe engine is the same as in the Laguna, new Koleos SUV and Trafic van, but with improved engine mapping, earlier turbo boost and mated to a more aggressive six-speed manual. The five-door Megane pumps out 127kW of power and 360Nm of torque, compared with the Golf's 125kW/350Nm.Meanwhile, RenaultSport claims it sips fuel at just 6.5 litres per 100km, against Golf's 6.6, proving you can have your gateaux and eat it too.While its power may be down on the turbo model's 165kW, it more than makes up for it with a huge dollop of peak torque from just 2000rpm. ON THE ROADThat makes it fun to drive; not just off the mark but heading towards the 5000rpm limit. Its acceleration and feeling of power is more akin to a petrol car than a diesel. And the 2.0-litre turbo diesel engine is very quiet, only giving away the hint of clatter at idle. There's also a tasty exhaust note that resembles a bigger petrol car.Brakes are big and Brembo, so there is plenty of stopping power on board. On a short blast through the Parisienne countryside, the little diesel displayed predictable driving manners and despite all that low-down torque and heavy diesel engine there was minimal misbehaviour such as wicked torque steer or massive understeer. Indeed, turn-in is very good, although the electronic steering is somewhat numb.CHASSIS RenaultSport has fitted the engine to the chassis originally developed for Megane Renault Sport 2.0 Turbo. It features independent steering-axis front suspension and a 20mm-diameter anti-roll bar, but RenaultSport has stiffened the front springs and damper settings to cope with the extra 80kg weight of the diesel engine and gearbox.The rear suspension is based on a programmed-deflection flexible beam with torsional stiffness of 80Nm which is equivalent to the Cup chassis version of Megane Renault Sport 2.0T.TRIM LEVELRenault Australia senior communications manager Craig Smith says trim level will be similar to the current three-door model with leather upholstery as an option.Inside and out there are several RenaultSport plates, badges and seat stitching, but it doesn't look like a tacky “boy racer”. However, missing from the badges is the word “diesel”.“We did not want to put a diesel badge on the back,” Smith says. “The 2.0-litre diesel is the main stay of our range. This diesel shows what it is capable of.”It certainly is a more attractive car than the standard Megane, the dual pipes and big rear diffuser shaving some vital kilos off the notoriously fat bottom.And with safety features the same as those on all Meganes which scored five stars in EuroNCAP crash tests, it makes good sense. Smith says they're expecting to sell about 70-100 a year. 

Made worse if your car rarely gets up to proper operating temperature.Those tough 'real-world' conditions can quickly reveal a car's weaknesses and strengths, especially if you throw some suburban hills into the equation.So any car which returns less than 8 litres per 100km in city traffic grabs my attention, particularly with fuel prices again heading in the wrong direction.I'm not talking about a pint-size car or one with a small engine for which you would expect fuel consumption to be reasonable.What we are looking at is a mid-size, solidly built European import in Renault's Megane, except this one is a diesel.After a week of trips to the supermarket, the nursery, the hardware store and commuting to work, the typical duties expected of a family car; the Megane's onboard computer dipped to 7.5 litres per 100km. To put that in cash terms, it's less than $20 for a week's running. Throw in some country travel and the average fuel consumption level would be even better.Now, the Megane is not the most fuel-efficient car in the market but it gives a good indication of how affordable a diesel can be without having to sacrifice any luxuries, performance or handling.How muchPetrol-engined Megane prices start at $24,990 after Renault shaved up to $3500 across the model range in April. The diesel arrived in August, with the base Expression priced from $27,990 (manual); the higher-spec diesel Privilege version costs $35,990 (auto only). That's value-for-money buying.What you getYou may remember the corny TV ads from Renault showing an executive being chauffeured in the Megane. Then the suit made the driver stop so he could take over the wheel because driving the Megane is so much fun. Hmmmm.It isn't a limo, by a long stretch, but it does have some good prestige features. At the Privilege level you get leather upholstery, cruise control with a handy speed limiter, rear parking sensors, auto switch-on headlights, air conditioning and an average quality six-stack audio system and fog lamps. That's a better kit than some cars that cost substantially more.There's also a lot of clever user-friendly storage bins, which the Europeans are good at, as well as sun shades, which pull up from inside the rear doors and a glove box, which can be chilled from the air conditioning system.Another bit of clever design is the flap to the fuel inlet which incorporates the fuel cap . . . so you don't get your hands dirty. Flip the flap and the cap opens with the door. Neat.There are weird design features, such as a U-shaped handbrake lever which, although looking odd works well, especially if you don't have much strength in your wrist.This car comes with one of those flat, plastic keyless keys (think of an oversized credit card) that you slot into a hole in the dash and then push a starter button. It's all rather complicated when turning a conventional key does the same thing, although this plastic card will fit in your wallet or purse.Safety features Previous Meganes have a five-star rating and there is no reason this one won't be a star performer as well. There's plenty of standard fare with six air bags, electronic stability control, anti-lock brakes, seat belts with pretensioners and load limiters plus rain-sensing wipers.DesignThe boot is enormous for a car this size. The styling is pleasant but not exactly head-turning and the cabin takes a little time to feel at home with, although it works a treat: there's plenty of leg and head room, good vision and the layout of controls, once you get to know where they are, works well.Under the bonnet Power comes from a 1.9-litre, four-cylinder direct turbo diesel. Power is a modest 96kW at 4000rpm, although a hefty 300Nm of torque makes up for it, peaking at 2000rpm; but there's a catch.You can take your pick from a six-speed manual or four-speed auto, which will be the popular choice. However, the auto box robs it of torque (down to 260Nm), so if you want the added performance of the manual you have to drop down to the Expression level of specification. The Privilege comes as an auto only in this country, which is a pity.Acceleration isn't brilliant but remember this is a diesel. Zero to 100km/h is a leisurely 9.1 seconds.On the roadIn a word, it's classy. Once you get used to the diesel's idiosyncrasies this mid-sized sedan provides quite a rewarding and surprisingly comfortable, stable drive but don't think of it as a sporty car. It isn't.It can be described as sprightly thanks to its oodles of torque from low down in the rev range.How thirstyAn impressive 7.5L/100km, city driving. Renault's official figure is 6.8L/100km for the auto.ImpressionsYes, the Megane is quirky; the French go about designing their cars like no one else; and yes, when I first got in I found it uninspiring with little in the way of “wow” factor. However, the Megane is a car that grows on you.It takes time to become familiar with its controls and the way it works. By the end of the week familiarity had taken over. I loved it. 

Another week, another diesel. Nothing wrong with that, because they all deliver great fuel economy, most with excellent refinement. Some even manage the trifecta: strong performance as well.This has been a European-led invasion because they were the first to face high petrol prices and focused on diesel as the antidote. They have made great strides in driver-friendly technology.While Mercedes-Benz and Peugeot have been the long-term believers in diesel for Australian motorists, brands like VW, Citroen, Audi, BMW, Alfa Romeo, Saab and Fiat have joined in.Even Holden and Ford, Mazda, Dodge and Chrysler have jumped on the diesel-car bandwagon lately.So when Renault brings in a diesel version of its small car, the impressive Megane, the major surprise is that it has taken five years to get around to it. They were waiting for Australia's diesel fuel to improve, they say, then had to wait for an automatic transmission to be ready.Like the best of the breed, it is so quiet and refined you soon forget there is a diesel engine humming away up front. No rattle, no clatter, no chugging. It just trots along smoothly.Renault has 'repositioned' the Megane sedan (a polite way of saying they cut up to $4500 off the price), so petrol versions start from $24,990.That's bargain territory for a European-designed car, it is built in Turkey, packed with safety equipment and creature comforts.The diesel option adds $3000 to the entry-level Megane Expression sedan (including alloy wheels, which otherwise would be a $1000 option), $3500 to the upmarket-trim Privilege model. Coming in a couple of months will be a diesel version of the roomier and dearer Scenic, a five-seat 'people-mover' based on the Megane.Compared with the petrol Megane, power is down marginally, but torque is far greater, so no worries about the heartiness with which it pulls away once rolling. Just don't expect lightning acceleration from a standing start.Fuel economy is the strong point: 5.8 litres per 100km for the diesel manual versus 8.2 litres for the petrol equivalent.The Megane's four-speed automatic transmission is teamed with a less-hearty engine. Torque is 260Nm, a strong dose of pulling power though well short of the 300Nm which comes with the manual gearbox.Overall, the Megane arrives at a comparatively bargain price for a European car with a diesel of this size, this output, with an impressive list of standard features, especially its safety gear.It is very comfortable, with a huge boot and genuinely roomy and packed with clever touches. Key pointsRenault Megane dCiDetails: Compact sedan with 1.9 litre four-cylinder turbo-diesel engine. Power 96kW. Torque 300Nm manual, 260Nm automatic. Six-speed manual or four-speed automatic transmission.Features: Stability control, anti-lock brakes, airbags, airconditioning, automatic wipers and headlights.Cost: Expression $27,990 manual, $30,490 auto; Privilege auto $35,990.Rivals: VW Jetta, Peugeot 307, Citroen C3, Holden Astra, Ford Focus, Alfa Romeo 147.For: Refinement, fuel economy.Against: Renault's low profile here. 

Possibly because there is no front lawn, but more likely because spending time on a car is seen as an activity pursued only by the most fanatical of motoring enthusiasts.In an attempt to hide the dirt, motorists with little care for washing their cars choose drab grey, black, olive green or military blue paintwork.But there are exceptions, because Europe is, as a whole, an exception.Like the marmalade Renault Sport Megane 225, complete with Fanta-drenched seatbelts.Previously on test there was a Renault Sport Clio in bright blue. With silver seatbelts.All designed to stand out in a crowd. Not only that, but designed to have stand-out street cred, because the Renault Sport badge indicates something exceptional.The Renault Sport Clio tested in January was smart, spirited and soulful.The Megane 225 is a more adult interpretation, with bias on comfort and cabin room.It is basically a Megane hatch, with more oomph, tauter suspension, bigger wheels and more luxury items.The Megane hatch's distinctive bum remains, as does the vertical rear window and wheel-at-each-corner stance.Look closer, past the orange paintwork, and you see it sits squat on the road, with an attitude that shouts aggression.Though a tad odd in appearance, it grows on you in a macho sort of way. That aside, it's likely you'll be convincing the wife it looks nice, possibly for the rest of your life. Once inside, however, she would agree that the seats are wide and very supple, as is the ride and quietness.Equipment includes auto up/down windows all around, clever under-floor storage areas and well-placed front armrests.The standard kit list is exhaustive, leaving virtually nothing on the option list.Even the turbocharger is standard, at least on the $42,000-plus 225 version tested. The 225 refers to the horsepower.Mated with a slick, six-speed manual box, the 2-litre engine is a sparkler that will give most cars a run for their money.Though turbocharged, the engine feels very understressed and is noted more for its stump-pulling low-speed torque than its ability to sing at high revs.For this reason, it is an easy and almost lazy car to drive. It's quick off the mark, but its real forte is mid-range strength.Handling is good, but only up to a point. It has a tendency to show increasing degrees of understeer precisely when you think it's actually tracking the corner very well.As such, handling rates as very good, with the disclaimer that this is a nose-heavy vehicle. Excellent for the country, but a bit of a handful in tight corners.In that manner, it is most unlike its nimble and virtually fault-free Clio Sport, which handles like a Mini Cooper S used to.And though it doesn't show it, it can get very dirty when pushed hard.

Which is a shame for Marianne Faithfull's tragic musical madame because Paris – and indeed most of Europe – is very convertible-friendly, thanks to a summer sun less severe than Perth's.Which is why the French are getting pretty good at making cars that survive the tortures of the city and yet let you get your head into the warm air.Peugeot did a steel droptop car in the mid-1930s, which it followed up with the more recent 206CC (stands for coupe-cabriolet, not corn chips) and 307CC.Now it's Renault's turn. The Megane CC is the second-generation model that replaces the smaller, 1.6-engined convertible which had a fabric roof.The new car is bigger, comes with a bigger engine, is heavier and has the folding steel hat.It is an exceptionally comfortable to drive, with good dynamics of handling. The engine is willing but though it's a perfect cruiser, it feels the body's weight when pushed hard.The boot is simply huge, which accounts for the CC's huge bum, but when the roof is up it shrinks to a shallow cargo area.Though the car has four seats, there's precious little legroom to fit any human in those beautifully sculptured leather rear chairs.Drive over uneven bitumen with the roof down and you will note some body shakes, indicating more chassis strengthening is needed. It's not bad, but it can be disconcerting.But the good outweighs the bad.The roof is actually a thick slab of laminated glass that has been heavily tinted.It comes with a shadecloth affair which, despite all good intentions, will still try to cook your pate on a long drive on a hot Perth day.It takes only 22 seconds to get the top off, though a cover within the boot must be in place before the electrics activate. It's this cover that allows room for the retracting steel hood and is responsible for the dramatic reduction in cargo-carrying space.The Megane CC has a lot of interesting features – the broad and spacious door pockets for water bottles and other stuff, the hidden spaces beneath the door armrests, the comprehensive trip computer, the moveable cigarette ashtray, the oh-so-comfy seats, and the clarity of the main dials.The engine likes to rev and delivers strong torque to encourage the four-speed auto to work the front wheels.The gearbox has a semi-manual mode, but this wasn't really the type of car to encourage sports driving.It also has an annoying pause before engaging first or reverse, but I've been told that delay is deliberate to minimise transmission damage.The steering is very light at parking speeds but it firms up on the highway. The brakes are over-boosted in typical Renault style.In fact, it's a nice drive and not overly complicated in the way that French engineers enjoy.The credit-card size ignition key is unusual, along with the stop/start button, though it works well and the plastic card is a lot easier to carry in your back pocket than a cluster of metallic keys.The Megane CC has a few rivals and is not especially cheap, though it is an alluring machine. Just don't bring the children.

In any event, there are many buyers – young and not-so-young – who just love well-sorted quickies.Hence the market for compact performance cars, which can be driven for economy around the city or set alight, in the right environment, for some fun motoring.The BMC Mini – particularly the Cooper S – gave birth to the segment.More recently, Subaru has set the standard for affordable performance with its WRX – a top performer with a sub-six-second sprint time at a sub-$40,000 price.Peugeot's 206 GTi is $5000 cheaper and only 1.5 seconds slower. And the new Mini Cooper S is a full financial member of the category at only $710 more than the WRX with a 0-100km/h time of 7.2 seconds.Renault has added the Sport Megane 225 to the hot hatch class to which it was already a member with the Clio Sport.The quick Megane is fully credentialled with a 0-100km/h dash in 6.5 seconds, a standing 400m in 14.6 seconds and a top speed of 236km/h. At $42,990, it is not the cheapest car in the class but it does come with sufficient kit to justify the price. The Megane is not a small car in the truest sense – and is highly individualistic in its styling.The Sport Megane 225 hatch is powered by a 16-valve turbocharged two-litre four, which generates a wholesome 165kW of power and 300Nm of torque to the front wheels via a really slick six-speed manual gearbox. The motor is the work of the brand's motorsport arm, Renault Sport Technologies, which was given the task of producing a performance motor suitable for daily use.The engine finds an ideal home in the Megane hatch, which has been modified to match the firepower of the engine.The Sport Megane body is enhanced with a wide air intake grille to ensure that the intercooled turbo gets plenty of fresh air. The rear bumper skirting is cut away to make way for the large-bore twin-pipe exhaust outlets.A spoiler, integrated in the upper part of the rear hatch, boosts stability at high speeds.The Sport runs 17in alloy wheels, which fill the wheel arches nicely, maximising the model's muscular looks.The sporty driving theme continues inside through the use of leather steering wheel, aluminium pedal pads and a graphic treatment of the instrumentation. The Sport shares the same round-backed hatch body with naturally aspirated versions of the five-door hatch Megane line-up – unlike the Impreza WRX which is available in both hatch and sedan forms.Buyers will love the rump or hate it, with very few "don't knows". But enthusiast drivers attracted by the dynamics of the car will not be put off by the rear styling.After all, previous "Rex" models were not all that pretty either.Now for what the Sport Megane has to offer.The "blown" two-litre is a willing worker off the line without any lag, which flaws so many turbo models.The addition of a full complement of stability kit ensures that there is very little torque steer – the tendency of a performance front drive car to pull to one side – under full load.Power peaks at 5500rpm but the 300Nm of torque is reached at 3000rpm.The twin-scroll-type turbocharger delivers the goods throughout the various rev ranges without any flat spots.The engine is a real joy to fire into action and the six-speed, close-ratio manual transmission is a sheer joy to flick from cog to cog with the short, sporty shift.The car rides on a proficient chassis, which is firm but not brutal and keeps the body from undue movement under severe cornering forces. The Sport Megane comes standard with anti-lock brakes, stability control, emergency brake assist and understeer control. Everything works according to the plot to ensure the car is nowhere as skittish as hot cars of days gone.Anyone who gets into trouble has the backing of five-star Euro crash test rating, double volume dual airbags, side airbags and curtain airbags plus seat belt pretensioners front and rear. Variable power assisted steering gives the car a good road feel – particularly during cornering when directional correction is required.The Sport comes with a long list of standard items, including cruise control with a speed limiter, six-speaker CD sound system, electrochromic interior mirror, automatic headlights and automatic windscreen wipers, variable depending on the amount of rain.An optional LX pack which consists of a sunroof, a six CD stacker and full leather trim is available for $4000.AT A GLANCEThe Sport Megane is one of those cars which can make your day – day after day.Anyone who appreciates affordable power will be enthralled by what the car has to offer.Forget the rounded rump – this is a sports hatch which should be driven and considered by anyone in the market for a hot not-so-little number.