Renault Megane VS Audi A1
- Sexy looks
- You can still get a manual!
- More practical than before
- Four-wheel steering adds complexity
- Interior little differentiated from GT
- Rear legroom
- Character-filled car
- Sporty performance
- City-friendly dimensions
- Fuel use a bit high
- Back seat lacks amenities
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|
The Audi A1 2020 range offers something for everyone, and in the case of this particular variant, it’s the one you buy if you want as much grunt and gear as you can get.
It’s the top-of-the-range Audi A1 40 TFSI model, which gets the zestiest engine, the lengthiest equipment list, and offers performance to match some hot-hatches out there. It’s essentially an Audi-ised version of a VW Polo GTI.
This test wasn’t so much about the wow-factor, though. We put it through its paces as an urban runabout to see how it coped as a real-world city car.
Read More: Audi A1 2020 review
|Engine Type||1.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
If you’re eager for a sporty compact hatchback with premium design and luxury car badges, the Audi A1 40 TFSI is a very, very strong contender. It’s fast, fun, and functional for a little hatchback. It’s just very expensive, and for most people the $10K cheaper 35 TFSI model will tick most of the boxes. I’d recommend you drive it before signing on for the top-spec model.
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.
I don’t think I’ve seen a better transformation between generations than the current A1. In its previous guise it was bubbly and cute, but now it’s an angular brute.
This version’s S line sports body kit and funky 18-inch alloy wheels certainly help in that regard, but even the standard lighting signatures - LEDs front and rear - make it stand out as anything but a cutie pie city car.
The good news is that it hasn’t grown too much, either. Sure, it is a bit bigger, measuring 4029mm (on a 2563mm wheelbase), 1740mm wide and 1409mm tall. The last one was smaller (3973mm long on a 2469mm wheelbase, 1746mm wide and 1422mm tall), but this one isn’t elephantine in its proportions and so remains simple to park and squeezy enough to be considered a Light Car by industry standards.
And there are some really, really playful colours available. Like this Turbo Blue (which is only for this spec), and Python Yellow. There’s also black, green, red, three different greys, and two whites. The only issue is that flat white (Cortina White) is the only no-cost paint option. The rest will set out back $490 (for Tioman Green or the blue you see here) or $990 (for the rest).
And then you can option the paint with a black roof, for $1380 combined with blue or green, or $1880 in all the other colours. The black exterior styling pack adds black highlights around the grille and on the front and rear bumpers. Those little Audi four-ring stickers on the rear doors are standard on this spec.
But to be honest, it stands out no matter what colour you choose, and that’s enough to get people’s heads turning on the street. And the interior design? Well, it has some good and bad points. See the interior pictures below to make up your own mind.
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.
There are elements of the A1’s cabin design that are tremendous. And other bits that are not so tremendous.
The bad bits include the fact you’re paying about $50,000 on the road for a car that has hard plastic just about everywhere the eye can see.
The good bits are that the textured plastics on the dash are beautiful, and so are the designed elements on the doors. I love the door handles, I love the metallic finish, I love the layout and I love the way it makes you forget that you’re in a luxury-branded car with hard plastic all around you.
The media screen and digital dashboard help, too - it feels technical and premium in the driver’s seat as a result. The graphics are crisp and clear, the menus are mostly easy to navigate, but I had some issues getting Apple CarPlay to work. It has wireless CarPlay, and I had it plugged in, so perhaps that was confusing things.
But the Audi media system also includes Audi Connect in this spec, meaning there are realtime map, traffic and hazard updates, plus a Wi-Fi hotspot, fuel prices, parking, weather and Google maps and services. It’s high-tech, and if that’s what you like, this is definitely going to please you more than a Mini Cooper.
Practicality is good, with bottle holders in all four doors, cup holders between the front seats and a covered centre console and wireless charging bay in front of the shifter. In the back, storage is sparse: aside from the door pockets, there’s nothing - no cup holders, no map pockets.
There is enough space for four adults in the A1, so if you plan to take your mates to brunch or if you’ve got young kids, you should be comfortable enough in here.
I had the driver’s seat set for my own height (182cm) and I was able to slide in to the rear seat without much fuss at all, with adequate knee and toe room, and decent headroom too. Try and fit three across the back and it’ll be uncomfortable, unless those three are very slim.
There are dual ISOFIX child-seat anchor points and three top-tether points, and the seat structure is pretty flat, making fitment of these types of seats simple enough.
The boot capacity is good for a car of this size at 335 litres, which is a solid 20 per cent bigger than before. You won’t find a spare under the boot floor, though, as all A1s have an inflator kit. The back seats fold down to allow 1090L of cargo capacity, but there’s a ledge you have to contend with if you’re trying to load larger items in. Maybe skip the IKEA trips in this one, then.
Price and features
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'.
The Audi A1 40 TFSI model is far from affordable if you’re looking at city-sized hatchbacks.
The list price for this model is $46,450 plus on-road costs, and for that you don’t even get leather trim! And heated seats? Optional...
You can option the S-line interior package to get a flat-bottomed steering wheel and leather seat trim, but as standard, even on this top-spec variant, you get cloth seats and a boring old round wheel.
As tested our A1 40 TFSI was $49,720 before on-roads (making for a circa-$55K drive-away price as you see it), because it had the optional blue paint ($490) and black roof ($890), plus the black exterior styling package ($790) and 18-inch Audi Sport wheels ($1100).
It already has 18-inch wheels as standard, plus the S-line exterior body styling pack with sportier front and rear bumpers, sill trims and a rear spoiler.
Plus there are LED headlights and tail-lights, dual-zone climate control, a 10.25-inch digital dashboard, a 10.1-inch multimedia touchscreen with Android Auto, digital radio, built in sat-nav, built-in Wi-Fi and wireless Apple CarPlay.
That’s in addition to push-button start, keyless entry, 2xUSB ports (USB-A and USB-C) ambient lighting, an auto-dimming rearview mirror, wireless phone charging, front and rear parking sensors, semi-autonomous self parking, auto lights and auto wipers, heated and folding mirrors with kerb-side dipping, and a few safety spec items you’ll find in that section below.
Engine & trans
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.
This 40 TFSI model is the big humdinger in the range. It has the donk, right?
Yeah, it’s a 2.0-litre four-cylinder turbo-petrol engine, which is a full litre bigger in capacity than the base model car. And it’s the same engine fitted to the Polo GTI - a proper hot hatch!
It doesn’t quite have double the power and torque of the entry-level 30 TFSI model, but it does have solid outputs of 147kW (at 4400-6000rpm) and 320Nm (from 1500-4400rpm). That’s enough to slingshot this A1 from 0-100km/h in a hot-hatch-rivalling 6.5 seconds, according to Audi.
Unlike the lower grades, it runs a six-speed dual-clutch automatic, which it needs because it has so much torque. The 30 and 35 TFSI variants have a seven-speeder. All of them, including this one, are front-wheel drive.
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.
Claimed fuel consumption is rated at 6.4 litres per 100 kilometres. You might see close to that on a highway drive, but if you’re primarily city-dwelling like me, then expect higher.
I saw an average of 10.1L/100km during my urban review of the A1 40 TFSI. That was with stop-start engaged the whole time, and the occasional squeeze of the accelerator to test out the claimed acceleration.
Fuel tank size for the A1 is just 40 litres, so if you’re doing what I did with this grade of A1, you can expect to visit the servo every 400km or so.
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.
You shouldn’t be surprised to know that the A1 40 TFSI feels a lot like a Polo GTI to drive. It’s quick, it’s entertaining, it’s refined… it’s just about 50 per cent more expensive.
That mightn’t matter to you or factor into your considerations. I just want to point out that you can get a car that’s just as good to drive as this one, and still with a premium German brand attached to it, for a lot less.
The A1 does have it’s own spunk, though. It has a more masculine character, more aggressive styling, and more delightful interior design.
But it also has steering that is predictable and easy to judge, helping it feel nimble and grippy. From tight twisty roads to roundabouts, you’re going to be having fun in the A1 if you’re tooling around town.
It feels planted and grippy - aside from some front-wheel spin during take-offs if the tyres are cold - and you might notice the suspension can be a touch noisy as it pitter-patters over inconsistencies in the road surface, but the ride is firm yet controlled, offering enough comfort over potholed city roads and speed humps for this tester. And there are several of each of those obstacles on my daily drive to work.
The engine is a sweetheart, offering brilliant linearity to its power delivery. It pulls hard from low in the rev range, meaning you’ll be able to zip through traffic without much hassle at all. The powertrain is super responsive to inputs at speed, especially if you put it in Dynamic mode, which also allows you to hear some pops and crackles from the exhaust system.
That said, there is some vibration, shuddering and hesitation at low speeds, which is a combination of the stop-start system kicking in and out, a small amount of turbo-lag from the engine and some shuffling behind the scenes from the dual-clutch transmission. You might find the lurchy nature of the first-gear take-offs to be a bit hard to get used to, especially if you spend a lot of time in bumper-to-bumper traffic.
While this is an Urban Guide review focused on city driving, I thoroughly recommend you find a quiet stretch of twisty road outside the city limits. You won't be disappointed.
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.
The Audi A1 range scored a five-star ANCAP crash test rating in 2019, and it comes kitted out with some impressive safety tech.
You don’t get adaptive cruise control as standard, even on this expensive top-spec model. You can option it but you shouldn’t have to.
There’s no blind-spot monitoring or rear-cross traffic alert, which mightn’t seem like a big issue for a little car, but you’d be surprised how handy that tech can be when you’re reversing out of a parking space or trying to merge.
And while the previous A1 never came with a reversing camera, the new one does - it has guidance lines displayed on the screen, and there are front and rear parking sensors, too. Very handy for the urban jungle.
All A1s have six airbags (dual front, front side and full-length curtain).
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.
While the VW Polo GTI that this spec of A1 shares plenty with is backed by a five-year/unlimited kilometre warranty plan, the Audi-badged compact hatch still has a lesser three-year/unlimited kay cover.
The A1 requires servicing every 12 months or 15,000km (just like a Polo), and there’s a pre-pay service pack you can roll into your finance if you so choose.
That service plan covers either three years/45,000km of driving ($1480) or five years/75,000km ($1990). In the case of the five-year plan, Audi is actually better value than the Polo GTI (which costs $2200 for pre-pay).
Where is the Audi A1 built? You might be surprised to learn the answer is Spain.
Concerned about reliability? Got questions over resale, problems, issues, faults, recalls or something else? Check out our Audi A1 problems page.