Renault Megane VS Honda Jazz
- Sexy looks
- You can still get a manual!
- More practical than before
- Four-wheel steering adds complexity
- Interior little differentiated from GT
- Rear legroom
- Capped-price servicing
- Build quality
- Huge interior space for its size
- No Apple CarPlay/Android Auto
- VTi-S very pricey
- Lack of advanced safety features
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|
Honda's Jazz is like the little engine that could.
|Fuel Type||Regular 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.
The Honda Jazz is an extremely capable small car, with an ace card of virtually unbeatable interior space. While it's hardly an excitement machine, or the best looking or equipped in its class (it is missing out on some useful safety gear), the Jazz deserves its status as a well-loved hatchback.
The best in the range is probably the VTi. There isn't anything compelling further up the variants unless you're keen on bigger wheels or leather trim. Its entry-level offering is a good-value, sturdy car that is packed with its best qualities, no matter which one you buy.
Does the Honda Jazz stack up for you? Or do offerings from Hyundai, Mazda and Kia get your bargain-hunting senses tingling?
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.
The Jazz's exterior design is instantly recognisable. The shape has been roughly the same since the car's 2002 debut, with the mildest evolution over the years. The 2018 Jazz leads with the chin a bit, with a pronounced underbite and when fitted with a chrome grille, it looks a bit like the giant Jaws from James Bond after whacking his head.
Apart from that, the slimmed headlights and one-box body shape are almost entirely inoffensive, save for the chunky, stacked rear lights.
When you head inside it's a simple, basic interior. Well put together, it's easy to find your way around and, because there isn't much happening in here, it's unlikely you'll need the owner's manual, unless you want to identify and use every single deployment of the excellent Magic Seats in the back.
As you climb the range, you'll start to see body-kit additions like a rear spoiler and side skirts, but nothing particularly racy.
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.
The interior is full of cleverness packed into a small space. The centre console has two cup holders, a space for your phone and a compartmentalised open tray reachable by both front and rear-seat passengers. A third cupholder folds out of the dash on the driver's side. The back seat doesn't have any cupholders, unfortunately, and nor is there a centre armrest.
Rear legroom is impressive for such a small car - it's no wonder the HR-V compact SUV was spun off the Jazz platform. Added to that are the excellent 'Magic Seats', which fold in a variety of ways to increase the boot space dimensions from 354 litres to 1314 litres.
Luggage capacity is not bad for such a small car and with the flexible interior, the boot size goes up by four times in volume. This is one area in which it really does outdo the Mazda2. The removable cargo cover means you can get a decent chest of drawers in, however there's a bit of a drop once you get things over the loading lip.
You can also fold the seat bases up and out of the way to provide space for shrubbery, or a dog, or an awkward flat pack.
The basic VTi misses out on a bit of storage, namely the centre console storage box and driver's side seatback pocket, but the rest of the range has them both.
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 Jazz range is made up of three models. As with any car, how much you get is dependent on how far up the price list you go. Honda occasionaly offers drive-away deals, but we're using RRP as a guide. We've done an exhaustive model comparison as well as snapshots to help you decide between the three trim levels - VTi, VTi-S and VTi-L.
Our American cousins score a Sport edition, but sadly we miss out on that one.
The VTi opens the price range at $14,990 for the five-speed manual, rising to $16,990 for the CVT auto. Standard features include a four-speaker stereo, air-conditioning, reverse camera, remote central locking, projector style halogen headlights, 15-inch steel wheels, cruise control power windows and mirrors, black cloth trim, trip computer and hill-start assist.
The inclusion of the reversing camera is good but the lack of rear parking sensors is mystifying, a problem shared with the VTi-S, although they are optional on both specifications.
While the spare tyre is a space-saver, it's better than a tyre-repair kit, should trouble strike. A small tool kit is also supplied for just such an occasion.
Even with the 2018 update, there is no Apple CarPlay or Android Auto, although you can plug in your iPhone or Android device via the USB port. Irritatingly, the USB port is under a cover next to the 7.0-inch touchscreen itself, so you have a cable poking out of the dashboard. You might prefer Bluetooth in that case.
Step up to the CVT-only VTi-S ($19,990) and you pick up foglights, 16-inch alloy wheels, LED headlights, 'premium' cloth trim, leather-wrapped steering wheel, a centre console with storage box and GPS sat nav.
There is no improvement to the multimedia system.
The VTi-L ($22,990) adds LED daytime running lights, climate control, navigation system (hooray!), smart key keyless entry, push-button start, leather seats, paddle shift for the CVT gearbox, an alarm, bi-LED headlights, LED daytime running lights, heated front seats and two extra speakers,
Missing from the accessories list are a CD changer, DVD player, DAB or MP3, panoramic sunroof, sport pack, black pack, city pack, subwoofer, improved sound system, HID headlights, tonneau cover, roof rack, different rims and even floor mats.
You're stuck with the same infotainment head unit right across the range - its not even a radio/CD player arrangement, just radio and your phone. At least the VTi-L has more speakers for its sound system.
Dealers will no doubt sell you darker tinted windows and an extended warranty.
The Jazz is available in seven colours, with Rally Red the only freebie. For $495 you can have one of six shades of mettallic paint - Crystal Black, Brilliant Sporty Blue, Modern steel (gunmetal grey), Phoenix Orange, Lunar Silver and White Orchid. If you're after pink or yellow, you're out of luck. Not very Jazzy.
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.
All Jazzes are powered by Honda's 1.5-litre single-cam four-cylinder. The engine specs don't make for inspiring reading, with just 88kW and 145Nm. That's not a lot of horsepower, but when you consider the weight of the car, the figures don't look so weedy.
Power goes to the front wheels, so the Jazz is definitely not an off-road proposition.
Only the base model VTi has a choice of manual vs automatic, with a five-speed manual transmission and a CVT auto to choose from.
As to the question of timing belt or chain, the Jazz has the latter, so you don't have to worry about a belt change. The oil type is 5W-30
There is no diesel option, so there'll be no diesel vs petrol argument. Nor is there an EV or plug-in hybrid - with a battery, it's unlikely you'd have much boot space left. There isn't an LPG, 4x4, or AWD version either.
If you can be bothered fitting a towbar, the manual's towing capacity is 1000kg braked while the CVT's load capacity drops to 850kg. Both transmissions will haul 450kg unbraked.
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.
Fuel figures are slightly different, depending on the gearbox you've chosen. Honda claims you'll get 6.5L/100km on the combined cycle in a manual while the CVT uses a bit less, coming in at 5.9L/100km. So fuel consumption km/L works out at about 15km/L for the five speed and 17.km/L in the CVT.
Real-world consumption is a little different, however. Our most recent test with the manual yielded 8.0L/100km while the CVT chugged down 8.2L/100km. Having said that, you'll see better fuel economy figures in the manual if, as I admitted in my VTi review, you don't drive it enthusiastically. The CVT was a bit disappointing because I was a lot more sedate in that one and it didn't deliver better mileage than the manual.
Fuel-tank capacity is 40 litres.
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.
The Jazz has always been a comfortable, easygoing car with performance figures to match. Its 0-100km/h acceleration is best described as leisurely, so if it's speed your after, this car isn't for you.
That said, the manual VTi is terrific fun to drive. Switch to the CVT, however, and the Jazz's reputation is restored. A good ride for front-seat passengers comes from McPherson struts up front while the rear suspension is by torsion beams, meaning rear-seat occupants can get a few shocks over bumps.
Road noise is a little higher than you might expect, but that's probably a combination of tyres and a commitment to lightness.
Obviously, being such a small car, manouverability is a key advantage. The turning radius is 5.2m, which is good but not super tight and the light, electric power steering makes dodging about easy. It certainly doesn't feel like it's on rails, but that's hardly what a car with a such a small engine size is about.
Ground clearance is 137mm, which is reasonable but jumping gutters is not advised.
In the base manual, you have a five-speed with a light clutch and an easy shift. For a motor missing out on a second cam, let alone a turbo, progress is swift rather than exciting, the engine droning away with a relaxed air. The CVT has an eco mode, which further blunts performance, but a ring of light around speedo glows green if you're behaving yourself.
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 safety specifications include six airbags, ABS, stability and traction controls, brake assist and brake-force distribution. The Jazz was awarded a five-star ANCAP safety rating in January 2015.
Baby car seat security is offered with either three top-tether anchors but there are no ISOFIX points.
Missing is the more comprehensive safety equipment of its key rival, the Mazda2, which has forward AEB as standard, and its mid-range adds reverse AEB and at the top of the range scores reverse cross traffic alert and blind -spot monitoring. The airbag count is competitive, however.
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.
Honda's standard five year/unlimited kilometre warranty also comes with capped-price servicing for the first five years or 10 services, whichever comes first. Service intervals are every 10,000km or six months.
Up to 30,000km you won't have any extras but once you hit 40,000km you'll have to do the brake fluid, which is a reaonable $144 extra. Your service cost structure is otherwise simple - $259 for odd numbers and $297 for even.
Many people ask where the Honda Jazz is built, and the answer to that is "not Japan", or in Honda's Thailand plant.
Second-hand values appear strong, with around 60 percent of value retained after three years. Resale value is something of a Honda strength, which is probably to do with a lack of high-profile reliability issues.
A dip into the usual internet forums yields little in the way of common faults, problems, complaints or issues for the Jazz. Some look for automatic transmission problems, others for manual gearbox problems, but the current Jazz seems quite clear of defects in Australian-delivered cars.