Renault Megane vs Hyundai I20

What's the difference?

If the Renault Megane RS Trophy is your dream car let me say this: there’s no overarching reason that I’d say you shouldn’t go ahead and buy it. 

But with so much amazing competition in this part of the market, it’s hard to put it ahead of its rivals. And it’s going to be even harder for it to stay high on the contenders list as more new metal arrives in the coming years.

The i20 N hatch is so much fun, and not in a special occasion kind of way. It’s an affordable, compact performance car that’ll put a smile on your face no matter where or when you drive it. The Fiesta ST and Polo GTI have a worthy new playmate. I love it!

The Megane RS Trophy’s dimensions don’t really communicate just how chunky it really is. At 4364mm long on a 2670mm wheelbase, 1875mm wide and 1435mm tall, it is pretty conventional in terms of size for the segment.

But it packs a lot of style into that size. I for one love those broad hipped wheel-arches, the signature LED headlights and chequered flag lighting signature at the bottom of the bumper, and the bright, eye-catching colours available really just ram the message home that this isn’t your average Megane.

I could happily leave behind the red flecks on the wheels, which look a bit too blingy and not quite ‘lightweight racing-spec’ to me. But they obviously appeal to a certain buyer - maybe someone who wants a bit more drive-by flair, as opposed to track-day talking points.

The Trophy model builds upon the Cup variant, using the same chassis and hardware under the skin, and therefore running the brand’s 4Control four-wheel steering and a mechanical Torsen limited slip diff. More on that in the driving section below.

Exterior design and styling are one thing - but you probably spend more time sitting inside your car than just admiring it from a distance. How does the interior of the RS Trophy stack up? Check out the interior images to make up your own mind.

Hyundai’s current WRC challenger may be a coupe but this angry little five-door hatch absolutely looks the part.

We’re assured the N is the only current-generation i20 we’ll see in the Aussie market, and it runs with a relatively low (101mm) ground clearance, a grille pattern inspired by a chequered flag, black mirror shells, and menacing, angular LED headlights.

The ‘Satin Grey’ 18-inch alloys are unique to this car, as are the side skirts, raised rear spoiler, darkened LED tail-lights, a ‘sort-of’ diffuser under the rear bumper and a single fat exhaust exiting on the right-hand side.

There are three standard paint options - ‘Polar White’, ‘Sleek Silver’, and N’s signature shade of ‘Performance Blue’ (as per our test car) as well as two premium shades - ‘Dragon Red’, and ‘Phantom Black’ (+$495). A contrasting Phantom Black roof adds $1000.

Inside, the N-branded sports seats, trimmed in black cloth, featuring integrated headrests and blue contrast stitching, are unique to the i20 N. There’s a leather-trimmed sports steering wheel, handbrake lever and gear knob, as well as metal finishers on the pedals.

The 10.25-inch digital instrument cluster and same-sized multimedia screen look slick, and ambient lighting heightens the hi-tech mood.

The Megane RS Trophy’s cabin carries over some of the design cues from the exterior. It looks and feels like a hot hatch should.

There’s a lovely part-Nappa leather, part-Alcantara steering wheel with paddle shifters and a ‘centre line’ marker - but some may lament the lack of a flat-bottom to the wheel, which is a current trend in the “trust me I’m actually very sporty” breed of cars.

The manually adjustable seats are very supportive though they are a bit firm, so those wishing for ultimate comfort over long distance trips might be left wanting. But there is good adjustment to the seats, and they’re heated, too.

There are some nice elements to the cabin including soft plastics on the dashboard, but the lower plastics - below the eye-line - are quite hard and not very pleasant. However, the inclusion of ambient lighting does distract from that, and add a bit of flair to the cabin.

The portrait-style media screen is fine most of the time, though it does take some learning. The menus aren’t as intuitive as you might hope, with a mix of on-screen buttons and off-screen touchpad-style controls that can be difficult to hit when you’re driving. We also had a couple of instances of glitching while using Apple CarPlay and Android Auto smartphone mirroring.

Storage is okay. There are shallow cupholders between the seats, a covered centre console bin, as well as a storage section in front of the gear selector that’s big enough for a wallet and phone, and bottle holders in the doors. 

In the rear seat there’s enough space for someone my size (182cm) to sit behind their own driving position, albeit with limited knee room and toe room. Headroom is good, and there are dual ISOFIX child-seat anchor points and three top-tethers for baby seats.

You’ll find a pair of small door pockets, two map pockets, and rear-seat directional air vents, which is nice. There’s a flip-down arm-rest with cupholders, too, and unlike some other high-price hatches with ambient lighting up front, the Megane gets LED light strips on its rear doors, too. 

The boot space is good in the Megane RS Trophy, with luggage capacity claimed at a healthy 434 litres. On test, the car fit all three CarsGuide suitcases (124L, 95L and 36L) with room to spare. Speaking of spare (ahem), there isn’t one: it comes with a repair kit and tyre pressure monitoring, but no spare wheel of any kind. 

Although it’s just 4.1m long, the i20N is impressively space efficient with decent room up front and a surprising amount of head and legroom in the back.

Sitting behind the driver's seat, set for my 183cm position, I had plenty of head and legroom, although, understandably, three people across the back will need to be kids or understanding adults, on a short journey.

And there are plenty of storage and power options, including the wireless device charge pad in front of the gear lever, which doubles as an oddments tray when not in use, two cupholders in the front centre console, door bins with room for large bottles, a modest glove box and a lidded cubby/armrest between the front seats.

No armrest or air vents in the back, but there are map pockets on the front seat backs, and again, bins in the doors with room for bottles

There is a media USB-A socket and another for charging, as well as a 12V outlet in the front, and another USB-A power socket in the back. Hyundai suggests the latter could be handy for powering track day cameras. Great idea!

Boot space is impressive for such a compact hatch. With the rear seats upright there’s 310 litres (VDA) available. Fold the 60/40 split-folding rear backrest and no less than 1123 litres opens up.

A dual-height floor can be flat for long stuff, or deep for tall stuff, there are bag hooks provided, four tie down anchors, and a luggage net included. The spare is a space saver.

At $32,490, before on-road costs, the i20 N is to all intents and purposes the same price as Ford’s Fiesta ST ($32,290), and the VW Polo GTI ($32,890).

It’s offered in one spec only, and aside from the standard safety and performance tech, this new hot Hunday boasts a solid standard features list, including: climate control, LED headlights, tail-lights, daytime running lights and fog lights, 18-inch alloys, Bose audio with Apple CarPlay/Android Auto and digital radio, cruise control, nav (with live traffic updates), rear privacy glass, keyless entry and start (as well as remote start), sports front seats, the leather-trimmed sports steering wheel, handbrake lever and gear knob, alloy-faced pedals, auto rain-sensing wipers, power-folding exterior mirrors, plus 15W Qi wireless smartphone charging.

There’s more, like the 10.25-inch ‘N Supervision’ digital instrument cluster, plus a same-size multimedia touchscreen in the centre of the dash, a track maps feature (Sydney Motorsport Park is already in there), as well as an acceleration timer, g-force meter, plus power, engine temperature, turbo boost, brake pressure and throttle gauges. 

You get the idea, and it goes toe-to-toe with the Fiesta ST and Polo GTI.

Engine specs matter if you’re talking about performance hatchbacks, and the Megane RS Trophy is no exception.

It has a 1.8-litre four-cylinder turbo-petrol engine that punches hard for its size, with 221kW of power (at 6000rpm) and 420Nm of torque (at 3200rpm). That’s for the six-speed dual-clutch automatic transmission, as was fitted to our test car. If you buy the six-speed manual, you miss out on a bit of grunt - it has 400Nm (at 3200rpm) and the same peak power.

In auto spec the RS Trophy “300” offers higher figure vs the Sport and Cup “280” models (205kW/390Nm), and more engine performance per litre of capacity than the Focus ST (2.3-litre: 206kW/420Nm), Golf GTI (2.0-litre: 180kW/370Nm; TCR 2.0-litre: 213kW/400Nm), and even the Golf R (2.0-litre: 213kW/380Nm). 

All Megane RS models are front-wheel drive (FWD/2WD) and no Megane RS is all-wheel drive (AWD). The Trophy and Cup models both get 4Control four-wheel steering, which is an interesting aspect of the drive experience. More on that below. 

There are multiple drive modes to choose from, including Comfort, Neutral, Sport, Race and the configurable Perso mode. These can alter engine, transmission, throttle, traction control, exhaust noise, fake engine sound and steering sharpness - but not suspension, because the dampers aren’t adaptive units. 

The i20 N is powered by a turbo intercooled 1.6 litre four-cylinder petrol engine, driving the front wheels via a six-speed manual gearbox and Torsen-type mechanical limited slip differential.

The all-alloy (G4FP) engine features high-pressure direct-injection and an overboost function, producing 150kW from 5500-6000rpm, and 275Nm from 1750-4500rpm (rising to 304Nm on overboost at max throttle from 2000-4000rpm).

And the engine’s mechanical ‘Continuously Variable Valve Duration’ set-up is something of a breakthrough. In fact, Hyundai claims it as a world’s first for a production engine.

Not timing, not lift, but variable duration of valve opening (managed independently of timing and lift), to strike the optimal balance between power and economy across the rev range.

The claimed official combined fuel consumption for the Megane RS Trophy is 8.0 litres per 100 kilometres. That’s for the EDC auto model as tested. The manual is said to use 8.3L/100km.

You might achieve that if you drive gently, though over my testing - which incorporated hundreds of kilometres of highway and country road driving, as well as a few spirited stints and some urban snarls - I saw a return of 10.8L/100km at the pump.

The Megane RS requires 98RON premium unleaded, and the fuel tank capacity is 50 litres. 

Hyundai’s official fuel economy figure for the i20 N, on the ADR 81/02 - urban, extra-urban cycle, is 6.9L/100km, the 1.6-litre four emitting 157g/km of C02 in the process.

Stop/start is standard, and we saw a dash-indicated average of 7.1L/100km over several hundred km of city, B-road and freeway running on the occasionally ‘spirited’  launch drive.

You’ll need 40 litres of ‘standard’ 91 RON unleaded to brim the tank, which translates to a range of 580km using the official figure and 563 kays using our launch test drive number.

The Megane RS Trophy has the ingredients to be an all-time legendary hot hatch, but they don’t work together well enough for it to be a truly great car to drive.

That is, they don’t work together on public roads. I didn’t get a chance to sample the RS Trophy at the track, and I’m sure that may well alter some of my opinions. But this was a review focused around everyday driving first and foremost, because - unless you’ve got quite a fleet of cars - you’ll be spending a lot of time in mundane motoring in your Megane RS, too.

Other hot hatches in the segment manage to combine big power and torque with immense traction and steering prowess. The Megane RS used to, as well.

But this new version seemingly has some issues harnessing the grunt, and the 4Control four-wheel steering system simply isn’t as rewarding as it should be.

I had several instances where the traction on slippery surfaces was lacking, while even in the dry I noticed distinct torque steer and the Bridgestone tyres struggled to cope under hard acceleration. That’s despite the fact the Trophy gets a mechanical LSD.  

Further, that four-wheel steering actually makes it pretty hard to judge the behaviour of the car at times, with an artificial feel to it that just doesn’t do it justice. There will be some who say that the four-wheel steering - which can angle in the rear tyres to help you pivot in corners more adeptly - is excellent. But I’m not one of them. I really found it hard to predict this car’s behaviour. I never really gelled with it.

At the very least there’s a non-interventional lane keeping assist system, which emits a pulsing sound through the speakers rather than actively vibrating or adjusting the steering. 

The ride is unapologetic in its firmness – although, if you’re across the history of RS Megane models, that is to be expected for a Trophy chassis. It can be tiring on longer road trips especially if the surface isn’t great.

While it is extremely fast in a straight line - 0-100km/h is claimed at just 5.7 seconds - it wasn’t as quick through corners as I was expecting it might be, and that comes down to its four-wheel steering mostly, along with a lack of usable traction at times. It simply isn’t as connected to the road as the previous RSs have been. 

It was also a bit laggy then lurchy at lower speeds when taking off from a standstill, such is the nature of the dual-clutch in stop-start situations. 

To put it bluntly, I didn’t enjoy this car anywhere near as much as I thought I might. It just isn’t as pure a driving machine as I’ve come to expect from the RS brand. Perhaps I should aim to try it on a track!

Unusually for a manual car, the i20 N features a launch control system (with an adjustable rpm setting), which we found fiddly to get working, but with or without it, Hyundai claims a snappy 0-100km/h time of 6.7sec.

And it’s such a pleasure to steer a car with a slick-shifting manual gearbox. The six-speed unit features a rev-matching function accessed via the press of a racy red button on the steering wheel. 

Buf for those who prefer an old-school, double-shuffle, heal-and-toe tap dance across the pedals, the relationship between the brake and accelerator is perfect. 

And if you’re keen on Walter Rohrl-style left-foot braking, to help steady the car or steer it in fast cornering, the ESC is switchable through to Sport mode or completely off, allowing fuss-free simultaneous brake and throttle application.

There’s even a shift-timing indicator near the top of the instrument cluster, with colour bars closing in on each other as the tacho needle pushes towards the rev limiter. Fun.

Engine and exhaust noise is a combination of a raspy induction note and adjustable crackle and pop out the back, courtesy of a mechanical flap in the exhaust system, adjustable through three settings in N mode.

Traditionalists may not be thrilled by the addition of in-cabin synthetic enhancement of all of the above, but the net effect is thoroughly enjoyable.

It’s worth remembering in this context N stands for Namyang, Hyundai’s sprawling proving ground south of Seoul where the car was developed, and the Nürburgring where this go-fast i20 was fine-tuned.

The body has been specifically reinforced at 12 key points, along with additional welds, and “bolt-in underbody structures” to make the i20 N stiffer and more responsive.

The strut front, coupled (dual) torsion beam rear suspension has also been set up with increased (neg) camber and a revised anti-roll bar at the front, as well as specific springs, shocks and bushings.

A compact, mechanical LSD is added to the mix, and grippy 215/40 x 18 Pirelli P-Zero rubber was produced specifically for the car and is stamped ‘HN’ for Hyundai N. Impressive.

The end result is outstanding. Low-speed ride is firm, with suburban bumps and lumps making their presence felt, but that’s what you’re signing on for in a hot hatch at this price point.

This car feels balanced and well buttoned down. Power delivery is agreeably linear and at a fraction over 1.2 tonnes the i20 N is light, responsive and nimble. Mid-range urge is strong.

Steering feel is good, with assistance from a column-mounted motor taking nothing away from an intimate connection with the front tyres.

The sports front seats proved grippy and comfortable over long stints behind the wheel, and playing with the multiple N drive modes tweaking the engine, ESC, exhaust, and steering just adds to the involvement. There are twin N switches on the wheel for quick access to custom set-ups.   

And that Torsen LSD is brilliant. I tried my best to provoke a spinning inside front wheel on the exit of tight corners, but the i20 N just puts its power down without so much as a chirp, as it rockets towards the next bend.

The brakes are 320mm vented at the front and 262mm solid at the rear. Calipers are single piston, but they’ve been beefed up and fitted with high-friction pads. The master cylinder is bigger than the standard i20 and the front rotors are cooled by lower control arm mounted air guides blowing through vented knuckles.

The launch i20 N fleet of around half a dozen cars copped an hours long hot lap pounding at Wakefield Park Raceway, near Goulburn NSW without drama. They’re well up to the task. 

One niggle is a large turning circle. The data sheet says 10.5m but it feels like the car is carving a wide arc in U-turns or three-point turns.

A 2580mm wheelbase between the bumpers of a 4075mm car is substantial, and the steering’s relatively low gearing (2.2 turns lock-to-lock) no doubt has a lot to do with it. The price you pay for quick turn-in.

Although it hasn’t been assessed by ANCAP or Euro NCAP, the headline on active safety tech in the i20N is the inclusion of ‘Forward Collision-Avoidance Assist’, which is Hyundai-speak for AEB (city and urban speed with pedestrian detection).

And from there it’s assist city, with ‘Lane Keeping Assist’, ‘Lane Following Assist’, ‘High Beam Assist’, and ‘Intelligent Speed Limit Assist.’

Followed by all the warnings: ‘Blind Spot Collision Warning’, ‘Rear Cross-Traffic Collision Warning’, ‘Driver Attention Warning’, and ‘Parking Distance Warning’ (front and rear).

The i20 N also features a tyre pressure monitoring system and a reversing camera. But if, despite all that, a crash is unavoidable there are six airbags on-board - driver and front passenger front and side (thorax), and side curtain - as well as three top tether points and two ISOFIX locations across the back row for child seats.

The Renault Megane RS range is covered by a five-year/unlimited kilometre warranty, which adds some peace of mind for owners.

Further, the service intervals are generous, at 12 months/20,000km - though the brand states the Megane RS is actually “subject to adaptive servicing requirements” as the oil condition sensor may trigger a service check requirement prior to the standard intervals.

Unlike other Renault models with a five-year capped price servicing plan, the Megane RS is only covered for three years/60,000km. The service costs for the EDC dual-clutch auto models are higher than the manual versions, due to replacement transmission oil being needed (adding $400 to the first service). 

The costs for the first three services are: $799 (12 months/20,000km); $299 (24 months/40,000km); $399 (36 months/60,000km). Consumables beyond those service intervals include: every 24 months or 20,000km - air filter replacement ($49) and pollen filter replacement ($63); every 48 months or 60,000km - accessory belt replacement ($306). Spark plugs are included at no cost, due every 36 months/60,000km.

The car is backed for up to four years of roadside assistance when serviced within the Renault dealership/service network.

Hyundai covers the i20 N with a five year/unlimited km warranty, and the ‘iCare’ program includes a ‘Lifetime Service Plan’, as well as 12 months 24/7 roadside assist and an annual sat nav map update (the latter two renewed free-of-charge each year, up to 10 years, if the car is serviced at an authorised Hyundai dealer).

Maintenance is scheduled every 12-months/10,000km (whichever comes first) and there’s a pre-paid option which means you can lock in prices and/or fold service costs into your finance package.

Owners also have access to the ‘myHyundai’ online portal providing details on the car’s operation and features as well special offers and customer support.

Service for the i20 N will set you back $309 for each of the first five years, which is competitive for a hot hatch in this part of the market.