Renault Megane VS Hyundai Veloster
- Sexy looks
- You can still get a manual!
- More practical than before
- Four-wheel steering adds complexity
- Interior little differentiated from GT
- Rear legroom
- Unique looks
- Grunty 1.6-turbo engine
- Great dynamics
- Small boot
- Only three doors
- 2.0-litre engine lacks grunt
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|
Promise me something. Don’t judge a Hyundai Veloster just by its looks, especially this new generation which has just arrived.
So, what is it, then? If anything it could be the perfect compromise car: a coupe with easier access to the back seats than a two-door, a choice of engines, an affordable entry-point, plus good dynamics and a comfortable ride.
I went to the Australian launch of the new Veloster and here’s what I found out about this much improved second-generation model.
|Engine Type||1.6L turbo|
|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 Veloster might not be the perfect family car with its small boot and three doors, but if you are looking for something different and sporty then the Veloster with its great driving dynamics could be the funnest reason not to buy an SUV like everybody else.
The Turbo is the sweet spot in the Veloster range for value - the most bang for you buck, plus plenty of great features.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
Nobody had seen anything quite like the Veloster before the first one arrived in 2012. This ugly-pretty hatch with cranky frog looks made Australia rubber neck.
It arrived just after Hyundai had finished winning over Aussies with small affordable cars with outstanding five-star ANCAP safety scores and it was a case of 'now for something completely different.'
I’m going to put it out there and say the styling was about half-a-decade ahead of the trend because by the time 2017 rolled around brands like Toyota were coming up with pretty similar designs in the form of its C-HR and even more recently Lamborghini’s Urus bears more than a passing resemblance to the Hyundai. Where have you ever seen that written before?
This second-generation Veloster has arrived looking a bit more grown up and serious than the pioneering first-gen, with its longer nose and sleeker head and tail-lights, the latter of which now extend through into the tailgate.
And while it’s not quite as toy-like in its design as the original it’s still fun looking and different with the pumped up wheelarches, central exhaust, a roofline which slopes dramatically down to the oversized rear spoiler and the three-door design – one for the driver, the front passenger and a single entrance to the second row.
Yep, if you didn’t realise it then you should know that from the right-hand side the Veloster looks like a two-door coupe, but from the left it appears to be a four-door. Not even Hyundai can give me a reason why, other than it offers the practicality that a two-door coupe can’t.
All Velosters come with 18-inch alloy wheels but each grade’s rims come in a different design, while the Turbo and Turbo Premium have blacked-out side skirts and a sporty grille with a red-painted lower air-intake.
Each grade of Veloster comes with a different interior package with a black and blue colour scheme with cloth material in the entry-level car; while the Turbo’s cabin is black with red highlights using cloth and leather; and the Turbo premium is similar but with leather upholstery.
That said, there’s way too much hard plastic used on all grades, from the dash to the door sills and that brings the feeling of quality down even if the fit and finish of the cabin is excellent.
At 4240mm long, 1800mm across, and 1399mm tall the Veloster is about 100mm shorter in length than an i30, a little bit wider and not quite as tall, giving it a low and planted stance.
Colours include 'Red Ignite', 'Yellow Thunder Bolt', 'Chalk White', 'Dark Knight', 'Tangerine Comet', 'Phantom Black' and 'Lake Silver'. Frankly a frog-looking car should come in green, but that isn’t offered, neither is blue, grey or purple.
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.
It’s not. Well not very practical anyway, not in the same way a Hyundai i30 is or even a Kona SUV is.
Let’s go straight to the obvious one – the three doors. A door for the driver, one for the front passenger and another on the kerb-side of the car for entry into the two seats in the second row.
Yes, it’s quirky and different, but it’s frustrating for the those who need to climb in from the left-hand side and scoot across a hard plastic tray and cupholders in the centre to sit behind the driver.
To be fair, the aperture of the entry has been widened by 58mm, improving entry and egress and headroom in the second row has been increased, too.
At 191cm tall I can just sit behind my driving position while my hair is brushing the ceiling. Not a place I’d like to be a on a long trip, that’s for sure.
Hyundai argues that the third door provides practicality that a two door doesn’t have, which is true, but that’s like making a T-shirt with one long sleeve and a short one just in case it’s colder than you thought outside. No, it isn’t… but I can’t think of a better analogy right now.
Did you notice that the front doors are different lengths? The driver’s door is long because the B-Pillar on that side is positioned further rearwards than the other side while the passenger door is short. This causes a few issues – the driver’s door is heavy and if you park next to somebody you might have trouble opening it far enough for you to clamber out.
But if you don’t have kids and will only occasionally ferry people around in the back, then the Veloster is far more suitable.
Cabin storage is good with two cupholders in the back, and two up front, along with slim door pockets up front, a large centre console storage bin under the centre armrest and a big hidey hole in front of the shifter.
As for power outlets you’ll find a 12-volt along with two USB ports up front – a media connection and charging-only one.
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'.
There are three grades in the Veloster range with the entry-point simply called Veloster, which lists for $29,490 with a manual gearbox and $31,790 for the automatic transmission.
Above this is the Turbo, which lists for $35,490 for the manual (add $3K for a dual-clutch auto) and at the top of the range is the Turbo Premium for $38,990 in manual guise and, that’s right, three grand extra for the dual-clutch.
The standard equipment list is impressive. Well, it is for the Turbo and Premium, but the entry-grade Veloster still comes with a good safety suite (read about that below) and features such as LED daytime running lights, a 7.0-inch screen with Apple CarPlay and Android Auto, single-zone climate control, sports front seats, leather-clad steering wheel, 18-inch alloy wheels with Michelin Pilot Sport 3 tyres and switchable drive modes if you go for the auto transmission.
The Turbo is the sweet spot in the Veloster range for value coming standard with an 8.0-inch screen with Apple CarPlay and Android Auto, eight-speaker Infinity sound system, proximity unlocking, LED headlights, sat nav, digital performance gauges, digital radio and Michelin Pilot Sport 4 tyres.
The Turbo Premium has all of the Turbo’s features but adds leather upholstery, heated and ventilated seats, power adjustable driver’s seat, head-up display, heated steering wheel, sunroof, and wireless charging for your smartphone. Plus, this grade gives you the option of the two-tone effect with the black roof for $1000. Premium paint on all grades costs $595.
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.
There are two engines in the Veloster range: a 110kW/180Nm 2.0-litre naturally aspirated petrol four cylinder in the entry-grade car; and the 150kW/265Nm 1.6-litre turbo-petrol four in the Turbo and Turbo Premium.
Both engines can be had with a six-speed manual, while the 2.0-litre is also available with a six-speed automatic and the 1.6-litre is offered with a seven-speed dual-clutch auto.
For me, the best combination is the turbo engine with the manual gearbox. For more on what the Veloster is like to drive, skip on down to that section below.
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.
Hyundai says that after a combination of open and urban road driving the 2.0-litre petrol engine with the six-speed manual will use 7.0L/100km, while the six-speed auto will need 7.1L/100km.
In my test drive of the automatic the trip computer was telling me it was using an average of 7.1L/100km but that was mainly country roads.
As for the turbo engine Hyundai says consumption will be 7.3L/100km with the manual gearbox and 6.9L/100km with the dual-clutch. My testing of the DCT car saw the trip computer report 6.8L/100km after motorways and then getting lost in Brisbane’s CBD during peak hour. Not bad at all.
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.
I kicked things off in the base grade Veloster with its 2.0-litre four-cylinder engine and six-speed automatic, then upgraded to the Turbo Premium with the 1.6-turbo and dual-clutch auto, before piloting the mid-range Turbo with the six-speed manual gearbox. It was enough for me to see straight away which I’d want in my driveway.
And ‘yeah-nah’, it wasn’t the base grade Veloster. Not for me, anyway. The frankly superb (for the money) suspension is let down by an engine which can’t offer the performance a car this well set-up deserves.
Still, you get the look, great handling, outstanding steering and a comfortable and composed ride for less money than the rest. So, if ‘extra sporty’ driving doesn’t matter to you, then you will still love the way the entry Veloster feels to pilot.
If you have a little more to spend my recommendation is the middle-of-the-range Turbo with the six-speed manual. This is the bang for your buck winner with that 1.6-litre turbo making 150kW/265Nm at a pretty darn good price.
You’ll find the same engine in the Hyundai i30 N-Line, but the Veloster Turbo with a manual gearbox is 1270kg - 45kg lighter than the i30, giving it a better power-to-weight ratio.
The lightness and all that torque rushing in from 1500rpm, combined with quick and natural steering makes the Veloster Turbo feel so pointable, changing direction almost as quickly as you can think it.
The manual gearbox just ups the engagement factor, with a light clutch pedal and easy ‘flick of the wrist’ shifts.
If you’re going to be commuting in traffic daily then you’d probably be happier with the dual-clutch auto, which reduces the driver-car connection but has its own benefits over the manual.
First, the DCT can shift faster than any human, and second when it moves to a higher gear the burbling exhaust note lets out satisfying deep burps.
The official 0-100km/h acceleration time for the Turbo cars is 7.1sec for the DCT auto, and 7.7sec for the manual.
All Velosters have the same suspension tune and it’s much improved over the previous model. MacPherson struts underpin the front while suspension in the back has been swapped from a torsion beam to multi-link set-up which has improved high-speed and cornering stability, while giving the Veloster a comfortable and composed ride.
Hyundai has done a top job in designing the driving position, too, with a low hip point, supportive seats and plenty of elbow room.
You might be wondering what visibility is like in a car with a mini-tank turret and it’s nowhere near as bad as you might think.
Hyundai has moved the A-pillars back to improve the view, but they are still a bit in the way while looking rearward, your sight obstructed by the chunky C-Pillar and small windows. But use your mirrors and the reversing camera when parking and you’ll be fine.
That brings us to looking at how practical something like the Veloster is…
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.
This new-gen Hyundai Veloster hasn’t been given an ANCAP assessment yet, but it’s likely the rating could be split between a four-star score for the entry grade and a five-star for the Turbo and Turbo premium.
This is because the entry car has AEB but it’s not the pedestrian detecting type which is found on the top two grades and is necessary for a five-star score.
All Velosters have rear parking sensors, but none have front ones.
The LED headlights on the Turbo and Turbo premium are excellent. Keep this in mind if you’re thinking of the base grade and you live in a country area – its full beam headlights are nowhere near as good.
For child seats you’ll find two ISOFIX mounts and two top tether anchor points in the second row.
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.
The new Veloster is covered by Hyundai’s five-year/unlimited kilometre warranty. Servicing is recommended every 15,000km or 12 months for the base grade Veloster and costs $279 for the first two visits followed by $365 for the next then $459 and $279 for the fifth.
The Turbo and Turbo Premium need servicing every 10,000km or 12 months and you’ll pay $299 for the first three visits then $375 and then $299 for the fifth.