Renault Megane VS Kia Picanto
- Sexy looks
- You can still get a manual!
- More practical than before
- Four-wheel steering adds complexity
- Interior little differentiated from GT
- Rear legroom
- Excellent value
- Seven year warranty
- Makes the most of its size
- S feels a bit basic still
- Both transmissions have drawbacks
- Barren back seat
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 Kia Picanto is not only one of the smallest brand new cars you can buy in Australia, it’s also one of the most affordable.
Despite that though, the Picanto and cars like it are becoming an increasingly rare breed in Australia.
Read More:Kia Picanto 2021 review: S snapshot
This is partially because manufacturers are finding it increasingly hard to bring small cars to our relatively remote country with our more stringent safety requirements.
But, it’s also consistently true that what might work on the streets of Seoul or Tokyo might not necessarily translate well into the vast expanses of Australia.
But if you are just sticking to a metro capital, isn’t a car like the Picanto all you really need? To find out we’ve driven the updated-for-2021 Kia Picanto range. Read on to see what we made of it.
|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.
Really when you boil everything away, the Picanto is probably all the car you need around one of Australia’s capital cities. This little car is brilliantly equipped on the multimedia front, is smartly packaged with a long warranty, and even offers a decent drive experience too.
It’s the lack of a compelling intercity drive experience that will really stop it from being the kind of car most Australians want. But as a second car or daily runabout, it’s hard to fault.
Our pick of the range is the S auto for its supreme value and better ride quality.
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 Picanto is a fun little thing to look at. I even like how plain the base car is with its dorky 14-inch steel wheels and flat paint, but the Picanto really stands out as a true city car in a segment that barely exists anymore.
Japanese manufacturers (for safety or price reasons) don’t bother to bring cars like this to our market, so it’s unique to see something that literally exudes its practical boxy aesthetic rolling around our streets.
While you can option the S in ridiculous colours, the GT-Line really brings a bunch of attitude with its over-the-top angry face, slicker-than-they-should-be alloy wheels, and nicer interior treatment. It’s streets-of-Asia kerb appeal won’t be for everyone I suppose, but you’re left with few options in this class.
The interior is, as you might imagine, full of hard plastics. This is especially noticeable in the base S which misses out on soft surfaces for your elbows – a pain (literally) on longer journeys.
Both specs excel with that massive touchscreen and bright multi-function cluster to bring a bit of wow-factor compared to rivals.
The dash design and simple but effective steering wheel help the Picanto feel like it’s no less a part of Kia’s increasingly design-led range with tastefully applied silvers and gloss finishes.
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 should be clear from the outside that the Picanto is all about maximizing the use of its tiny footprint, and from the inside that goal has been achieved.
You’ll notice immediately from the driver’s seat how big the Picanto’s tall roof makes the interior feel. You do sit quite upright, and there’s no telescopic adjust for the steering, but I had no trouble finding a comfortable seating position regardless.
Kias generally have plenty of cabin storage, and the brand has done what it can with the space available in the Picanto. There are small binnacles in the doors with a decent bottle-holder, several small binnacles on the transmission tunnel, with a modest console box in the GT-Line, and a two-tiered shelf with neat flip-out cupholders under the air-conditioning controls.
Connectivity on offer includes a single USB port and 12-volt outlet for front passengers.
Hopping in the back seat is a much better experience for an adult than you might imagine. If you look at the Picanto in profile, it’s clear the brand has maximized the amount of aperture space for the doors, as they take up so much of the car’s diminutive length. This helps the rear seats be 90 per cent as easy to get into as the front ones.
Sitting behind my own driving position, I was pleasantly surprised to find airspace for my knees, and the same tall roofline made ensured there were no issues for my head either.
One area you will suffer in the rear row is a lack of amenities. There are no power outlets, cupholders, or adjustable vents, regardless of variant.
The boot comes in at 255 litres, which doesn’t sound like much, but is on par with the slightly larger Mazda2. I found much of that quoted number is useful, too, as the boot would eat the largest (125L) CarsGuide travel case with a little extra room to spare on either side. A space-saver spare wheel even lives under the boot floor on every grade.
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'.
Like its size or not, the Kia Picanto is a relatively rare offering which is also great value. The base S, for example, starts from just $14,390 before on-road costs, which makes it the second cheapest brand new car on sale in Australia (pipped, just, by the soon-to-be discontinued Mitsubishi Mirage ES).
Imagine how taken aback I was to discover that this incredibly affordable little car has wireless Apple CarPlay and wireless Android Auto (an Australian first) on its giant 8.0-inch touchscreen. Amazing. This is a feature we were surprised came on a $50k Audi Q3, and here it appears on what could soon be Australia’s cheapest brand-new car.
The base S also has ‘upgraded’ (but still dull) halogen headlights, and a full colour multi-function display in the dash cluster. The same cloth seats, 14-inch steel wheels, plastic steering wheel, and basic air conditioning also feature.
Next rung up is the GT-Line starting from $16,140. It gets re-designed and more aggressive styling front and rear, a set of upgraded projector headlights and LED DRLs, 16-inch alloy wheels, a better interior treatment including gloss finishes, soft-touch surfaces, as well as a leather bound wheel and leather-look seats, alloy pedals, and a centre console box.
A somewhat antiquated four-speed (torque converter) automatic transmission can be optioned to replace the standard five-speed manual at a $1600 premium on either variant.
Both cars also get a decent safety suite (with a caveat) explained later in this review, and as always this car’s lengthy seven-year warranty is a major draw.
The top-spec GT manual will also return later this year at $18,990 and will include a slightly revised 1.0-litre three-cylinder engine and five-speed manual at $18,990. Final spec hasn’t been locked in for this halo variant, so stay tuned for a single car review when it becomes available.
How does the Picanto compare to rivals other than the Mirage? You could compare it against the increasingly popular MG3 Core (auto-only from $17,190) or similarly-sized Suzuki Ignis GL (from $16,960).
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.
The S and GT-Line continue to be powered by the same 1.25-litre four-cylinder non-turbo petrol engine with outputs of 62kW/122Nm. While not an impressive number to quote, it’s about right for something this size and weight.
This engine can be paired to either a five-speed manual or throwback four-speed torque converter automatic.
The GT will offer more oomph with a 1.0-litre three-cylinder turbo providing a punchier 74kW/172Nm, although it's only offered with the five-speed manual. The Picanto range is front-wheel drive only.
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.
Old engine tech means not particularly impressive fuel figures. At least, that’s what I found after testing the S manual and GT-line auto back-to-back over two weeks.
Official combined cycle figures have the five-speed manual S (as tested) consume 5.0L/100km, while the GT-Line auto is claimed to sip 5.8L/100km.
Our real-world figures over city, suburban, and freeway kays saw the manual S return 6.4L/100km and the auto GT-Line slip to 7.5L/100km
Those numbers are by no means a deal breaker, given they're not much higher than the claim, but hatchbacks a full size larger than this with 2.0-litre non-turbo engines can deliver equal or better real-world consumption.
The Picanto’s tiny 35-litre fuel tank needs to be called out. This car may be a fuel sipper, but you'll still be refueling with annoying regularity.
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 Picanto offers a pretty straightforward driving experience, which is a plus in a car this simple.
The 62kW 1.2-litre engine in both our test cars proved peppy enough for the Picanto’s weight. It won’t set any hearts on fire, but I think it’s more than adequate for the task at hand.
The basic transmissions threw up a few typical issues. The four-speed auto is particularly transparent, lurching through each gear with little panache. The lack of ratios on offer makes accelerating in the auto a noisy, thrashy experience, and it’s evidently not the best for fuel consumption, either.
The manual meanwhile proves a bit better for keeping the revs in check with its extra gear, but has a simple and somewhat sloppy action, which makes switch cogs yourself a less than 'sporty' experience.
The ride is locally tuned, although I found it most compliant in the base S with its larger tyres. The 16-inch sporty wheels on the GT-Line increase cabin noise and ride harshness significantly.
Neither car was quiet above that 80km/h freeway mark, in terms of road and engine noise (with the 1.2 running at 3000rpm at 100km/h on the flat) making for predictably raucous inter-city drives.
I found the steering to be surprisingly direct and full of feel, giving the Picanto at least a little spark of entertainment for driving around city streets.
The Picanto also has to be one of the easiest cars in Australia to park. Visibility is fantastic all-round, and you’ll fit in pretty much any spot you can find. GT-Line owners will need to keep an eye out on those giant alloy wheels, however.
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 good news here is the Picanto impresses with standard city-speed auto emergency braking and forward collision warning regardless of variant chosen.
That’s great, and puts it ahead of its main rivals, the MG3 and Ignis but annoyingly that’s where the active items stop.
Interesting, given in its Korean home market the Picanto scores rear cross-traffic alert, lane departure warning, and driver attention alert.
Passive items include two ISOFIX and three top-tether child-seat mounting points (good luck getting a third child seat in the rear row), six airbags, and the usual electronic stability and traction controls.
The Picanto carries a four-star (from a possible five) ANCAP safety rating as of 2017.
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.
Like all Kias the Picanto carries that famous, class-leading seven-year/unlimited kilometre warranty promise, rivalled in this segment only by the MG3 which now has a warranty of the same length.
Service pricing is capped for the life of the warranty and varies from $269 to $565 per yearly (or 15,000km, which ever comes first) interval, for a surprisingly expensive average yearly spend of $389.42.