Renault Megane VS Toyota Corolla
- Sexy looks
- You can still get a manual!
- More practical than before
- Four-wheel steering adds complexity
- Interior little differentiated from GT
- Rear legroom
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 last time I drove a Toyota Corolla hybrid was a couple of years ago when I tested on by one by taking it 400km north from Sydney to a meeting of old cars with giant petrol engines, otherwise knows as a hot rod run, a pilgrimage to worship at the shortened exhaust of the combustion engine.
The good news is that nobody torched the Corolla hybrid during the night of revelry, and the other good news is that I found it to be an impressive car.
That was the previous generation Corolla hybrid, now the new-gen one is here and, while I didn’t take it on a hot rod run this time, I put it through another test – the day-to-day living challenge of pre-school drop offs and shopping, parking, commuting… I even used it to carry a 2.5m tall tree. So, is the new Corolla Hybrid just as impressive as the old one?
The grade I tested was the Ascent Sport. What does that mean? Read on to find out.
|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.
I’m never going to stop worshipping the combustion engine and I’ll keep going to hot rod runs in my big, old V8-powered beast, but to me, if you’re going to buy a Corolla why wouldn’t you choose the hybrid? It’s more fuel efficient than a regular petrol variant and offers a better city driving experience, by being able to run silently and smoothly as an EV at low speeds with decent off-the-mark shove when you need it. As for hybrid rivals – there are none right now, but even if there were, Toyota’s perfection of hybrid tech over the past two decades means it would likely be better than the competition.
Would you choose the petrol or hybrid version of the Corolla Ascent Sport? Tell us what you think in the comments below.
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.
There’s a lot of love for the Corolla, particularly older versions of the species (just ask our editor Mal, he rescues rusty ones out of paddocks), but the previous model was never really widely adored for its looks and was beginning to age compared to new and improved rivals. Enter this new-generation Corolla, which looks sexier and more modern.
I’m especially taken by the tail lights, which are far more appealing than the previous model’s egg-splat design. The same goes for the new headlight design and that large grille.
It’s a completely different Corolla to the last one, but has kept the same pointy nose at the front and the bulbous bum.
The only indication that the hybrid isn’t a petrol variant is the Toyota badge with the blue halo aura effect and, of course, the word ‘Hybrid’ on the tailgate.
The interior is also modern feeling with a large, cleanly designed dashboard with that touchscreen sitting prominently atop it, like a billboard. I have to admit, though, the Ascent Sport’s interior lacked a bit of wow-factor, with its hard surfaces and too much use of piano-black plastic. I know Toyota can do cool interiors – just look at the C-HR, so it’s a bit disappointing that the Ascent Hybrid’s cabin isn’t more interesting.
In terms of dimensions, the Corolla Ascent Sport Hybrid is 4375mm long, 1790mm wide and 1435mm tall. The small size made it easy to park in the tiny spots left outside my house by the time I get home, and easy to pilot in narrow laneways and city traffic.
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.
I was afraid you’d ask me that question because the answer is: not very. The legroom in the back seat is tight, so much so that at 191cm tall I can’t fit behind my driving position. I’m tall, but even our more normal-sized reviewers found the rear legroom to be limited.
My four-year-old is only three feet tall and he remarked that “Mummy’s seat is squashing my feet”. That was when he was in his car seat and my wife was sitting next to me. She had to move her seat almost until her knees touched the dash so that his feet weren’t squashing.
Also a bit disappointing is the boot space – 217 litres of cargo capacity if you have a space-saver spare wheel and 333 litres if you go with the tyre-repair kit. That’s too small for our CarsGuide pram, so if you’re thinking of a Corolla as your next family hatch, then I’d take your pram/golf clubs/drum kit and test out the space before handing over your money.
Cabin storage isn’t bad, with two cupholders up front and two in the back, along with bottle holders in the doors. The centre-console bin offers good storage and there’s a small tray in the second row big enough for a wallet.
As for USB ports, there’s a lonely looking one under the dash.
If it’s any consolation, I used the Corolla to transport a 2.5m tall tree that arrived at CarsGuide HQ for me after I ordered it online. My other two choices were a Mitsubishi Triton ute and a Ford Mustang and, as it turned out, the hybrid hatch was better suited to the job, as you can see in the images. So there you have it: the Corolla is more practical in some ways than a ute or a Mustang.
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 Ascent Sport is the entry grade into the Corolla range and the hybrid version is $1500 more than the petrol-engined variant at $25,870.
There is the Hyundai Ioniq, which is larger and a damned good thing, but the most affordable one costs way more, at $33,990. The closest car to the Corolla Hybrid isn’t really a competitor but more of a sibling rival, in the form of the Toyota Prius C, which was being offered at a driveaway price of $27,596 at the time I wrote this.
Standard features on the Ascent Sport Hybrid for the most part mirror those on the petrol version. The list includes LED head- and tail lights, LED running lights, heated and power door mirrors, an eight-inch touch screen with reversing camera, six-speaker stereo, Bluetooth connectivity, dual-zone climate control and some cool advanced safety tech, which you can read about below.
As far as standard features go, Toyota hasn’t been super generous and you’re made to step up to the SX if you want sat nav and the wireless-charging pad, while you need to climb higher into the top-grade ZR if you want to swap the cloth seats for leather.
One of the bonuses of buying the hybrid version of the Ascent Sport is getting dual-zone climate – the petrol version only has single zone air conditioning.
Still, at $26K the value equation is impressive.
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.
So, you’re thinking of a petrol-electric hybrid, eh? Well you’ve come to the right review because Toyota has been producing hybrid cars on a huge scale longer than anybody, which has given the company decades to refine and develop the tech.
The Ascent Sport Hybrid doesn’t plug into a power point. Toyota doesn’t currently sell any plug-in hybrids in Australia. Nope, this one builds the charge back up in its batteries from the energy captured when you brake.
Those nickel-metal hydride (Ni-MH) batteries are in the back of the car and under the bonnet you’ll find an a 72kW/142Nm 1.8-litre four-cylinder petrol engine and a 53kW/162Nm electric motor. The engine and motor take turns and also work together to drive the front wheels, and the transition between one power source and another is smoother than any other hybrid I’ve driven.
The transmission is a CVT, which is an automatic and, while I’m not a fan of them in petrol variants, because they cause the engine to rev without much in the way of shove to go with it, in a hybrid the extra torque from the motor means acceleration is pretty good.
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.
This is what it’s all about right? Well, sort of. Hybrids of this kind don’t achieve fuel economy as good as, say, a plug-in hybrid and while Toyota claims the Ascent Sport Hybrid should only use 4.2L/100km after a combination of open and urban roads, after mainly city testing I measured 7.7L/100km when I filled up at the petrol station. It takes 91 RON, by the way.
That fuel economy is still good, considering our testing of the regular petrol variant saw it use 9.0L/100km.
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.
Welcome to the driving bit, which will make even more sense if you read the section above, which explains how the hybrid system isn’t alien technology, but rather a petrol engine and an electric motor engaged in a constant dance to provide drive to the front wheels.
That engine-motor combination works superbly and more seamlessly than any other hybrid I’ve driven. I even like the CVT transmission, which is something I thought I’d never write, because when this type of automatic is in a petrol variant it provides a lucklustre feel to the acceleration. It's not the case here, thanks to the help of the motor, which adds instant torque and good off-the line shove.
Combine this with great steering, good handling, a comfortable ride and a very quiet cabin, and you have a hatch that’s enjoyable to drive. I’m not going to say outstanding (it’s not quite an 8 out of 10) because the Mazda3 is also impressive to drive and so are the Hyundai i30 and Kia Cerato. But the Corolla Ascent Hybrid is right up there with them.
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 Corolla Ascent Sport Hybrid scored the maximum five-star ANCAP rating when it was tested in 2018. Coming standard are AEB with pedestrian and cyclist detection, adaptive cruise control and lane-keeping assistance, speed-sign recognition and auto high beam headlights.
There are also seven airbags and for child seats you’ll find three top-tether points and two ISOFIX mounts across 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 Corolla Ascent Sport Hybrid is covered by a five-year/unlimited kilometre warranty and a five-year capped-price servicing plan. Servicing is recommended every 12 months or 15,000km and you can expect to pay $175 for each of the first four services.