Renault Reviews

Renault is determined to be a big player amongst a host of European marques currently being imported to Australia. The French maker used to be huge in this country, building cars here for many years, and would like to return to its days of being a mainstream player downunder.Using the time honoured method of increasing sales, Renault Australia has cut prices on its biggest selling model, the Megane. It has greatly expanded the number of models on offer and, best of all, has introduced a high-performance station wagon.RANGE AND PRICESThe Megane GT 220 Sport wagon is a slightly detuned version of one of our favourite high-performance cars - the Megane RS 265 coupe. While the 265 is a semi-track model for the very serious driver, the 220 is aimed at the person looking for a family transport with a healthy dose of driving excitement.By the way the numbers 265 and 220 refer to the peak output of the engines in horsepower. The French, who invented the metric system, don’t use it when measuring power outputs of engines, preferring to use the imperial units of horsepower. May we cynically suggest that’s because 265 and 220 are bigger number than 195 and 162 (the power in kilowatts for the powerplants)?Renault Megane wagon is sold in Dynamique level specification with 16-inch alloys, dual-zone climate control, roof rails, and rear parking sensors. It can be ordered with a petrol or diesel engine, but only with an automatic transmission in Australia.The Megane CC (Coupe-Cabriolet) with its folding hard-top is now offered in three models, previously there was just a single, rather expensive, one. In a new entry level specification the Megane CC begins at just $36,990, making it bargain priced in its class.For those looking for more, there’s a Renault Sport designed GT-Line as a package on the Megane hatch, station wagon and Coupe-Cabriolet. This has a sportier front bumper design, a honeycomb grill and boomerang-shaped LED daytime running lights. Megane GT-Line is available in a signature Malta Blue colour, sometimes called French racing blue. Inside, the GT-Line Megane has sport seats and steering wheel.There’s also a standard wagon with good load carrying capacity. As well as back seats that fold flat, the front passenger seat can also fold flat. With the front seat down there’s a load length of 2550 mm.Renault Megane hatch comes in a new entry level specification, Expression. This has a recommended retail price of just $20,990 with a manual gearbox. Interestingly, the Megane Expression automatic has an rrp of $22,990 which is the same price as the outgoing manual model.DRIVE IMPRESSIONSWe spent a great couple of hours driving the GT 220 wagon in the hills behind Brisbane and were impressed by the engine responding with a minimum of lag, the endless torque provided once it was on song and the overall handling and ride package. As it’s less fierce than the Megane 265 coupe the wagon will make a competent daily driver.The GT-Line has harder suspension than the standard models. We found this to be rather firm, and created quite a bit of tyre noise on the rough and ready Aussie backroads we used on some sections of our drive program. So it might be best to try it for yourself before falling in love with the appearance changes.VERDICTA fully imported European machine for the price of an Asian car? That’s likely to spark a lot of buyer interest in the new and expanded Renault Megane range.

Renault has finally gotten a handle on what Australians want - and has launched a GT-Line variant of the Meganes to give to us. The hatch and newly introduced wagon join the line-up as part of a mid-life upgrade and prioritise driver involvement over vehicle acceleration.What they miss in a straight line they more than make up for when the roads start to twist and tighten. Toss in a decent ride over broken surfaces and it’s easy to see why Renault Australia expects the GT-Line to give the Megane a decent kick in sales.VALUEEntry to the GT-Line club starts at $26,490 for the 2.0-litre petrol hatch with a better-than-average continuously variable transmission. The 1.5-litre turbodiesel with a dual-clutch automatic is another $2500. Step up to the leather-clad interior of the GT-Line Premium Pack versions and the petrol model is $29,990; the diesel $32,490. Wagon versions of all models attract a $1500 premium over their hatch counterparts.GT-Line versions are easily identified by the honeycomb front grille flanked by boomerang-shaped daytime running lights, 17-inch alloy wheels and a revised chassis and suspension tune.  Beyond the “Cool Grey” heated leather seats, the Premium Pack adds a sunroof, reversing camera with overlaid guidelines and driver assistance software.TECHNOLOGYThe drivetrains carry over, making the Visio software the biggest innovation in the facelifted Meganes. The system uses windscreen-mounted cameras to scan the road ahead and will automatically switch the headlights from high to low beam if it detects approaching lights, the tail-lights of a car ahead or street lights indicating the vehicle is in an urban area. The system includes a lane-departure warning chime if it detects the Megane is starting to cross the white lines.DESIGNThe Renault exterior has aged well and still looks contemporary from any angle. It’s a different story inside where the layout has some obvious shortcomings against its competition - including a marked absence of cupholders. The single drinks stowage spot nestles at the front edge of the centre console, meaning tall bottles, or large cups of coffee, can block access to some of the sound system controls.The sound system itself has been overhauled and is operated with a logical joystick/button setup between the seats, rather than the in-car remote seen on earlier versions. The seats are wonderfully comfortable but the pedals are slightly offset to the right. It isn’t huge and drivers adjust within moments. The steering wheel adjusts for reach and height but Carsguide suspects the inclined instrument panel may be prone to reflections with the sunroof open. A road test will tell. Rear legroom is modest to the point not many adults will be prepared to spend much time down back. That’s common in the small-car segment so it’s more of a caution than a criticism.SAFETYRenault stacks up well on the safety front. ANCAP rates it a five-star and it earned a score of 35.83/37, with the local crash-testing authority noting of the offset test: “The passenger compartment held its shape well. There was a slight risk of serious chest injury for the driver”.  Six airbags are standard and the fundamentals - steering, chassis and brakes - are good enough to avoid most problems in the first place.DRIVINGThe driving experience has been as sharply honed as the price on the GT-Line Meganes.  The chassis and suspension are tauter than regular models without losing the ability to absorb smaller bumps. The steering has always been a Megane highlight and that continues, with a well-weighted heft and precise feedback on what the front wheels are doing. The focus is on handling rather than outright power, so it shares its engines with the rest of the range. The naturally aspirated 2.0-litre is the straight-line hero but a 0-100km/h time of 10.3 seconds shows it isn’t a hot hatch (the wagon takes another 0.3 of a second).The engine is matched to a continuously variable transmission that doesn’t exhibit the dreaded drone unless the pedal is to the floor. The 1.5-litre turbodiesel is the pick of the engines and has a better engine note than most oilburners when underway and there’s only a hint of diesel clatter when the engine is cold and idling. The dual-clutch auto can hesitate on take-off and occasionally slurs when chasing a higher or lower cog with the foot down. Less enthused driving is its preferred mode and in those conditions it is hard to fault. Natural rivals include the better-sorted cars in the small-car class such as the Ford Focus and Mazda3.VERDICTThe GT-Line Meganes are for drivers who value on-road dynamics without wanting to break the sound barrier. It’s a smart formula on our over-restricted roads and is at least a match for the local suspension tuning that has earned accolades for the South Korean carmakers.

One of the perks of this job is getting to drive cars before anyone else. One of those is the blistering Renault Clio RS 200 EDC, the hot version of Renault's small hatch that's due here early next year.VALUEIt's tempting to call the Clio a little firebrand. But it's a larger, more refined car than before and almost the size of a Golf. Australia is one of the largest markets for Renault Sport products. We love our sports models and with this in mind the local outfit has opted for the harder edged Cup edition.There's no word yet on how much the car will cost, apart from a pledge that it will be less than the current RS 200 that retails for $36,490.TECHNOLOGYThe engine has been downsized. Power in the new RS comes from a 1.6-litre turbocharged four that develops 147kW of power and 240Nm of torque. A version of the same engine will power the new Nissan Pulsar SSS and it is hooked up to a six-speed twin clutch transmission that Renault calls EDC (Efficient Double Clutch). There is no manual.The dash from 0-100km/h takes a rapid 6.7 seconds and the car has a top speed of 230km/h. The RS's most direct competitor is the Peugeot 208 GTi that delivers the same amount of power but considerably more torque at 275Nm. That's on paper.Don't dismiss the RS because it's a cracker, with some lovely snack, crackle and pop from the exhaust and a transmission that blips the throttle on the downchange. Who needs a Ferrari? But in this segment it's all about the figures. In this context you might also like to look at the Polo GTI, Citroen DS3 and Opel Corsa OPC all of them cheaper.DESIGNThe new RS combines benchmark dynamics with carefully optimised fuel consumption. You can say what you like about Renault, but one thing it sure knows how to do is build performance vehicles. The Megane RS 265 is a case in point, one of the finest handling fronties we've ever driven.The design has been refined through racing, so you get a chassis that is a match for the increased performance of the drivetrain. Hell, this thing could take a lot more power without blinking and we look forward to special editions.SAFETYIt gets 5 stars from Euro NCAP, even though it comes with only four airbags, how does that work?DRIVINGYou can't help but love this car. The purists will deplore the lack of a manual, but the EDC transmission is a thing of wonder. We had a short crack behind the wheel over some winding roads outside Paris earlier this year.It was the first time anyone from Australia had driven the harder-edged Cup version on the road. There's two things you need to know. The change paddles are a lift from the Nissan GT-R and fixed to the steering column, so there's no chasing them around the wheel.The second thing is the Renault Sport button that delivers various drive modes including a full track mode with everything off. Having driven the RS on the road we're looking forward to having a second crack on the track.VERDICTA worthy successor to the previous RS. It's larger, sleeker and easier to drive and is sure to hit the sweet spot with discerning drivers.

June 30 is D-Day. The end of the financial year is the best time to buy a new car because there are always special deals in showrooms. As carmakers and dealers aim to clear their outdated stock, Toyota uses a June push to cement its showroom leadership. Some of the special deals are on cars that have done demonstrator duty, or were built in 2012, or are just not selling as well as expected. So they're not the tastiest fruit in the bowl.But there is great buying across the board as demand for new cars fuels one of the longest growth periods in motoring. The bottom line is that you can save money -- and lots of it. So here's a look at the June sales, with Carsguide's assessment of the best deals on wheels.CITROENThe new importer is pushing hard so the Aircross SUV starts at $31,990 drive-away front-wheel drive or $33,990 with AWD, a saving of $3800. There's $5000 off the C4 Seduction turbo diesel auto hatch at $25,990. Carsguide says: The Aircross isn't great, but the C4 discount is tasty.FORDThe death notice for the Falcon and Territory has not helped buyer confidence but a 2.9 per cent finance push on Fiesta and Focus still looks good. The superseded Kuga SUV from $31,990 drive-away is a $10,000 saving. You can save about $3000 on a 2012 Escape SUV from $27,990 drive-away.The Territory gets a $6500 tickle, the TX seven-seater at $38,490 drive-away (third-row seat usually costs $2500). The impressive Mondeo liftback starts at $29,990. Good buying on Falcons, thanks to the arrival of the VF Commodore, from $33,990 and better if you haggle.HOLDENAs the VF Commodore creates queues, the outgoing Z-Series starts at $34,990 with five years' warranty and roadside assist. That also applies to the SV6 at $35,990 and the Cruze SRi and SRi-V at $23,490 and $26,990. Last year's Barina CD hatches are $15,990 drive-away with a sunroof. The Colorado is $39,990. Hard to see past the excellent Cruze SRi.HONDAClipped prices and free on-roads. The City VTi sedan is $17,990 and the (slightly) more lavish VTi-L automatic version starts at $21,990. The bigger Civic sedan is being cleared from $21,990. Free auto on the Jazz VTi at $19,990. The Civic is worth a look at $2500 off.KIAFree on-roads, discounts and $1000 gift vouchers on many models. A five-door Rio S is about $3K off at $15,990 drive-away with a $500 gift card; the three-door Rio is $14,990 and the five-door Si is $18,990. Runout Cerato TD sedans start at $17,990 for the S, saving about $5000, the Si sedan is $23,990 and hatch at $17,990. All get a $1000 gift card. Cerato SLi and SLS have drive-away pricing but miss the gift card. All Optimas have free on-roads. A 2012-build Optima Platinum is $37,990, saving about $4000 with a $1000 gift card. Most Sportage SUVs include on-roads and a $1000 gift card. Carnival and superseded Rondo pricing is drive-away. The Sportage diesel and Optima are top-notch.MITSUBISHIThe manual Lancer gets an old-school value pack on the Special Action Model for $19,990 drive-away. The Mirage is $12,990 drive-away for the ES manual, with a $500 cash-back that also applies to the auto.Driveaway prices also for the compact ASX at $24,990 for the 2WD manual, the Outlander LS 2WD auto at $29,990, Pajero GLX-R auto at $54,990 or $59,990 for VRX. Both come plus $3000 cash-back, saving about $6000.The Triton ute is now tackling Great Wall from China at $19,990 drive-away for a GL single-cab 2WD with alloy tray, or add luxury for a GLX dual-cab 4WD diesel at $31,990 drive-away with $2000 cash-back, saving about $14,000. The utes look good at those prices.NISSANA 2.9 per cent finance package, with agreed value after three years, makes the Pulsar ST sedan look good at $49 a week or $19,990 drive-away. The X-Trail ST 2WD petrol manual cops a $4000 reduction to $25,990 drive-away, while the Navara RX 4WD dual-cab manual is cheaper than ever with a $9500 cut to $30,990 drive-away. The Pulsar sedan deal is attractive.OPELThere are drive-away deals across the range. The basic Corsa is down by about $2500 to $16,990 drive-away, the Astra is from $22,990 drive-away for the 1.4-litre turbo petrol hatch with three years of free servicing, saving about $5500. The top-line Insignia sedan is from $39,990 drive-away with heated leather seats. The Astra is easily best of this breed.PEUGEOTFree on-roads at Peugeot on most models but not the cool new 208. The 4008 SUV cops a $1500 saving from $29,990 drive-away and there are deals on the outgoing 4007. Nothing to see here.RENAULTA Koleos from $26,990 drive-away looks even better with interest-free finance. The Megane hatch is from $22,990 drive-away with finance pegged at 1.9 per cent. The slow-selling Fluence and Latitude sedans are available with 2.9 per cent finance. The Megane CC convertible goes from $43,990 including on-roads. The sporty Clio RS is from $34,990 drive-away and the hotrod Megane RS has 2.9 per cent finance.Commercial deals start with the short-wheelbase Kangoo petrol manual with dual sliding doors from $20,990 drive-away, moving up to the Trafic short-wheelbase manual for $29,990 and the long-wheelbase manual for $32,990, while the Master large van starts from $46,990 drive-away. There's a five-year/200,000km warranty on all light commercials ordered in June. Hard to argue against a $3000 bonus on the Koleos but stocks are tight.SUBARUDrive-away pricing -- for savings of $3000 to $4000 -- is the bait, with Impreza pricing from $23,990 (excluding the WRX, of course). The Tribeca from $54,990 now includes on-roads but you need to visit a dealer to get the full story. Nothing outstanding.SUZUKIThe front-drive SX4 gets a Navigator pack with voice-controlled 6.6-inch satnav with Bluetooth for $19,990 drive-away for the manual and $21,990 auto. That also applies to the 2WD auto Grand Vitara at $29,990 drive-away, including reversing camera and satnav with Bluetooth. The Alto GL manual also gets satnav for $11,990 drive-away for the manual, with the Swift GL manual at $17,490 drive-away including cruise control and Bluetooth. The Grand Vitara is a polished piece.TOYOTAThere's 2.9 per cent finance on Aurion and Camry with the Camry Altise looking best at $29,990 drive-away. Other drive-away deals include $15,990 for the Yaris YR five-door, $21,490 for the Corolla Ascent automatic, $39,990 for the Kluger KX-R 2WD five-seater, $60,990 for the Prado GXL turbo diesel auto and $39,990 for the HiLux SR 4WD dual-cab ute. The right time for the cabbies' new favourite, the frugal hybrid Camry.VOLKSWAGENDrive-away pricing on passenger cars and zero finance on commercials. The Polo is $16,990 on-road, the Jetta is down to $25,990 and the Passat $36,690. The Polo is Carsguide's 2010 COTY.VOLVOFuel and servicing for three years or 60,000km plus roadside assistance. There are conditions -- with a pre-paid BP card based on 15,000km a year and $1.50 a-litre pricing -- and the latest V40 hatch is excluded. Clever twist on bargaining but a pity it doesn't apply to the V40.Paul Gover's 10 COMMANDMENTSYou must still do your homework. You must still check the fine print. You must still be prepared to haggle and compromise.But do it right, crunching the numbers and running right to the dealer's deadline, and you can drive away in something special at a special price.The starting point is all the deals, from sticker specials to cheap finance and steak knife-style free extras, being offered by most of the 60-plus brands in showrooms today.If something you want is on special, go for it. But check that the car was built in 2013, and is not a geriatric old-timer from 2012, and ensure your target is exactly what you want - not a stripped-out stocker, perhaps missing an automatic gearbox - that will cost thousands to get the way you want it.Once you lock down a target, don't think the advertised special is the end of the deal. You also need to negotiate for a better price on delivery and on-road costs, and avoid the trap of buying over-priced extras such as paint and upholstery protection, window tinting and extra-long warranties.No-one can expect to go into the ring with a showroom professional and expect to win, because buyers only get a new car occasionally and sales staff are dealing every day. But, by concentrating on the real bottom line - the changeover price - and being prepared to compromise, you can come out ahead.The best tips are the simplest. Run as close as you can to June 30 to sign the deal and get the car, because dealers are all aiming for targets that can mean tens of thousands in bonus money from headquarters. Also be prepared to take a car they have in stock, even if it's not your favourite colour, because dealers are aiming to clear everything they have on the lot.And have your finance in place before you arrive, especially if you're taking up a special deal, because that makes things quicker and you'll also be spared any hassle and potential extra costs.Watch out for 2012 cars because the warranty clock has already been running, don't forget that a big discount today will also mean less at changeover time, and remember that a demonstrator car could have had a hard life already. 

Renault's red hot Megane RS 265 is about as good as it gets in terms of hot hatches, one of if not the best handling front-wheel drive cars on the face of the planet.But for many people the three-door rocket is a little too hot, especially for those with families who need something a bit more restrained and a bit more practical.Enter stage right the Megane GT 220 wagon from the Renault Sport go-fast department that adds rear doors and a luggage area capable of carting the family trappings.It's not the full monty, but perhaps represents a workable solution for those who like their cars.The GT boasts a 162kW turbocharged 2.0-litre engine (220 horsepower in the old money) and sports tuned chassis, together with some visual enhancements to match. The only thing missing from a practical point of view is an automatic.VALUEIt's a limited edition and Renault has secured a couple of hundred GT 220s, each with a numbered plaque. Arriving in June the wagon will be priced from $36,990, with grab bag of goodies that can be added as part of a Premium pack for another $5000 there are no other options.The wagon is already well equipped in standard form, with dual zone climate control, fog lights, auto lights and wipers, daytime running lights, rear parking sensors and flashy black 18 inch alloys. The Renault Sport trip computer, carbon-fibre look dash, aluminium foot pedals, red-stitched leather wheel and 8 speaker audio system are icing on the cake.The pack adds two-tone leather front seats, a panoramic sunroof, high-powered bi-xenon head lights, front parking sensors, plus a reversing camera. Satellite navigation and lane departure warning round out the package.TECHNOLOGYAlthough it misses out on an auto, it will be Renault's first model to feature fuel-saving, stop-start technology. The 2.0-litre turbocharged engine, essentially a detuned version of that in the RS, produces 162kW of power at 4750 revs and 340Nm of torque from 2400 revs.The engine is paired with a six-speed manual only. In terms of performance, the dash from 0 to 100km/h takes 7.6 seconds and it has a top speed of 240km/h. The wagon has a 60-litre tank, uses 7.3 litres/100km and takes premium unleaded although 98 is recommended.It weighs in at 1464kg and the chassis is based on the Sport chassis available for the Megane RS, with suspension that has been tuned specifically for the task along with specially calibrated electric steering. The glossy black 18-inch wheels are different, but the tyres are the same 225/40s as those fitted to the RS. The brakes have also been beefed up, with 320mm ventilated Brembos at the front and 260mm solid discs down the back.DESIGNAt 4.7 metres the wagon offers a load length of 1670mm with the rear seats folded and 1100mm between the wheel arches, with 994mm behind the rear bench seat. The front passenger seat can also be folded to accommodate extra long objects.SAFETYGets a full five stars for safety and a full complement of six airbags, including curtain airbags unlike the Clio and Clio-based Captur that makes do with four. Electronic stability and traction control are standard, along with ABS, brake assist, brake force distribution and hill start assist.DRIVINGPerformance is strong. Obviously not as strong as the RS 265 but strong enough to satisfy most enthusiasts minus the hardcore edge of the RS. That edge by the way begins to grind after a while if it's too harsh which is why many manufacturers offer electronically modulated suspension and drive trains.In reality you can drive the GT hard with confidence and there is plenty in the tank for overtaking, so it won’t' get caught on the wrong side of the road.VERDICTNo complaints here. Renault's forte is special editions and this is another worthy edition. Too bad it doesn't come with the option of an auto, but that is not going to stop enthusiasts from buying it though it could make it a little harder to get through to the keeper.Renault Megane GT 220Price: from $36,990Weight: 1464kgEngine: 2.0-litre turbocharged, 162kW/340NmTransmission: 6-speed manualThirst: 7.3L/100km0 to 100km/h: 7.6 seconds

A new wave of baby SUVs is breaking on Australian shores and Renault is hoping to surf to success with its all-new Captur. The youthful newcomer should land early next year with a starting price just below $20,000 and the emphasis firmly on 20-somethings buying their first new car.That means design is king - including bodywork with contrasting roof colours - with everything from in-car Apps for the infotainment system to zip-off washable seat covers.The Captur's SUV body is built up over the mechanical package used for Renault's new baby, the fourth-generation Clio, which means front-wheel drive, small-capacity turbo petrol engines and impressive suppression of mechanical and road noise. Fuel economy should also be good.Renault now sees the baby SUV class as a potential gold mine, just like its Euro rivals and even Ford and Holden in Australia, which means buyers will have plenty of choice and lots of bargaining power."We think it will be a worldwide tendency for a long time. It is a strong trend, crossovers, globally," says Christophe Pejout, the Captur project leader.It's tough to really rate the Captur without running it back-to-back with its new rivals - including the Ford EcoSport and Opel Mokka - but it does well enough for a small SUV. It's never going to excite a sports car fan, but it's a good looker that hits the right notes for Gen-Y buyers coming to cars for the first time.And it might also do well with older people looking for that essential higher seating position for their suburban runabout.VALUEHow do you rate the Captur without a solid bottom line? It's impossible. But, based on a pricetag that is likely to limbo just under $20,000 for the base model - with a tiny 900cc turbo engine - and hover around $23,000 for the popular model, the French contender should be right on the money.The Captur also promises miserly running costs, with 4.9 litres/100km thirst for the baby engine and 5.4 for the larger 1.2-litre turbo that was available for test driving in France. On the downside, the petrol engines take premium unleaded and Renault Australia has no intention of taking diesel engines, at least for the foreseeable future.But ownership will be helped by the five-year warranty with $299 capped-price servicing for the first three years. "We wanted a car that looked like a crossover, and acted like a crossover, but didn't consume like a crossover," says Pejout.There are likely to be three trim levels in Australia, with even the basic car getting Bluetooth connectivity and an Eco driving mode but no rear-view camera."There is a lot of competition coming and it will be priced and specified appropriately," is all Renault Australia's Emilie Ambrosy says on pricing plans.TECHNOLOGYThe mechanical package of the Captur is solid and basic. Just think of the Clio, add a new body on top, and there you go - right down to the cost saving rear drum brakes.In fact, the Captur is only 150 kilos heavier than the Clio 4 and the same weight as the previous-generation baby car.Where it scores is with the sort of stuff that young buyers want and need these days, especially the impressive R-Link with giant display screen and access to more than 50 Apps. The system even has a text-to-voice system that can read out tweets and emails, which is going to be essential during the inevitable safety crackdown in coming years.The tablet-style display screen in the Captur test car - although not confirmed for the starter model - is clear and impressive, with satnav that works well thanks to the TomTom operating system that even keeps a track of the speed limit.On the mechanical front, the big tech news is the 900cc engine that makes 66 kiloWatts at 5250 revs and 135 Newton-metres of torque at 2500 revs. But, like most starter cars, it's only mated to a five-speed manual gearbox - and it was not available to drive in France.The larger 1.2-litre motor makes 88 kilowatts and 190 Newton-metres at just 2000 revs, with a six-speed dual-clutch auto called the 'Efficient Dual Clutch' by Renault.DESIGNThe Captur turns heads and will make great bait in showrooms, especially in the light blue-with white roof colour combination. But the best looking combination is reserved for the diesel cars during the French test and we're relegated to the black-over-brown look for our drive.There are nine body colours and three roof colours for owners to mix and match, with 16 and 17-inch alloys.Renault's crazy-talented design guru Laurens van den Acker - he always has a new wild looking pair of sneakers on display - has done a great job in overseeing a car that looks both youthful and inviting. It's not your typical blunt-edged SUV truckster.And the latest version of Renault's corporate 'face' gives the car a striking nose that manages not to offend. "We think it's more of a family car than Clio 4," says Pejout.The really classy work is inside the Captur, from the dash layout - which can be customised with colour splashes on things like the switches and air vents - to a sliding rear seat and the zip-off seat covers. They should make clean-up work easier, as well as potentially boosting resale values with a last-minute change to all-new fabric.The seats are cushy but not particularly supportive and the steering wheel sits too flat - bus-style - for my liking. And the impressive slide-out drawer on the passenger side - which is much bigger and more practical than a traditional glovebox - will be chopped to fit in a right-hand drive dash.SAFETYThe Captur is almost certain to score five stars from NCAP, since the Clio is a five-star winner that's rated as Europe's safest baby cars.Neither has any rear airbags but that has not affected the Clio's Euro NCAP rating, although it could cause a problem in Australia next year if ANCAP sticks to its plan to downgrade any newcomer without rear bags.Pejout admits safety development was focussed on costs and the NCAP targets but points to ESP stability control and ABS brakes in the Captur's favour. "In Europe, people don't count the number of airbags, they look at the EuroNCAP rating. For us, it's important to have a good EuroNCAP rating," he says.DRIVINGIt's impossible to really rate the Captur without driving its rivals. It's trendy enough, and has some cute design touches and lots of technology, but it is nothing special to drive.It's soft and cushy, not great for cornering grip, but has solid brakes and is quiet at all speeds. For people who just want trendy transport, or something for short-and-sharp city or suburban runs, it ticks the right boxes.The 1.2 turbo motor needs to be encouraged, which definitely means dumping the Eco mode unless you're in stop-start traffic or cruising at highway pace. At its best, it still only gets to 100km/h in 10.9 seconds and the baby 900 will take 12.9.The twin-clutch auto is smooth and efficient and, based on comparisons with anything Volkswagen short of the latest Golf 7, beats its German opposition for both smoothness and response. There is no jerking during parking manoeuvres and it holds well on hills.The Captur is not as good to drive as the Subaru XV, even though it's smaller and likely to be cheaper, and who knows what will happen when it goes up against the more powerful Opel Mokka and Holden Trax twins in the GM line, as well as the Ford EcoSport and the rest.The cabin package is impressive and the infotainment package is impressive, even the surprisingly-meaty sound system. The adjustable rear seat looks good but only really makes the leg space passable for adults, so is focussed on flexibility for load work, and I'm disappointed that the great dash drawer won't be coming downunder.So, what to do on the star-score front? Right now, I don't have enough information to make a seriously solid judgement on the Captur, but it's looking like a potential podium finisher in the new SUV class and that means it gets 3.5 from 5 with the potential for a re-score - up or down - once its lands in Australia.VERDICTThe Captur looks great and is good fun, but it's not for people who like to drive.

In the old days they used to jack up cars to steal the wheels. These days car makers do it to turn them into 4WDs and sell more cars, although the modern day off-roader has very little to do with going off road. For a start, most of them don't have four-wheel drive and even if they did, the majority of drivers would be unlikely to get them dirty.Nope. It's got more to do with the coveted high driving position that makes it easier to navigate traffic and the increased cabin height that makes them easier to get in and out of.And, just like cars, SUVs are shrinking. Demand for the large, hard core 4WDs is dropping as people gravitate towards smaller, softer "crossover" style vehicles that bridge the gap between the traditional car and the 4WD.The latest wave is imminent. Smaller or sub-compact crossovers are about to hit town like VW's Taigun, the Holden Trax and its Opel stablemate Mokka, as well as a couple of French offerings - the 2008 from Peugeot and Captur from arch rival Renault.Renault, whose star is in the ascendant is pretty excited about Captur's prospects that arrives early next year and we got a taste of things to come this week in France. Captur (no E) we're told is a combination of MPV, SUV and family hatch. One thing's for sure - it's no shrinking violet.The bloke that designed the smiley Mazdas has jumped ship and his stamp is starting to emerge, with bright candy colours and a bold, new face dominated by a beefed up Renault badge.VALUEIt's early days yet and Renault is still finalising prices and equipment levels. Trying to nail down what we will and will not be in our cars is no easy task. We can confirm there will be three trim levels but that the car's defining feature - the two-tone paint job - is in fact not standard, at least overseas.Nor are we sure at this stage whether we'll get the full suite of multimedia components, with a large tablet-style computer screen, voice control for many functions and full internet connectivity on the car we drove - with access to more than 50 apps from the dedicated R-Link store.The system is so smart it is even able to read out tweets and emails if you ask it to. Unfortunately, the infrastructure to support most of these features is not yet in place in Australia.Prices are expected to kick off from less than $20,000 and it will be covered by a five-year warranty with fixed price servicing for the first three years, or three 15,000km services - whichever comes first (at $299 per service). TECHNOLOGYThe five-seat Captur is available in front-wheel drive only. We're getting two engines and neither of them is a diesel. There's a turbocharged, 900cc three cylinder unit that produces 66kW of power and 135Nm of torque and a turbocharged, 1.2-litre four cylinder engine with the latest direct injection technology that produces 88kW and 190Nm.Both incorporate a maintenance free timing chain avoiding the need to replace costly timing belts. The first will be available with a five speed manual, the latter with a 6-speed dual clutch auto that Renault refers to as EDC (Efficient Dual Clutch).Both power plants outgun Peugeot's direct competitor the 2008 but will be no match for the 1.4-litre turbo from Cruze that will power Trax and Mokka. The dash from 0-100km/h takes 12.9 and 10.9 seconds respectively, with a top speed in the 1.2 of 192km/h.Captur has a 45-litre tank and runs on premium unleaded, with fuel consumption rated at 4.9 for the 900cc engine and 5.4 litres/100km for the 1.2, with an ECO button that is said to improve fuel consumption by as much as 10 per cent.DESIGNBased on the Clio hatch and built in Spain, it's flashy and curvaceous, especially with contrasting roof and other coloured embellishments. It's 4.1 metres long and weighs up to 1180kg, and is about 100kg heavier than the hatch.Our test car was finished in a bright metallic orange with a black roof that had a orange graphic splashed across the roof, and was fitted with 17 inch alloys and 205/55 series tyres.The clever rear seat slides 160mm fore and aft depending on your needs, with 75mm more legroom in the back than the hatch and a small luggage compartment that hides a second, lidded storage area underneath.Left hand drive models get a large pull-out bin in place of a glove box but unfortunately there's no room for the bin with the steering wheel on our side of the car.There's nine colours and three roof combinations from which to chose: black, white or orange - along with other colour-coded accents. Coloured highlights are also fitted inside, with zip-off seat covers on the top drawer model that can be washed or replaced.SAFETYThe jury is still out over this one. It gets a full five stars from the Euro crash test people, but like the Clio comes with only four airbags. There's no curtain airbag to protect rear seat passengers. It will be interesting to see what the Australian NCAP organisation has to say about this one.In all other ways it features the full arsenal of electronic aids including electronic traction and stability control as well as rollover intervention - but no reversing camera on the entry model.In its defence, Renault has been at the forefront of safety for many years and points out that these type of vehicles rarely carry rear seat passengers - so the extra airbags are not warranted. They have however spent some time making sure the car is more pedestrian friendly in the event of an accident.DRIVINGSurprise, surprise - we only got to drive the more powerful 1.2-litre model. It goes okay but left us hankering for more (like the 1.6-litre turbo from the Clio RS for instance). It would fit, but meeting emissions standards could be tricky, explained Captur's program manager Chrstophe Pejout.A more powerful 1.2-litre engine would be easier and more likely, Pejout explained. But the Frenchman was at pains to point out that no decision had been made yet, although he conceded the matter is under consideration.The 1.2 is more than adequate for city and highway cruising, in situations where it is not stressed - but lacks any real punch, especially down low. Changing gears manually via the shifter elicits a sharper response but drives up fuel consumption (change paddles are not fitted). Although the Renault Captur is rated at 5.4 litres/100km but we finished the the first day with 11.0 and the second day of driving with 8.1 litres/100km.Captur is certainly no sports car and is not intended to be, sitting higher than the hatch with plenty of bounce and body roll from the comfort-orientated suspension. Having said this it remains confident even when pushed to the limit, with high levels of grip and refused to step out of line on the mountain roads encountered.Surprisingly, though fitted with rear drums, the brakes feel up to the job. With testing limited to French, Swedish and Spanish roads it will be interesting to see how it adapts to our blacktop.VERDICTThe striking design is a drawcard, but it's almost too pretty in some respects and likely to appeal more to women. The split is almost 50/50 in Europe, but then they have a penchant for some mighty funny clothes too. A bit more punch would be nice and a Renault Sport edition would be particularly welcome. Over to you Renault.

Invasion is easy when you have a country with well-oiled swinging doors and a neon welcome light. As the world's only country - well, with New Zealand - with a level-playing field policy on imports, Australian citizens have an enviable choice of goods and services, though mostly at the expense of its domestic businesses. It's the reason Renault exists.Its Australian sales are up 28 per cent this year to date compared with 2011 while back home in croissantville, sales are down about 30 per cent. Renault products are actually quite good. The problem is that, in many cases, the competition is better - better built, better known, better equipped, better looking though not often better priced.The Megane is a sturdy, well-priced hatch with a family in mind. The diesel engine is a willing worker that adapts well to suburban life. But would you buy one over a Hyundai?It's good value for money, especially considering its cheap running costs. The Megane gets $199 capped price service for three years and a  five-year, unlimited distance warranty with roadside assist. Residual is a low-ish 50 per cent (but a Commodore is 34 per cent) after three years, meaning Glass's Guide estimates it'll fetch $13,700 as a trade in.The Megane is regarded as a small car though will seat four ad ults, has a high level of features - audio streaming Bluetooth, cruise control, auto headlights and wipers, hands-free entry and button start, dual-zone climate control aircon, height adjustable driver and passenger seat, tilt-telescopic steering adjustment, six airbags, 16-inch alloy wheels and heated, electric side mirrors.This is the base model Megane Dynamique hatch with a diesel engine and automatic transmission and the $27,490 price tag makes it the cheapest against similarly-equipped Holden Cruze, Ford Focus and Hyundai i30 rivals. It is about $7000 cheaper than the comparative Golf while the Megane's excellent warranty and capped service put it up against the Hyundai.If there was a guide book on how to become invisible, this car is the leading light. Simply, the styling is so very ordinary that it could be any small hatchback. You may never find it in a carpark. Only the diamond badge on the bonnet marks it as a Renault and even then, probably means zip to most onlookers - if there are any. So, Renault isn't edgy anymore.But the cars are pragmatic, space efficient and - aside from the switch layout - logical. The boot is deep and long (the spare wheel is under the chassis) and split-fold rear seats make for a big cargo area. Seats are a cloth-leather combo and are reasonable in comfort. There's plenty of personal storage spaces. Better is the adjustability to create a perfect driving position.Instruments are a bit overdrawn - though the digital speedo is e asy to read - and switches are a dog's breakfast in their disproportionate size and layout. The cruise control master switch, for example, sits alone on the console between the front seats. Shouldn't it be with the other cruise control switches on the steering wheel? Tiny audio buttons are made for a three-year-old's fingers though the plastic box hanging off the steering column has remote radio controls.There's not much doubt that the French know how to make engines, particularly d iesels. The Megane's 81kW/240Nm 1.5-litre turbo-diesel is a little warrior. It's responsive, willing and tops its torque at a mere 1750rpm. But it is rattly and its coarseness at idle isn't up to the high standard of rivals.The dual-clutch (Volkswagen call it DSG) auto is actually better than the one in the Golf, with less lag off the mark and less hestitancy in on-off applications. Suspension is the same as most in its class - standard MacPherson front and torsion-beam bar at the back - which is tuned for comfort. There's disc brakes all around.The Megane is a five-star rated car that adds six airbags, all the electronic aids and helpful features like the automatic headlights and wipers and heated side mirrors that make life on a winter's morning slightly more pleasant. The Megane also has a full-size spare wheel so it's country-road approved.I like this car because it earns its stripes. The Megane isn't sugar coated and doesn't use tinsel to lure buyers. Its hones ty is, however, one of its greatest failings as Australians are embedded with the belief - probably borrowed from the US - that bright lights, lots of colour and loud music are integral ingredients of style.On the road, the little diesel engine is a bit harsh at idle and similarities with a Parisian taxi aren't lost. But it pulls strongly and the dual-clutch box's six cogs slip seamlessly and rapidly in sequence, so though it's not a particularly fast hatch, it always feels athletic and willing  to run.Though the drivetrain is commendable - especially the fuel consumption which averaged a very good 6.9 L/100km on my city/suburban cycle - the steering is a let down. Some people will like it for its lightness but to me it undid all the sportiness of the engine and gearbox.The handling should be right up there with the Golf but while it has strong cornering grip, the suspension is dialled more for comfort and so the ride gets a bit too soft for any driver enthusiasm. So what we have is a Euro car that has a lot of Asian mannerisms. Driver comfort is reasonable - the seats need more support - and cabin room is good, though headroom in the back is a bit tight.On price, features and ownership, it's a winner. But if you're more into style, maybe not.

There is a little touch of Godzilla about the new Renault Clio RS. Just like the Japanese juggernaut, the new French funster has a turbocharged engine with an entertaining soundtrack and is capable of punching above its weight.But take a close look in the cabin and you find exactly the same gearshift paddles as the ones used in the GT-R, snitched for double duty thanks to family ties through the Renault-Nissan alliance.The classy alloy paddles are no surprise in a new RS that's had a massive makeover as part of the Clio 4 conversion. The fourth-generation French baby now comes with five doors, a six-speed double-clutch gearbox, and even brakes taken from the V6-engined Laguna.Australian buyers will get the sharper Cup chassis settings and standard RS equipment includes red-stitched leather sports seats, as well as the R-Link system that allows data logging and lap times for owners who want to hit the track on weekends."The Clio range is incredibly important to us. It's the return of an icon and the Renault Sport model is the halo over the range. It's the hero," the managing director of Renault Australia, Justin Hocevar, tells Carsguide.The pocket rocket goes up against a wide spread of rivals in Australia including the Mini Cooper S, Opel Corsa OPC and Volkswagen's Polo GTi, but is not coming for another year because of the slow ramp-up of production at Renault Sport in France.When the RS does arrive, following the regular Clio in September, it is promised with a value price tag that will undercut the current $36,490 sticker.I'm not exactly sure how it will perform down under, because the press preview drive in Spain put me into a Sports chassis for the majority of the driving. It's nice, and nicely compliant and mature, but misses the edginess I expect from a Clio RS. Track time in the Cup car promises the answers, but rain ruins it. I know it is a nicer car than Clio 3, but the course is flooded and it's like driving on ice, so the RS Cup cannot give its best. I'm convinced that it's a very good car, but I don't know if it will be great in Australia.VALUERenault is doing a Toyota with the RS, committing to a price cut even though the car is not coming until 2014."It certainly won't be more than the outgoing car. That's $36,490," Hocevar reveals."And we've got capped price servicing at $299 with one service a year, so we have a good story for the customer. What does a Corolla cost to service? There are two a year, for a start."Renault Australia has only sold 500 Clio RSs since the car returned to the range in 2007 and it could easily top that number in the first full year with Clio 4.It's banking on the appeal of the five-door body, which boosts flexibility and includes a roomy boot - without any sort of spare - as well as plenty of standard equipment.The RS gets the usual stuff including power steering, aircon and electric windows, but it's things like the body kit bits, bigger alloys, sports suspension and bigger brakes that boost the bottom line. There is a built-in bonus to the six-speed double clutch gearbox, which functions like an auto until you take manual control.The Clio RS is not as cheap as a Skoda Fabia RS, or even the Polo GTi that sits in the same size line, but it is edgier and more exclusive.TECHNOLOGYClio 4 is a much better base for the Renault Sport engineers, from the bigger footprint of the chassis to a smoother body and suspension that's better in coping with 147 kiloWatts and 240 Newton-metres of torque.Some RS owners and fans will question the decision to switch to turbo power and bin the manual gearbox, but the turbo and EDC - efficient dual clutch - six-speed gearbox are typical of the moves across the performance car landscape. We've already seen it in cars up to the BMW M5.There is lots of impressive stuff in the car, from an electronic launch control and hydraulic bump stops in the dampers to an electronic differential, as well as the R-Link infotainment system with data logging for track work. It also does well in engine efficiency, using just 6.3 litres/100 kilometres with CO2 of just 144 grams/kilometres.Importantly, the Cup chassis is the choice for Australia to satisfy the proven customer preference. It sits three millimetres lower and gets springs that are more than 20 per cent stiffer, as well as special damper settings."We think the Cup chassis is what Australians will gravitate towards. That's been the experience with the Megane. Early in life of Clio there was Sport and Cup, but then we just started doing the Cup chassis," Hocevar says.On the electronic side, there is a three-position system that runs from Normal to Sport and Race, sharpening throttle response, adding more heft to the steering, cutting electronic intervention and making for quicker shifts with full manual control of the gearbox.Hold the left-hand paddle and it even makes multiple downshifts, something previously only seen in the Ferrari 458 and McLaren MP4-12C.DESIGNThe Clio RS is cute more than crazy. It looks sharp with twin exhausts and 17-inch alloys - 18s are optional - as well as red stitching on the seats and colour highlights in other areas of the cabin.The basic work on Clio 4 means the back seat is pretty roomy, the boot space is useful and it's a quiet car. There are sports bucket seats in the RS, and alloy pedals, as well as those shift paddles and a dashboard that integrates the R-Link system very well.SAFETYThe regular Clio is a five-star car that actually topped its class in European crash tests, which is good news also for the RS.Predictably, there is a full suite of airbags and electronic stability and braking controls, although - no surprise at the size and price - no sign of radar cruise control or automatic braking systems.The R-Link system is expected to be standard for Australia, which brings a rear camera in addition to parking radar.DRIVINGI have driven a bunch of Renault Sport cars and I came to the new Clio with baggage. I expected it to be a rorty little roller skate with an over-sharp focus on WRX-style thrills.But the Clio is sensible and refined, surprisingly mature but also plenty quick with a 0-100km/h below seven seconds. It also cranks up plenty of aural action, helped by the twin-pipe exhaust and a tube that feeds inlet sounds into the cabin.I'm immediately impressed by the comfort and cabin quality, even though there is a lot of hard plastic and some switches are tucked away, and when I ease into the traffic in Spain the car is quiet and compliant.I'm surprised by the punch from an engine with only 1.6 litres, but not by the slick and quick shifts from the EDC gearbox. It works fine as an auto and is great for manual changes, although the paddles are a better choice than the long-throw lever and the pedals are too close for comfortable left-foot braking.But … here it comes … I'm driving the Clio Sport and not the Cup car we'll get in Australia. That means it lacks the track-tautness of other Renault Sport models, although the brakes are good, it grips very well in turns, and there is plenty of performance.So I'm looking forward to track time in a Cup car on a tight-and-twisty course. Until it rains. The track is like ice and, even though the Clio RS is great fun, I want more. I want to know how it rides, if it's too noisy, if it delivers the thrills I expect from an all-out Renault Sport rocket.The surface dries a little and my second run shows there is great compliance and no crash-bang nasties over kerbs, as well as a great response from the engine and genuine enjoyment from the double-clutch six speed. But it's still too damp to really, really know.So, as I slide back into a Sport model for the run back to the airport, I'm happy and impressed. But I still have too many questions to give you all the answers.VERDICTEverything points to a Renault Sport winner that is going to make the new Clio a cult hero.Renault Clio RSPrice: less than $36,490Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TCCrash rating: 5 starsEngine: 1.6-litre turbo petrol, 147kW/240NmTransmission: 6-speed dual-clutch; FWDThirst: 6.3L/100km, 144g/km CO2Dimensions: 4.09m (L), 1.73m (W), 1.43m (H)Weight: 1204kgSpare: none

When you are at the cutting edge of F1 racing you have a fair old leg up if you also happen to make production cars. Therefore, it's hardly surprising that Renault can produce a car like the Megane RS265 - arguably the best front wheel drive car ever built.VALUEThat's a huge call but the Megane RS265 delivers the kind of drive feel you expect from a car costing over $100,000. It costs from $42,640 and don't forget, it's a FRONT wheel drive.TECHNOLOGYSpawned from the French Gendarmerie's requirement for a quick response car (read pursuit vehicle), the Megane RS 265 achieves 195kW(265hp)/360Nm output from its 2.0-litre turbocharged petrol engine. It's a lot of grunt to feed through the front wheels but Renault equips its stove-hot hatch with a tricky differential as well as an independent steering axis to completely eliminate the dreaded phenomenon of torque steer that can hinder a high powered front driver.DESIGNMore than that, the chassis is so well dialled in as to render all wheel drive redundant on all but icy roads. That means a substantial weight saving. Further saving weight and complexity is the RS265 six speed manual only suspension. There's not a dual clutch system to be seen and it doesn't need one.DRIVINGOn a drive program for the RS265, we covered roads previously driven in the latest Porsche 911. And there was precious little difference in the pace of the Renault compared with the Porsche - selling at five times the price. And you can actually accommodate two people in the back seat of the Megane RS265.It has cornering capabilities like few other cars and really does feel like it's on rails at silly speeds. We took the car to a race track to extend the envelope but came away humbled because not once did the stylish Renault put a wheel out of place. It makes mug punters look like hero drivers.But there are some shortcomings. The engine redline is set at about 6500rpm and it needs to spin a little harder to eliminate unnecessary upchanges. The car also resets to Normal mode instead of staying in Sport where the extra power is available and the chassis is fully dialled up. The radio is still a challenge with fiddly small dials and labels.Apart from that, we'd have one of these cars over a WRX, Evo or anything else in the performance all wheel drive segment.VERDICTIt's just a better mouse trap, a bargain performance car that looks as good as it goes (and sounds). Santa, where did you go....