Renault Reviews

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.... 

There's something very feline about this car. Like a big cat it sits coiled, muscles bunched, ready to spring into action. Renault describes the latest Megane RS 265 8:08 limited edition as the ultimate hot hatch and we're inclined to agree.VALUE AND RANGEMegane RS 265 is available in three editions; entry level Cup ($42,640), sporty Trophy ($47,140) and luxury Trophy+ ($51,640). This one the limited edition Trophy 8:08 is $49,990 and only 100 examples are coming to Australia. The 8:08 is for the time the car set at the Nurburgring where it holds the lap record for a front drive car.TECHNOLOGYThe 2.0-litre turbocharged four delivers an extra 11kW of power and an additional 20Nm of torque but only in sport mode. The rest of the time it's 184kW/340Nm. The engine is mated to a short shifting 6-speed manual transmission, with 0-100km/h taking 6.0 seconds flat. It's not as fast out of the gates as some but that's beside the point. Mid-range response is ferocious and Renault Sport's Cup chassis together with a limited slip diff deliver unbelievable traction.DESIGNA series of subtle exterior changes have been made, to project a more forceful image. The front end has been designed, with the F1-style front blade, characteristic of Renault Sport models, now featuring two rows of six LEDs and chrome highlights. In addition, the front headlight masks are now sporty black. New 18-inch matt black wheels rims are standard but the 8:08 gets black 19s fitted with 235/35 Bridgestone Potenzas the same tyre used for the record.There's also leather trimmed Recaros, bi-xenon directional headlights and limited edition Trophy decals. In addition the Trophy 8:08 is available in two limited edition colours: pearl white and Renault Sport's signature liquid yellow.Unfortunately the inside doesn't quite live up to the outside. It's all a bit drab apart from the yellow seatbelts and yellow stitching on the upholstery, steering wheel and gear lever knob. Other sporty appointments include a black lacquer finish for the centre console and air vent surrounds, plus a carbon-effect finish for the door panel inserts. The Recaros could do with some tilt adjustment and the forward mounted door handles lack leverage making it difficult to pull back when the large doors are swinging towards another car or a wall.DRIVINGWhat a ripper. You won't want to give this one back. The new model benefits from some exhaust tuning and enhanced engine acoustics. Suffice to say it purrs like a pussycat on the motorway, turning over a lazy 2500 revs at 110km/h. Acceleration is strong, the clutch action is heavy at first and gear changes are not always as smooth as we'd like.But it's in the twisty bits that this car really comes alive. Mid-range acceleration is phenomenal and it has an indecent amount of grip for a front wheel drive car. The four-pot 340mm Brembos allow braking deep into the corner.VERDICTAnyone considering a WRX or EVO should seriously have a long, hard look at one of these babies. It's really that good and you really won't be disappointed.

Class-leading handling and ride will jumpstart the Renault Clio’s launch in the light-car market next year. A lack of airbags may deflate some of that edge, at least among potential buyers who want the maximium protection for rear-seat passengers. It’s still a five-star car, though, and one of the best driving vehicles in the light car segment.VALUEPrices haven’t been set for the Clio - it doesn’t go on sale until midway through next year - but Carsguide predicts it will be around $16,500. That’s based on Renault Australia managing director Justin Hocevar’s assertion the car will be priced between the top-selling Japanese model (the $15,790 Mazda2) and the best-selling Euro vehicle (the $16,990 Volkswagen Polo).Specification likewise hasn’t been set for the local cars, but expect the base model - a 900cc turbocharged three-cylinder - to come with cruise control, keyless entry, daytime running lights and possibly even satnav as standard gear.TECHNOLOGYThe optional R-Link seven-inch touchscreen is an Android-powered system developed by Renault and TomTom. It is a multimedia interface with satnav and an embedded SIM that lets it connect to the internet and download apps that (in Europe) range from alerting drivers to the nearest and/or cheapest fuel, provide speed camera warnings and prioritise internet radio stations based on users’ previous preferences.A dual-clutch automated manual transmission will be available on the mid-range petrol engine - likely the 1.2-litre turbo - and the top-end turbo diesel. All models should have engine idle stop/start.Outputs for the turbocharged 1.5-litre diesel aren't huge -- 66kW/220Nm -- but it has impressive economy at 3.4L/100km, making the diesel Clio the most fuel-efficient engine in its class. In Australia it will only be sold with the EDC dual-clutch transmission, so expect around a $4000 premium over the base price.STYLINGA compact, classy package with plenty of interior space should put the Clio on a lot of short lists. The 300-litre boot takes two big suitcases with ease and there’s room for two adults in the back without the front occupants having to keep their seats forward. The materials look and feel good and the only complaint is the seat is made for a bigger butt than mine.Even then, the fabric has good grip but I’d prefer the side bolsters to have thicker padding to offset cornering forces. The front end is dominated by the big Renault badge set on a piano-black horizontal stripe across the bonnet that gives the car road presence. The scalloped door panels don’t hurt either, while the rear of the five-door hatch is solid, if not sensational.SAFETYIt will be interesting to see if ANCAP adopts the five-star rating EuroNCAP has given the Clio. The light car comes with four airbags, meaning the rear passengers aren’t cushioned in a side-crash, much like the VW Up!.Renault admits the decision was price-driven but argues the structural strength and dual-stage seatbelt pretensioners provide more than enough protection for back-seat passengers. Software includes the expected ABS with stability control and hill-start assist.DRIVINGThe Clio has the capacity to surprise, at least not when it comes to the 900cc engine that is expected to be the entry point for the range in Australia. The lightweight engine isn’t the quickest cab in the field off the lights but once underway it is hard to fault, pulling cleanly from low revs right up to redline.The Ford Fiesta was Renault’s benchmark for ride and handling and they’ve come very close to bettering it, though a definitive test will have to wait until the Clio lands here. The car’s poise through corners shames much more expensive models and changes of direction are taken in its stride. Understeer eventually appears but a tiny lift off the throttle will have the car tracking true again.The electric steering is light around town and adds effort as the pace picks up. The good news is it’s pinpoint precise at any speed. The suspension coped with rural Italy’s patched-up roads with barely a shake and while larger bumps at speed could momentarily unsettle the torsion-beam rear, it is something most owners won’t feel.A brief stint in the diesel shows it is on a par with the best oilburners coming out of Europe, with on-the-go performance that impresses. Like the 900cc petrol, the engine is functional ahead of frisky, with low-down torque that happily copes with third gear roll-on acceleration from 30km/h.VERDICTThis is the best regular Renault on the market. It drives as well as it looks and, airbags aside, will rate as one of the smarter choices in the light car pack. 

French police specifications have turned Renault's best into a record-breaker. They shopped local when they chose to upgrade recently. In Europe, with more corners, autobahns and Italian drivers, the police are in an arms race. They won't catch a Porsche unless they're packing heat themselves.So some lucky rozzers get to sample serious metal. German cops do get Porsches. Exotic brands such as Lamborghini and Ferrari loan out their supercars, with British and Italian plod both beneficiaries in the past.Renault has form here, going back to its Alpine A110 rally star of the 1960s and beyond. The requirements for the gendarmerie rapid response vehicle were specific: 265hp (195kW if you drive in metric), the same as the Subaru WRXs it already runs. Nothing from Renault qualified, although it did have something close.VALUEIt’s priced from $42,640 for the Cup and climbs up to $51,640 for the Trophy+ plus on-road costs. The upgraded RS does include a set of driving data screens, including a g-meter, and five different throttle response settings, with track work in mind.The top-spec car's kit levels are generous, but there's also an enticing special edition called 8.08 after the car's Nurburgring time which looks like the pick of the bunch. Australia's appetite for the RS250 is second only to France and Germany's, with 262 sold so far this year. And of course French orders are swelled not just by national pride but the demands of the gendarmerie, which has 80 and ordered 20 more. What chance of seeing a couple in our own highway patrols?DESIGNThe cabin has a more premium feel, with a soft carbon weave lookalike fabric in the doors and shiny black plastic around the centre console. The radio controls have been improved but the buttons are still too tiny. While I'm picking nits, the gearshift action isn't my favourite and the clutch take-up is a bit high. It's partly a case of finding the correct seating position, which can be a little elusive.TECHNOLOGYIts Megane RS250 has 250 horses under the bonnet and a reputation as the best-handling hatchback you can buy. All it needed was more power. The answer: turn up the spin cycle on the twin-scroll turbocharger pumping air into the car's 2.0-litre four-cylinder. The extra horsepower meets the gendarmerie's specifications and gives the RS265, as it's now known, even more of an edge. Torque increases as well, by 20Nm, with 80 per cent of that available from 1900rpm.The result is a marginal but worthwhile improvement in acceleration to 100km/h by one-tenth to 6.0 seconds. Top speed on the RS265 rises 5km/h to 255km/h while fuel consumption drops a little to 8.2 litres per 100km. Which is helpful when it’s slurping 98 RON. Like the previous version, it comes only with a six-speed manual.Full power is accessed via a Dynamic Management system, which delivers the extra oomph when the sport button is pressed. This also lowers the intervention threshold for electronic stability control, which can be turned off completely for track days.As before, power goes only to the front wheels and Renault tackles the problems of using them for traction and direction with a limited slip differential that proportions torque to the wheels in response to their grip levels. It's mechanical, so there's no loss of power. Renault's sophisticated front suspension set-up also separates the steering and dampers, reducing torque steer -- tugging at the wheel under hard acceleration. DRIVINGTo test the RS265, Renault went to the home of rear-wheel-drive performance cars that cost two or three times as much: the Nurburgring track in Germany. It came away with more than an impressive lap time for the twisty 21km. It set a record for a front-wheel-drive car of 8 minutes and 8 seconds. On the drive program in Queensland, a challenging road reminded me why I liked the previous model so much. Few cars could stay with the RS265 around corners. It eats them up with relish and then licks its lips. The 18-inch wheels on the entry model will protest a bit but their grip levels are exemplary and to make this car understeer on a public road you'd need to go bonkers. You can upgrade to even stickier 19-inchers with only a slight degradation in the ride quality. The ride quality feels sophisticated on either set of alloys and the car's overall composure is superb. Nothing rattles it -- challenging surfaces, rapid changes of direction and road camber, or all at once.It just confidently holds its line and the steering, although electric, is precise and absorbs problems that would shake other cars off course or shudder their steering wheels. This electric steering is among the best I've sampled and torque steer is so negligible as to be effectively absent. It didn't lack power as the RS250, but you'll want all 265 horses to make the most of its dynamic ability. There's a decent spread of turbocharged oomph, forceful from low-revs and linear to the limiter. The turbo spools up smoothly, too, so power doesn't drop off a cliff and it's more flexible uphill in high gears than I expected.Issues are niggles, not deal-breakers: it would be more potent with scope to rev the engine a little higher and although the exhaust has been tweaked, the sound could be more exciting. It's at its best revving up and down through tight twisties, when you get a bit of over-run. Find it, and everything's sweet. On a racetrack, the brakes would probably be the limiting factor.VERDICT The RS265 deserves to be every bit as popular as the model it’s replacing.Renault Megane RS265Price: from $42,640
Warranty: 3 years/unlimited km
Service interval: 12 months/10,000km
Safety rating: not tested
Spare: space saver
Engine: 2.0-litre turbocharged 4cylinder; 195kW/360Nm.
Transmission: 6-speed manual, front-wheel drive
Body: 2-door coupe
Weight: 1374kg
Thirst: 8.2L/100km, 190g/km CO2

The competition for mid-sized sales has become fiercely contested in recent times as sales of the traditional big cars have plunged and buyers have turned elsewhere to spend their dollars. Some have turned to SUVs, others have downsized to mid-sized models where they have been spoiled for choice.NEWThe mid-sized market has split in two, with cars like the Cruze, Mondeo, Mazda6 and others forming an affordable group, while others like the Passat, Peugeot 407 and Renault Laguna coming together in a separate prestige grouping for those with more cash to splash. The Laguna was Renault's main strike weapon when it re-entered the Australian market in 2001, but failed to get much attention and sales slumbered.Step forward to 2008 and the company had a another crack at making a mark on the market, and a new Laguna was again flying the tricolor. This time it was position as the company's flagship and was equipped as such. That also meant it carried a hefty price tag. There were two body styles offered, a hatch and a wagon, and three models in the Expression, Privilege and Dynamique. The new model was longer, wider and taller than the earlier model, but a smidgeon lighter.Two engines were offered, one a 2.0-litre turbocharged four-cylinder that delivered decent performance while slurping premium unleaded, the other was a 2.0-litre four-cylinder turbo-diesel that was the best driver of the two thanks to its enormous reserves of torque in the range that's best suited to everyday driving. Renault also offered two transmissions, a six-speed auto was the primary 'box across the range and was a smooth operator with seamless shifts and easy drivability, and there was a six-speed manual available in some models.Out on the road the Laguna's ride was comfortable, much as you would expect a French car to be, while the handling was surprisingly agile and reassuring, with a high level of grip. Inside the cabin the Laguna was a little plain, but spacious and well appointed.NOWRenault build quality has always been questionable and the Laguna is no different. It can be variable, so check possible purchases thoroughly before deciding to buy. We receive few complaints here at Carsguide to suggest there are any issues worth noting with the car,but that could simply be a result of the low sales.It's also worth checking where you could have the car serviced, as the dealer network isn't as large as some other brands and that could mean a longish trip to have an oil change and lube job. There are specialist mechanics around who not only know the Renault brand, but also take pride in working on the cars, and that often means you'll get a better job from a more conscientious worker.Look for oil leaks around the engine, check for coolant leaks as well, and make sure your chosen car has been regularly serviced. There have been reports of poor AM radio reception, even in major cities, and that suggests Renault Australia hasn't done its homework.SMITHY SAYSComfortable transport with refined road manners, with a few small issues. No bargain. One for the diehards.Renault Laguna 2008-2010Price new: $42,990 to $49,990Engine: 2.0-litre turbocharged 4-cylinder, 125 kW/270 Nm; 2.0-litre turbo-diesel 4-cylinder, 110kW/340 NmTransmission: 6-speed auto, 6-speed manual, FWDEconomy: 8.9 L/100 km (petrol), 6.0 L/100 km (TD)Body: 5-door hatch, 4-door wagonVariants: Expression, Privilege, DynamiqueSafety: 5-star ANCAPCOMING UPDo you own a Ford Fiesta? If so tell us what you think of itby sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010.