Renault Reviews

The spy scandal at Renault shows it's capable of some classic Inspector Clouseau behaviour. Three former executives are now destined for huge compensation payouts after being falsely accused of flogging secrets to the Chinese. They were fired on the word of a paid informant.But Renault had been the victim of a scam. It's all going to get very messy and has tarnished the do-no-wrong reputation of chief executive Carlos Ghosn, who has sacrificed his bonus and issued a humiliating apology. Hindsight is easy, but I could have told them they were revving up the wrong engine. I offered to spill the beans on the Renault RS250 down at Emperor's Garden and didn't come away with so much as a dim sim.The RS250 is a feisty hatchback along the lines of the Volkswagen Golf GTI but a little bit pricier and French. Things get better from there. It's about the same weight but extracts more power from its 2.0-litre turbocharged four-cylinder engine. With another 29kW, it's quicker to 100km/h by what is, in hatchback terms, a chasm: 0.8 seconds.At a shade over 6 seconds to the limit, the RS250 is right at the pointy end of hatchback performance. Apart from outright oomph, it has a limited slip differential to help traction and that bane of powerful front-wheel drive cars, torque steer, is largely absent.DESIGNLike the GTI, the RS250 is based on a bread-and-butter hatchback, in this case the Megane. The trick with these cars is to make them look hot and drive well without destroying the hatchback's inherently practical formula.The RS250 looks great, much better than the standard car, although there are some compromises from the two-door layout. The doors themselves are long, the rear is occasional-fit for full-size adults and the hatchback loading lip is high and narrow.The Trophee variant driven here gets 19-inch wheels and snug Recaro seats up front with a squab that lacks tilt adjustment. It took a while to find the right position. Ahead are dials, set at a difficult angle to read. I wouldn't want to rely on them to keep me legal.INTERIORMaterials are a mix of soft-textured plastic on top of the dash and hard, featureless plastics elsewhere. There are some vestiges of the left to right-hand drive conversion, including a start button and handbrake that are closer to the passenger than the driver.There's also that perennial French specialty, the multi-function wand. In its familiar place at 4 o'clock behind the wheel, it now has nine controls that allow audio and other functions to be accessed without taking your hands off the wheel. Unless you want to turn cruise control on. Then you'll spend ages looking for a switch located - absurdly - behind the gear shifter.DRIVINGAs soon as the turbo is on boost - and it doesn't need many revs - the low-down torque is there to make around-town driving less of a constant gear change. That said, it's still possible to stall it because below a certain point nothing happens and the clutch take-up is a bit high. I wasn't a huge fan of the gearshift action either, but that's being picky.The brake and throttle are nicely positioned and the steering wheel is a beauty. The car steers sweetly and with four-piston Brembos at the front, pulls up with authority. Best of all, I liked the car's overall composure, which is first rate and would not disgrace something much more expensive.It's set up with some firmness, as you would expect, and plenty of discipline so it retains contact with the tarmac over bumps. Despite this, there's enough initial cushioning to make it comfortable. This translates into tidy and accomplished dynamics, which make it quick then quicker along a windy road until you reach the - fairly distant - point where it wants to run wide.Quirks aside, the main drawback of the RS250 was a bit too much tyre noise from skinny 35 ratio tyres. On their own they can be a bit loud. Combined with the noise of the turbocharged engine, which occasionally sounds good but mostly sounds industrial, the cabin ambience alternates between a thrum and a drone.VERDICTIf I had younger ears and was after something small and feisty, the RS250 would be on a short list next to the Golf GTI.Read more about prestige motoring at The Australian.

This is not so much the best hot hatch for anything like the money as something that stands the hot hatch category on its head, shakes out its pockets and shoots through with its keys. Everything comparable is over priced or too polite.A hot hatch is traditionally a top line but still relatively affordable model, one that is essentially a tooled up version of a humbler shopping trolley. And yes, the stunning RS 250 is derived from Renault's modest Megane (a car with much to be modest about).It has, however, as much commonality with its parts donor as a sub-machine gun with a musket.VALUEIf performance were the sole measure, we'd be moving on straight away, attaining 100km/h all of 6.1 seconds after we'd started (about the time taken to recite in full the model's name). Pace, as we'll see, is not even half the story.In tangible and tactile terms, the Cup edition gets sports seats, leather steering wheel and matching gearknob, carbon-fibre-effect dash, onboard telemetry via the Renault Sport Monitor and a Power Start feature that controls wheelspin under flat-out acceleration.The (even) more track-focused Cup Trophy gets rear seat space eating Recaro thrones, tyre pressure monitoring, folding mirror, smart card key with neat its hands-free entry and engine start functions, Bluetooth, iPOD audio streaming, dual zone climate control, RS Monitor Display and entirely necessary rear parking sensors.There's also optional 19s with smoky alloys. Go on. You know you want to.TECHNOLOGYMulti-stage electronic stability program allows increasing degrees of freedom, though as is true of the whole construct, you really want a racetrack to play with it. Engaging its Sport setting in turn allows access to the torque regulator's Sport and Extreme mode via the stalk mounted "mouse".No gimmick these. All are genuinely distinctive and useful, though you're almost always going to choose Linear in urban running and Sport whenever circumstances permit impactful acceleration.For all the plethora of info charted through the centre console - G-Forces, lap times, gear shift alert warnings - it's the 250's tried and true tech that most manifests itself. That's a mechanical limited slip differential up front - as opposed to an electronic approximation (a la Golf GTI) - and a rear torsion bar. The suspension is bespoke, lowered and tautened.SAFETYObserve, as if you could avoid seeing them, the immense, bright red Brembo four-piston brake callipers gripping huge 340mm ventilated disc rotors on the front wheels and solid 290mm jobs at the back.There's seatbelt warning lights for all five seats (though how you can hardly be unaware of the bright yellow straps), tyre pressure monitoring, bi-Xenon directional headlamps, auto headlamp activation, auto windscreen-wiper activation, cruise control, speed limiter, ESP with understeer control and emergency brake assist. The spare's a 17-incher.DESIGNAs the danger of going over the top loomed, Renault's designers applied the Brembos hard, leaving the 250 teetering on the brink of the overly stylised. Make of it what you will it is distinctive and, in a dark metallic as opposed to signature yellow, faintly menacing - all flared wheel arches, sharp creases and day time running lights that, somehow, appear reptilian.Opening the door is to appreciate the most obvious connection to the (much) lesser Megane, though the impression is rapidly overwhelmed by the racing accents: Recaros, yellow rev counter, a highly adjustable full grain leather steering wheel and aluminium pedals (and footrest - merci for that small mercy).DRIVINGWhen the 250 ceases to affect you, you're either hopelessly blasé or in need of rehab. It's an adult dose.Blast off from standing. There's minor but discernable hesitation, then an avalanche of torque and some amiable jiggling through the wheel. It doesn't come on as fluidly as we've come to expect from the direct injected turbo fours like the Golfs GTI and R; more in the manner of a jab to the solar plexus.Raw acceleration numbers are bested by others listed here, but in the French car the process feels more, shall we say, outré? That would be meaningless if it wasn't carried so utterly ably when the road ceases to be straight.This is where the 250 departs from the pack, holding the chosen line with amazing tenacity and an equally eye-widening absence of body roll or understeer. I'm reduced to the cliché that it corners as though on rails. If you remain convinced a front wheel drive hottie cannot be gratifying, here's one you must try.Can this be electric steering? There's another preconception with which we can dispense; this is completely linear, amply informative.Even for a practised but middling driver, such as me, on public roads, the 250 is a joyous thing, an almost unrecognisably enhanced shopping device perhaps, but one surely capable in more assured hands than mine (and on a race track) of undoing high end performance machines for which made sums are demanded.Yet in urban surrounds, Frenchie is almost urbane, acceptably firm but not skittish. With torque delivery dialled down you can negotiate car parks just as adeptly as a quiet B-road cutting. Not perfect perhaps, but, pound for pound, perilously close.VERDICTThe hot hatch to have; a joyous giant slayer.

As a coupe the Renault Megane is a smart Euro-styled car with a huge glass roof, but it comes into its own when the hardtop is stowed for open-air motoring.ValueTHE pleasure of roof-down motoring is a $16,000 premium over the top-spec Megane hatch and adds 160kg to the weight. That puts it right in the running for compact cabrio buyers.  The competition is fierce with the Ford Focus, Holden Astra and VW Eos all within $1000.  Beauty is in the eye of the beholder, though, which is why Renault Australia expects this car to grab a solid slice of the market.TechnologyTHE Karmann-designed folding hardtop isn't the quickest operating system on sale, but it does a good job of insulating the occupants from exterior noise.  Renault also worked to quieten the car when stationary and it generally works - there isn't a lot of noise if you're stopped at the lights by yourself.The high waistline helps block sound and make the occupants feel secure.  Standard equipment includes a satnav, auxiliary and USB inputs, heated driver's seat and heated exterior mirrors, a glass wind deflector and an eight-speaker sound system.DesignTHE coupe-cabriolet carries the Megane family's front-end design DNA and will earn fans for its clean lines. It looks good with the roof up and is hard to pick as a convertible.The interior is smart and functional and the front seats automatically roll forward to increase access room for rear passengers. Lift the lid and lines still flow, but boot space is then limited to a couple of overnight bags.SafetyConvertibles compromise safety - it's hard to engineer as much structural protection into a vehicle that doesn't have a roof - but the Megane feels like a solid chunk of metal.The B-pillar has been reinforced for more protection from a side-on hit and a pair of pop-up roof arches deploy in milliseconds if the system detects a rollover.  Daytime running lights make the car more visible and a tyre pressure monitoring system will detect any loss of pressure if it becomes a major drama.Software runs from ABS with brake asssist and brakeforce distribution to electronic stability and traction control.DrivingWatching the windscreen flex by a couple of millimetres as the roof releases doesn't inspire confidence, but the chassis is more than a match for the engine and doesn't twist even if the camber changes mid-corner.The car's target market are style rather than drive enthusiasts, which explains why the coupe-convertible comes only with the continuously variable transmission rather than the six-speed manual in the hatch and sedan that helps drivers get the most from the 103kW/195Nm in the 2-litre engine.So it's not going to take on a VW Eos on the road, but will hold its own against it parked at the spa resort.  With that in mind, it is hard to argue with the dynamics of the compact cabrio.It sits flat in the turns and conversations aren't at shouting level even at highway speeds.  The steering is spot on and the suspension is soft enough to soak up most bumps without wallowing.  It's a horses-for-courses kind of car and if your tastes run to dressage rather than galloping, the Megane is a good thing. 

Renault was late coming to the SUV scene, but when it did arrive it did so with quite a bang in the form of the Koleos.  Given its association with Nissan and access to the Japanese carmaker's off-road expertise it was inevitable that Renault would build an SUV. It was also a given that when it did it would be a competent off-roader.MODEL WATCHThe Koleos was something of an international traveler in the auto world being the product of the French-Japanese alliance between Nissan and Renault and built in Korea by Renault Samsung Motors.While the Koleos was based on the Nissan X-Trail and used the same all-mode 4x4 running gear from the X-Trail it brought a touch of French flair to the SUV scene.At first glance you would not have guessed the five-seater Koleos wagon was a close corporate cousin of the X-Trail, it had a fresh, attractive look that clearly set it apart from the more conservative looking Nissan.Renault introduced the Koleos with two levels of trim, the entry level Dynamique and the better-equipped Privilege, with 4x4 and 4x2 petrol and diesel models.The petrol engine was a 2.5-litre four-cylinder unit producing 126 kW at 6000 revs and 226 Nm at 4400 revs, while the 2.0-litre turbodiesel was available in two tune variants depending on the transmission choice.When linked to the manual gearbox it put out 127 kW and 360 Nm, but was detuned to take care of the auto and put out 110 kW and 4400 Nm in that combination.Renault cleverly offered the Koleos in two-wheel drive form, in which it was a regular front driver, or four-wheel drive form when it had Nissan's all-wheel drive 4x4-i system.  With the 4x4 system the Koleos could be driven in two-wheel drive mode, auto or four-wheel drive with a switch.In auto mode, it ran in front-wheel drive until the system detected wheel slip when it would begin driving the rear wheels as well. The maximum torque split between front and rear wheels was set at 50 percent.The transmission choices were a six-speed manual gearbox, a six-speed auto, and a CVT continuously variable transmission. The cabin was stylish and modern, and quite roomy, although tall occupants would find the rear a little cramped.The fit and finish was generally of a good standard, and the materials used looked and felt of a decent quality.IN THE SHOPThe feedback from the field is that little is troubling Koleos owners to date, which is a good sign that they are in for a reliable run.  Nissan X-Trail mechanical package isn't giving any indication of having problems and that should translate across to the Koleos as well.While the Koleos is unlikely to find its way off the black top it's still a wise move to check underneath for damage that might have been caused by going bush.Also make the usual checks for a regular service routine, and crash repairs to the body.IN A CRASHWith standard front, side and head airbags, stability control, and ABS anti-lock braking the Koleos was well placed to cope with a crash.  ANCAP gave it five out of five stars in its crash testing.UNDER THE PUMPRenault claimed the Koleos would do between 7.2 L/100 km (diesel) and 9.9 L/100 km (petrol). Carsguide readers report that on average they get 8.2L/100km from the diesel and 10.8L/100km from the petrol version.OWNERS SAYDara and her husband Brian were looking at a Nissan X-Trail before discovering the Koleos. They bought the Renault and say they love everything about it. It is great to drive, very quiet, the radio and speakers are excellent, and there is plenty of legroom for six- footers like Brian.David says his 2009 diesel manual Koleos has light steering, but a woeful turning circle, the seats are a bit flat and he would like more rear legroom. To date, with 40,000 km on the odo, it has been largely trouble free. His only issue has been blocking of the DPF filter, which was fixed with a dealer forced regeneration and an ECU upgrade so it doesn't get blocked again. Dealer servicing isn't Toyota cheap, but isn't BMW dear either.Paul Burke's Koleos is his third Renault, and he says he has had no trouble with any of them. With five alloys, heated electric seats, choice of leather colour, and a split tailgate shopping is great particularly for oldies. The 2.5-litre auto cruises well and is so quiet, the sound system is unbelievable, and it runs on standard fuel.LOOK FORFresh stylish lookChoice of petrol or dieselProven Nissan mechanicalsRoomy cabinTHE BOTTOM LINEStylish French wagon with proven Japanese mechanical package makes for an attractive SUV package. 80/100

THE biggest loser is poised to become the biggest winner for Renault. The big-bottomed Renault Megane Hatch has gone on a diet and lost a lot of lard around the rear end. It's also lost a lot of weight in customer's hip pockets.In his first new product launch since taking over the reins of Renault Australia less than two months ago, Justin Hocevar is brisltling with excitement at the release of the Megane Hatch, Coupe-Cabriolet and RS250. "It's a less-polarising design," Hocevar admits.He believes the new Megane range will lift flagging sales with their high level of equipment "but not inflated price tags", simplified two-trim variants and charming Euro styling.VALUERenault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with a lot of standard equipment not included on the original model such as six airbags, cruise control, ESP, hands-free keycard and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, satnav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with satnav, heated seats and a folding glass roof from $45,990.The Megane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Troph#aacee from $46,990, adding Recaro seats, remote key, tyre pressure minitor and 19-inch alloys.TECHNOLOGYThe Megane Hatch and Coupe-Cabriolet share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. "Diesel doesn't fit our philosophy," Hocevar says. "Customers want high-revving engines and we don't want to dilute the business case at the moment with diesel."He says the high demand in Europe for diesel would create supply problems here. "The Australian diesel market is increasing, but it's still not high," he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING"These are not conservative designs," Hocevar says. However, the hatch now looks more like a lot of other hatches in the market, particularly French colleague, the Peugeot 308 hatch.The CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it's a little gaudy with yellow seatbelts, seat stitching and tacho.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection. There are also energy-absorbing bumpers to protect pedestrians.DRIVINGThe Megane Hatch distinguishes itself as a quiet and comfortable ride with solid road manners and the ability to boogie when the roads get a little twisty.It's always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the gears.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic.The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times.Front-seat passengers will enjoy the high command position and the sense of space. In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins.The glass roof only has a gauze cover which is not enough to shield passengers against the sun's harmful rays, glare and heat. With the top down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says, "This is how it should be driven."The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault's venerable sport stable that goes all the way up to Mark Webber's work car. "This is not just stick-on badges, but ground-up reworking," says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it's simply too quiet until it's hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches.At least the LSD ensures there is little wheelspin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design. There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part.It remains to be seen whether the company can restore some faith in this quality Euro marque.Renault MeganeMegane Hatch: $22,990 (Dynamique manual or $25,990 driveaway), $24,990 (Dynamique CVT), $29,990 (Privilege CVT) $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Engine: 1997cc (1998cc RS), 16-valve, 4-cylinder (twin-scroll turbo RS)Power: 103kW, 102kW (Dynamique manual), 184kW (RS)Torque: 195Nm, 340Nm (RS)Transmissions: 6-step CVT, 6-speed manual

JUST as the Jetta is a Golf with a boot, so too the Renault Fluence is a Megane with a boot.But it is so much more. With a 4.6m body length and 2.7m wheelbase, this is a genuine five-seater that puts this "small car" closer to the medium-sized category.Yet this isn't the replacement for the Laguna. That's the even larger Latitude which is coming early next year. New Renault Australia boss Justin Hocevar is optimistic that the Fluence will rank alongside the new Megane Hatch and Koleos compact SUV as the biggest sellers in their range.The Fluence is arriving in our showrooms now in the company's new strategy of two trim levels, Dynamique and Privilege. Hocevar says the two-trim strategy will be less confusing for customers.VALUEThe Fluence sedan will sell for the drive-away price of $25,990 for the Dynamique manual. It is listed at $22,990, the CVT is an extra $2000 and the top-spec Privilege with CVT is listed at $29,990. That aligns it more closely with the Japanese competitors than its Euro counterparts.Yet Renault hasn't cut corner on features. The Dynamique includes a smart key card for keyless unlocking and engine starting, Bluetooth connectivity with music streaming and dual zone climate control air conditioning.Privilege adds satnav, a 3D sound system, electric glass sunroof, black leather upholstery, passenger seat height adjustment with lumbar support, multimedia connection box (aux input socket and USB), rear parking sensors and 17-inch alloy wheels.TECHNOLOGYThe Fluence shares engine and drivetrain with the Megane Hatch. It's powered by a two-litre four-cylinder engine with 103kW and 195Nm of torque, married to a six-speed manual or a six-step CVT.Satnav is included on the Privilege trim, but because they have run out of room for buttons on the centre console, you get a remote control. This could easily get lost under a seat and it's fiddly to use, although it does allow back-seat drivers to really tell you where to go.STYLEThe new Fluence is an elegant small sedan with a generous 4.6m body length and 2.7m wheelbase creating a lot of space for five people.Streamlined, horizontal headlights and taillights give the vehicle a feline look. It's elegant in its simplicity, but a little fussy around the lower door sills.Inside, it is an identical setup to the new Megane, except for a larger rear bench, much more legroom and headroom, and, of course, a boot. That cargo area is one of the biggest in its class at 530 litres and the access is wide and low with a flat boot floor and a 60/40-split folding rear seat for carrying long items such as a surfboard.The cabin is airy and comfortable with plenty of soft-touch surfaces, especially where you might want to rest a bony elbow. There is a lot of chrome around the door handles, instrument surrounds and gearlever knob, and a choice of light or dark leather upholstery in the Privilege.There are also some practical touches such as a chilled glovebox. Inside and out, the car has a high-quality fit and finish.SAFETYAll Renaults have a high specification of active and passive safety systems for their class. Standard safety systems include the now-standard ESP, all the usual braking systems and six airbags.It also features cruise control and speed limiter, automatic lights and wipers, fog lights and rear parking sensors on the Privilege.DRIVINGThe Fluence makes the refined new Megane almost seem harsh. It is eerily quiet, sophisticated and rides with the composure of a much bigger car.Steering is ultra-light at low speed for easy parking and firms up as speed gathers with a nice weight and feel. Despite its comfy rid, it still swaps direction on twisty roads with aplomb.Renault claims the Fluence's specific roll angle is 0.42 for lateral acceleration of 1m/s2 compared with a segment average of 0.45. It's all technical gobbledygook, but it means it sits flat in corners and won't make the kids sick in the rear bench.While the CVT makes the engine scream, the noise is fainter than in the Megane thanks to sound insulation. Inside, it is identical to the Megane, except for the extra room front and back.VERDICTThe elegant Fluence should win some customers in the growing small-to-medium sedan category with its high levels of features, its sophisticated looks, its quiet ride and its attractive price tag.Renault FluencePrice: $22,990 (Dynamique man, $25,990 driveaway) $24,990 (Dynamique CVT), $29,990 (Privilege CVT)Engine: 1997cc, 16-valve, 4-cylinderPower: 103kW @ 6000rpmTorque: 195Nm @ 3750rpmTransmission: 6-speed manual, 6-step CVTTurning cycle: 11.1mWheels: 6.5 J 16 and 17 inchTyres: 205/60 R16 and 205/55 R17Brakes: 280mm ventilated discs (front), 260mm solid discs (rear)Suspension: MacPherson struts (front), flexible beam (rear)Economy: 7.8L/100kmCO2: 184g/km (185 CVT)Fuel tank: 60 litresKerb weight: 1328kg (man) 1369 (CVT)Dimensions (mm): 4618 (l), 2037 (w), 1501 (h), 2702 (wheelbase), 156 (clearance)

THE “under new management” sign has been hung out at Renault Australia. In the third relaunch of the French brand in Australia in recent years, new boss Justin Hocevar promises new models, a 400 per cent increase in financial investment from the parent company and a “fresh” management team.The former Mini boss also brings with him a couple of his former Mini colleagues, immediately jumping into the deep end with the Australian International Motor Show, annual budget reviews, a national dealer meeting and the media launch of four new models – Megane Hatch, Megane RS250, Megane Coupe-Cabriolet and Fluence sedan, a joint venture with Nissan.“These are the basis of the recovery of our brand in Australia,” Hocevar says. “Renault has been underestimated for too long in Australia.” According to the latest sales figures, the company is “underestimated” by about 30 per cent.VALUEHocevar says the new models arrive with “more equipment, but not inflated price tags”, simplified two-trim variants (Dynamique and Privilege) and charming Euro styling. Renault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with “a lot of standard equipment” not included on the original model such as six airbags, cruise control, ESP, hands-free key card and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, sat nav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with sat nav, heated seats and a folding glass roof from $45,990.The Mégane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Trophée from $46,990, adding Recaro seats, remote key, tyre pressure monitor and 19-inch alloys.The Fluence sedan will sell for the drive-away price of $25,990 for the Dynamique manual. It is listed at $22,990, the CVT is an extra $2000 and the top-spec Privilege with CVT and sat nav is listed at $29,990.TECHNOLOGYThe Megane Hatch, Coupe-Cabriolet and Fluence share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It also comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. “Diesel doesn’t fit our philosophy,” Hocevar says. “Customers want high-revving engines and we don’t want to dilute the business case at the moment with diesel.” He says the high demand in Europe for diesel would create supply problems here. “The Australian diesel market is increasing, but it’s still not high,” he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING“These are still not conservative designs,” Hocevar says. However, the Megane Hatch has gone on a diet and finally loses its controversial flabby bottom. “It’s a less polarizing design,” Hocevar admits.The hatch now looks more like a Peugeot 308 hatch. CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it’s a little gaudy with yellow seatbelts, seat stitching and tacho.The new Fluence is an elegant small sedan with a generous 4.6m body length and 2.7m wheelbase creating a lot of space for five people. Inside, it is identical to the Megane, except for a larger rear seat, more legroom and, of course, a boot.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection.There are also energy-absorbing bumpers to protect pedestrians.DRIVINGWith four cars to get through in one day at the national launch in country Victoria, it was difficult to gain detailed impressions. However, the Megane Hatch distinguished itself as quiet and comfortable with solid road manners and the ability to boogie when the roads get a little twisty.It’s always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the “gears”.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic. The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times. Front-seat passengers will enjoy the high “command” position and the sense of space.The Fluence makes the Megane almost seem harsh. It is eerily quiet, refined and rides with the composure of a much bigger car. Steering is ultra-light at low speed for easy parking and firms up as speed gathers with a nice weight and feel. While the CVT still makes the engine scream, it is fainter in the Megane. Inside, it is identical to the Megane, except for stacks of leg room front and back.In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins. The glass roof only has a gauze cover which is not enough to shield passengers against the sun’s harmful rays, glare and heat.The top goes down when stationary in 27 seconds, not the claimed 22. Once down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says “this is how it should be driven”. The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault’s venerable sport stable that goes all the way up to Mark Webber’s work car. “This is not just stick-on badges, but ground-up reworking,” says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it’s simply too quiet until it’s hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches. At least the LSD ensures there is little wheel spin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design and the Fluence should win some customers in the growing small-to-medium sedan category.There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part. It remains to be seen whether the company can restore some faith in this quality Euro marquee.New Renault modelsMégane Hatch: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Fluence: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990

SPACE and power are king when considering what makes a good snow mobile.  Sure, heated seats, good demisters, a great sound system and cup holders can make the trip less arduous.But these little luxuries are worthless if you can't fit the kids - or your mates - and all their snow gear and supplies as well.  So how does the Renault Koleos stack up?  Built on a Nissan X-Trail platform, the Renault soft roader is a solid performer and, apart from the ugly front grille, more attractive than the X-Trail.As a relatively nimble town runabout that heads to the snow once or twice a year it's a compromise of power and space that will appeal to many - particularly couples and young families looking for everything in one vehicle.  The rear luggage area is easy to access and will cope with a couple of large suitcases and two or three smaller bags (more if the rear seats are folded down).There are also storage bins under the front seats and rear floor and an extra large glove box.  A removable rear centre armrest means skis can be pushed through, although the model I tested is fitted with roof bars.  The cabin is snug, with seats that offer the perfect combination of support and comfort for a long trip.The scenery is also easy to enjoy, even from drivers seat, with panoramic windows all around and an electric sun roof to make the most of any winter sun.  Leg room in the back is a squeeze for larger adults on a long trip but, with airline-style rear seat trays, is perfect for kids and teens.The 2.5-litre premium petrol version I tested was underpowered for lengthy mountain climbs with a full load, but a turbo-charged two-litre diesel version is available and would provide more pulling grunt.  Safety features include six airbags, ESP, ABS, front and rear fog lamps, electronic park brake and parking sensors.The all-wheel drive 4x4 version tested also boasts hill-start assist and hill-descent control.  And then there are the little extras that help you arrive at the slopes fresh and ready to go...The list includes leather seats, sat-nav, Bose sound system, keyless entry, push button start, easy to use steering wheel controls, dual zone air conditioning, integrated side shade screens and even a wide angle child minder rear vision mirror.

Their success has taken some of the heat out of the troubles the brand has experienced trying to build local sales momentum. When the first limited run of 85 Clio Renault Sports arrived in 2001 they sold out quickly. It subsequently established itself as a highly desirable enthusiasts' car.The story is the same for the newest Clio Renault Sport 200. Dealers have already snapped up their allocations and queues are forming for the 100 expected to arrive over the next 12 months.Price and marketTwo versions are available, the $36,490 Sport 200 Cup and the $38,990 Sport 200 Cup Trophee, which replaces the R27. Renault Australia managing director, Rudi Koenig, says he expects the Trophee to make up the bulk of orders. Koenig admits that Renault has been doing it tough, particularly as it did not sell any vehicles last year to rental fleets.However, he says Australia is now getting better attention from France. "We have more focused support," he says. "The Sport 200 is an important car for the brand too. "It is important for our enthusiast base and as a halo for the brand."Drivetrain and equipmentThis halo car continues with a normally aspirated 2.0-litre four cylinder, developing 147kW at 7100 revs and 215Nm at 5400 revs, up 2kW over the old car. Renault does not feel the Clio needs turbocharging to beat its competition. It will still hit 100km/h in a respectable 6.9 seconds and has a top speed of 225km/h.Both models have the appropriate go-fast bits, from rear diffuser, high-performance Continental tyres, flat underbody, 17-inch alloys, quicker steering ratio, powerful Brembo brakes and sports suspension. The front suspension is what Renault calls a ‘double axis’ strut set-up using aluminium components to shave 7.5kg off the suspension weight.The rear torsion beam has been firmed up 25 per cent and a thicker anti-roll bar fitted. Safety kit runs to eight airbags, switchable electronic stability control, anti-skid brakes and traction control. The Trophee has a hands-free ignition card, heated and folding rear view mirrors, Recaro sports seats, 17-inch BeBop alloys and carbon fibre highlights.DrivingAll the questions about the previous Clio Renault Sport have been answered. The previous 2.0-litre four was a great engine but didn't deliver its best until very high in the rev range. It was too peaky. The newest 2.0-litre is sweeter and more flexible, with a flat torque curve that still manages to deliver a considerable shove in the back when you bury your foot. Renault says that 95 per cent of the torque is produced at 3000 revs. That means plenty of urge is on tap exactly where you need it.The new six-speed manual is crisp and the first three ratios are shorter to provide better low-down response. Buyers also preferred the Cup chassis which is the standard now. They also said the interior was too spartan so now it's appropriately prestige with a touch of class absent in the previous models.Finally, a $1500 haircut off the entry price and $1000 off the Trophee, which replaces the R27, is also expected to win friends. Although our drive experience was restricted to a racetrack, not the most ideal road to assess a car, the Sport 200 remains true to its pedigree.You can throw it into a corner with confidence, even with the stability system disabled. There's no torque steer, and power gets to the ground without fuss. The brakes are almost ridiculously powerful for the size of the car, the steering sharp and the body control impressive. The breed has been strengthened and the driving experience enhanced.

Anyone with a burning desire to drive a go-kart with a roof and a radio, Renault has what you need.  It is a fix for something of a travesty - there are not enough people who have fun in cars any more.I'm not talking about back-seat work at the near-extinct drive-in, it's the joy of driving that has disappeared.  Sanitised to the point of blandness are many of the cars on the market today - cleaner, safer and better-equipped certainly - but what about the fun? Book yourself a track day and get into one of these.The sporty Clios have more than done their bit to reverse this trend and none more than the Clio Renault Sport F1 Team R27.  It's the hard-core version of the Clio Renault Sport 197 - not exactly a demure shopping trolley - but with performance 7mm lower 'Cup Chassis’ suspension, charcoal alloy wheels, red brake calipers and Recaro sports-seats among the key extras.The seats drop the weight by 6kg and are the first thing you notice - particularly if you misjudge the entry, which is not a comfortable experience.  You'll appreciate the strong side bolsters if you test the car's mid-corner grip, but procreation might be put on hold for little while as well.DrivingThe 145kW/215Nm 2.0-litre engine fires up with a slight exhaust flutter that doesn't scream hot hatch, but the rest of the car - with rear diffuser, side vents, decals, alloys and Brembo brakes - does, so introverts need not apply.  The six-speed has a shorter throw than I remember from its sibling and the ride quality better than expected.Despite 37 per cent stiffer front and 30 per cent stiffer rear springs, and dampers that have been toughened up by 10 per cent, the ride is firm but not super-hard and jarring; I've driven harder-riding cars that don't corner like this one.The negative issues are few - in suburban traffic it’s the brakes, which are good when you're using a fair chunk of their capacity on a back-road run, can get grabby and a little difficult to apply smoothly in traffic.  Some of that may also be due to the close-set nature of the drilled-alloy pedals, which are better suited to the dainty-of-foot, not those of us with broad, size 13 feet.The engine is flexible and doesn't need to dwell in the top half of the tacho to make decent forward progress around town.  There's no turbo trickery either - just a naturally-aspirated two-litre engine producing 145kW and 215Nm and sending it to the front wheels via a six-speed manual gearbox.But find some corners and the 1221kg R27 totals much more than the numbers suggest - it barely needs to bother the Brembos in the way into a corner and only major bumps cause consternation from the inside front wheel on a full-throttle exit.  Twirling the sports leather-trimmed wheel through its 2.8 turns lock-to-lock is an amusing past-time, of that there is no question.The little brat of the Renault range just rips through corners and throws mini-tantrums until you find some more ... or perhaps the tantrums were coming from the driver.  There's ample information for the driver and the stability control is very relaxed, leaving the driver alone unless absolutely necessary.The driver has sound system controls behind the wheel which would be handy once accustomed to the functions, but there's plenty in the cabin that is a little French in its methodology.Other gear on the features list includes dual front, side and curtain airbags, climate control, cruise control, stability control and 17in wheels.  Only 40 R27s will be imported into Australia, which is a shame - more people should be enlightened as to how a front-wheel drive car can handle.