THE GALLIC ALTERNATIVE

New base model could be best current-gen Mégane yet

AS OF 2021, THE RENAULT MÉGANE RS HAS BEEN both refreshed and restructured into a simple two-tier range with a single engine and transmission. Both versions feature the 296bhp 1.8-litre turbocharged four-cylinder engine from the previous Trophy, mated to a six-speed dual-clutch transmission. The six-speed manual is therefore gone in the UK, which means the Mégane joins the growing ranks of hot hatchbacks – like the BMW 128ti and Golf GTI Clubsport on the preceding pages – that are auto-only. The previous RS’S rear-wheel-steering system is standard on both models, so too a valved exhaust and four-piston Brembo brakes.

We’re driving the RS 300, which along with smaller 18-inch wheels (although optional 19s were fitted to our test car) also features the softer Sport chassis, an open front differential and passive dampers. The top-tier Trophy has the firmer Cup chassis, a limited-slip diff and a lighter set of brakes behind its own set of 19-inch wheels, in this case forged alloy.

Has the consolidated range limited the Mégane’s appeal? Not a bit of it. In fact, the new RS 300 might just be the most complete current-generation Mégane RS so far.

While capability has never been lacking in this generation, to access the top-tier 297bhp engine you had to plump for the Trophy, which was fitted with the Cup chassis. Putting it simply, we found it a difficult car to engage with on the road as it pummelled you senseless with its relentlessly stiff suspension. Its iron-fisted body control and incredible reach into the tarmac was certainly impressive, but also punishing. Meanwhile the steering felt hyperactive with its combination of a fast rack and that rear-wheel steering, and its manual transmission was notchy and fickle.

This new base version not only combines the more potent engine with the Sport chassis for the first time, but also brings the dual-clutch ’box to the party. And do you know what? No RS Mégane has felt better on the road. As we found during our hot hatch extravaganza in issue 267, when equipped with this chassis the Mégane flows down the road with a poise and delicacy not too dissimilar to an Alpine A110. It does this without significant deterioration in body control too, allowing you to use its subtle lateral movement to read exactly what each corner of the car is doing.

‘IT COMBINES THE MORE POTENT ENGINE WITH THE SPORT CHASSIS’

This uncovers even more opportunities to exploit the Mégane’s hyper-agility and playful balance. The nose is just as laser-focused as before, and once locked into your chosen line there are plenty of options. Add a little more lock and the rear-wheel steer will neutralise the rear end; lift off the throttle and it’ll give enough angle to apply some corrective lock; the choice is yours. If there’s one element missing, it’s the mechanical locking differential, but then the extra traction it unlocks out of tighter corners comes at the expense of corrupting the steering.

The final element is the dual-clutch ’box. Shared with the Alpine A110, it has an almost identical rate of paddleto-shift response, while changes both up and down the ’box have an urgency and theatricality missing in most rivals. Even the column-mounted paddles feel good.

What we’re left with, then, is a Mégane RS with all the good bits from before combined with a calmer chassis and a transmission that genuinely suits the package. Renault Sport might be retired in a manner of speaking, but there’s still brilliance at work in Dieppe.