CocoPops
Honorary ///Member
Renault has finally pulled the covers off the eagerly awaited Megane Renault Sport at this year’s Frankfurt Motor Show. Aimed squarely at hot hatch rivals such as the Honda Civic Type R, Ford Focus RS and Peugeot 308 GTi, the Megane Renault Sport features a number of class firsts, such as four-wheel steering, hydraulic bump stops for the suspension and a cutting edge Renault Sport Monitor system allows owners to downloads video and performance data.
Crucially, the new Megane will be available in both standard and Trophy guises, with the latter getting more power, a stiffer Cup chassis and limited slip differential. While for the first time the Megane will be available with a choice of both manual and twin-clutch gearboxes.
The Megane Renault Sport has already been seen in disguised form, but this is the first time we’ve seen the car in production form. Based on the five-door Megane (there’s no three-door option this time around) it features bulbous wheel arches that are 60mm and 45mm wider than the standard car at the front and rear respectively, the Megane an impressively muscular and purposeful stance, while at the rear there’s a motorsport inspired diffuser and centre exit exhaust. It’s not as wildly styled as the Honda Civic Type-R, but Renault has worked hard on the aerodynamics, with decreases in both lift and drag over the old car. There’s certainly no denying the Renault’s obvious performance potential, particularly when finished in the new Volcanic Orange paint.
Yet while the Megane is more visually restrained than its rivals, under the skin it has arguably the most sophisticated chassis in the class. This is largely down to the inclusion of the firm’s 4CONTROL four-wheel steering system, which was first seen on the GT model. However, the Renault Sport engineers have worked their magic on the system, making it both faster acting and more precise. They’ve also integrated it with a vastly upgraded version of the old car’s PerfoHub front axle, which has been stiffened to make the most of the all-wheel steering.
As with the normal 4CONTROL set-up, the rear wheels turn in the opposite direction to the fronts and lower speeds to increase agility, before pointing the same way as the fronts to boost high-speed agility and stability. Chassis engineer Antoine Frey claims that heavily revised system results in a steering response that’s 20 percent faster than the old RS and 10 percent quicker than the similarly equipped GT. Yet the team has strived to make the set-up as natural as possible, with Frey revealing that, ‘with this new system you shouldn’t be able to tell that the car has four-wheel steering.’
The 4CONTROL set-up has also allowed Frey and his team to increase the anti-roll stiffness at the rear without any compromise in ride comfort.
All versions of the Megane get the hydraulic bump stops as standard. ‘These aren’t the same as those on the Clio 200’, explained Frey. ‘With the Megane’s system we can tune the stroke and maximum load.’
More importantly, the combination of the new bump stops and four-wheel steering means the Megane does without the adaptive dampers that many rival models use. This more straightforward, analogue approach has been taken with the limited slip differential, which is a wholly mechanical Torsen type (the old car had a simpler GKN item), which can send up to 45 percent of the engine’s torque to a slipping wheel. As Frey points out: ‘We didn’t use and electronically controlled unit because we were happy with the set-up off the front axle. Also, with the 4CONTROL already included we didn’t want too much tech.’
The limited slip diff is an option that can be specified with the Cup chassis, which also brings 10 percent stiffer springs and larger 19-inch alloys that are wrapped in 245/35 19 Bridgestone tyres – the standard versions get 235/40 18 Continentals. Another option for the Cup are the new cast iron and aluminium composite front discs, which result in a total saving of 3.6kg in unsprung mass. As with the standard set-up, these discs feature 355mm diameter and are clamped by Brembo calipers.
Image 7 of 19Renault Megane RS - front
Image 7 of 19
So much for making the Megane steer and stop, what about making it go? Under the bonnet is a new turbocharged 1.8-litre four-cylinder unit that made its debut sitting in the middle of the recently announced Alpine A110. In the Megane it produces 276bhp and 288lb ft, while the Trophy version due at the end of 2018 ups these figures to 296bhp and 295lb ft respectively. Both figure lag behind that of the Honda Civic Type R, but the Renault promises to be lighter, which means there should be little in it when it comes to the power to weight ratio.
Technical highlights include a cylinder head that’s been designed in cooperation with Renault’s Formula One squad, plus the adoption of a new, faster acting twin scroll turbo. The engine also gets the same mirror bore coating that’s used in the Nissan GT-R, while there’s also a higher capacity, dual intake air filter.
At the other end of the car is a neat exhaust system that aims to blend refinement with a sporty soundtrack without resorting to complicated electrically actuated flaps. Instead there’s cleverly designed back box that delivers a muted burble at idle, yet as engine speeds rise the change in pressure causes the gases to bypass the longer silencer tube and head straight for the exit pipe, essentially creating a louder straight-through set-up.
Image 8 of 19Renault Megane RS - rear
Image 8 of 19
As before the Megane gets a six-speed manual gearbox as standard. In fact, it’s exactly the same transmission as the old car’s, with the same gear set.
However, there’s now the option of a six-speed EDC twin-clutch set-up for the first time. This set-up is different to that used in the Clio, as it features a double wet clutches and hydraulic actuators, which combine to deliver shifts that are claimed to be faster and smoother. And while its heavier than the manual transmission, engineers claim the weight penalty is offset by greater efficiency and fractionally quicker acceleration off the line – the launch control equipped EDC should crack 0-62mph in under six seconds.
With the two pedal models, drivers get a choice of four shift strategies – Comfort, Natural, Sport and Race. Each ramps up the speed of shifts, while in race the transmission will hold ratios, only changing up or down when instructed by the steering column-mounted paddles. The same driver modes (plus Perso, which allows you to mix and match your favourite settings) alter the steering weight and throttle response while also loosening the stability controls grip on proceedings.
Another area of the car that’s benefitted from a thorough overhaul is the RS Monitor, which allows drivers to access data from their driving. As with the Clio you can see real-time performance data on the large 8.7-inch R-Link 2 infotainment screen, but the Megane takes the system a stage further with a number if new features. For starters, you can hook a dashcam or smartphone up to the RS Monitor and film laps on a track, which you can download and watch later. There’s also the RS Replay function, which allows drivers to share their video and data on social media with other RS owners.
The new Megane RS is likely to hit UK showrooms early next year, and while prices haven’t yet been announced expect to pay around £30,000 when it does go on sale.
Crucially, the new Megane will be available in both standard and Trophy guises, with the latter getting more power, a stiffer Cup chassis and limited slip differential. While for the first time the Megane will be available with a choice of both manual and twin-clutch gearboxes.
The Megane Renault Sport has already been seen in disguised form, but this is the first time we’ve seen the car in production form. Based on the five-door Megane (there’s no three-door option this time around) it features bulbous wheel arches that are 60mm and 45mm wider than the standard car at the front and rear respectively, the Megane an impressively muscular and purposeful stance, while at the rear there’s a motorsport inspired diffuser and centre exit exhaust. It’s not as wildly styled as the Honda Civic Type-R, but Renault has worked hard on the aerodynamics, with decreases in both lift and drag over the old car. There’s certainly no denying the Renault’s obvious performance potential, particularly when finished in the new Volcanic Orange paint.
Yet while the Megane is more visually restrained than its rivals, under the skin it has arguably the most sophisticated chassis in the class. This is largely down to the inclusion of the firm’s 4CONTROL four-wheel steering system, which was first seen on the GT model. However, the Renault Sport engineers have worked their magic on the system, making it both faster acting and more precise. They’ve also integrated it with a vastly upgraded version of the old car’s PerfoHub front axle, which has been stiffened to make the most of the all-wheel steering.
As with the normal 4CONTROL set-up, the rear wheels turn in the opposite direction to the fronts and lower speeds to increase agility, before pointing the same way as the fronts to boost high-speed agility and stability. Chassis engineer Antoine Frey claims that heavily revised system results in a steering response that’s 20 percent faster than the old RS and 10 percent quicker than the similarly equipped GT. Yet the team has strived to make the set-up as natural as possible, with Frey revealing that, ‘with this new system you shouldn’t be able to tell that the car has four-wheel steering.’
The 4CONTROL set-up has also allowed Frey and his team to increase the anti-roll stiffness at the rear without any compromise in ride comfort.
All versions of the Megane get the hydraulic bump stops as standard. ‘These aren’t the same as those on the Clio 200’, explained Frey. ‘With the Megane’s system we can tune the stroke and maximum load.’
More importantly, the combination of the new bump stops and four-wheel steering means the Megane does without the adaptive dampers that many rival models use. This more straightforward, analogue approach has been taken with the limited slip differential, which is a wholly mechanical Torsen type (the old car had a simpler GKN item), which can send up to 45 percent of the engine’s torque to a slipping wheel. As Frey points out: ‘We didn’t use and electronically controlled unit because we were happy with the set-up off the front axle. Also, with the 4CONTROL already included we didn’t want too much tech.’
The limited slip diff is an option that can be specified with the Cup chassis, which also brings 10 percent stiffer springs and larger 19-inch alloys that are wrapped in 245/35 19 Bridgestone tyres – the standard versions get 235/40 18 Continentals. Another option for the Cup are the new cast iron and aluminium composite front discs, which result in a total saving of 3.6kg in unsprung mass. As with the standard set-up, these discs feature 355mm diameter and are clamped by Brembo calipers.
Image 7 of 19Renault Megane RS - front
Image 7 of 19
So much for making the Megane steer and stop, what about making it go? Under the bonnet is a new turbocharged 1.8-litre four-cylinder unit that made its debut sitting in the middle of the recently announced Alpine A110. In the Megane it produces 276bhp and 288lb ft, while the Trophy version due at the end of 2018 ups these figures to 296bhp and 295lb ft respectively. Both figure lag behind that of the Honda Civic Type R, but the Renault promises to be lighter, which means there should be little in it when it comes to the power to weight ratio.
Technical highlights include a cylinder head that’s been designed in cooperation with Renault’s Formula One squad, plus the adoption of a new, faster acting twin scroll turbo. The engine also gets the same mirror bore coating that’s used in the Nissan GT-R, while there’s also a higher capacity, dual intake air filter.
At the other end of the car is a neat exhaust system that aims to blend refinement with a sporty soundtrack without resorting to complicated electrically actuated flaps. Instead there’s cleverly designed back box that delivers a muted burble at idle, yet as engine speeds rise the change in pressure causes the gases to bypass the longer silencer tube and head straight for the exit pipe, essentially creating a louder straight-through set-up.
Image 8 of 19Renault Megane RS - rear
Image 8 of 19
As before the Megane gets a six-speed manual gearbox as standard. In fact, it’s exactly the same transmission as the old car’s, with the same gear set.
However, there’s now the option of a six-speed EDC twin-clutch set-up for the first time. This set-up is different to that used in the Clio, as it features a double wet clutches and hydraulic actuators, which combine to deliver shifts that are claimed to be faster and smoother. And while its heavier than the manual transmission, engineers claim the weight penalty is offset by greater efficiency and fractionally quicker acceleration off the line – the launch control equipped EDC should crack 0-62mph in under six seconds.
With the two pedal models, drivers get a choice of four shift strategies – Comfort, Natural, Sport and Race. Each ramps up the speed of shifts, while in race the transmission will hold ratios, only changing up or down when instructed by the steering column-mounted paddles. The same driver modes (plus Perso, which allows you to mix and match your favourite settings) alter the steering weight and throttle response while also loosening the stability controls grip on proceedings.
Another area of the car that’s benefitted from a thorough overhaul is the RS Monitor, which allows drivers to access data from their driving. As with the Clio you can see real-time performance data on the large 8.7-inch R-Link 2 infotainment screen, but the Megane takes the system a stage further with a number if new features. For starters, you can hook a dashcam or smartphone up to the RS Monitor and film laps on a track, which you can download and watch later. There’s also the RS Replay function, which allows drivers to share their video and data on social media with other RS owners.
The new Megane RS is likely to hit UK showrooms early next year, and while prices haven’t yet been announced expect to pay around £30,000 when it does go on sale.
raise:
