As far as models within the French marque’s arsenal go, the Mégane is definitely one of Renault’s more recognisable. And as 25 000 five-door variants have been sold locally since generation one was introduced in 1996, it is also one of the more popular. This week, Renault SA launched the fourth-generation Mégane model.
A handsome new face
As with its predecessors, the Mégane is a stylish proposition in the C-segment. Distinctive head- and taillamps help set this newcomer apart from its main rivals, the Ford Focus, Mazda3, Opel Astra and Volkswagen Golf.
Slightly lower and wider than its predecessor, the new Mégane boasts a shorter rear overhang, but has grown in the wheelbase, which will benefit passenger room.
Upmarket interior
Inside, Renault has certainly lifted its game. Soft-touch materials abound and, in higher-spec models, Alcantara features as the upholstery of choice.
The firm’s R-Link infotainment system is standard fare across the range. Lower spec variants make do with a 7-inch touchscreen while the GT-Line and GT models employ a tablet-like 8,7-inch screen.
The line-up
The model line-up, for now anyway, comprises four derivatives, starting with the 1,6 Dynamique and ending with the range-topping GT Turbo EDC.
The 1,6 Dynamique is powered by the same naturally aspirated, 84 kW/156 N.m engine as the outgoing model and is available solely with a manual gearbox.
Another carryover powerplant is the 1,2-litre turbopetrol, which produces 97 kW and 205 N.m. This model can be specified with a manual or auto transmission. The latter is a 7-speed twin-clutch unit.
The GT model features a 1,6-litre turbopetrol motor, which boasts peak power of 151 kW and 280 N.m, available only with the EDC option.
On the road
At the local ride-and-drive event, we sampled the GT-Line models on the roads around the Delmas and Bronkshorstspruit area, not far from OR Tambo International Airport.
The manual-equipped car feels as peppy as the numbers suggest and, thanks to the turbocharger, there was no drop-off in performance as usually experienced at higher altitudes.
The manual transmission is typical of the brand’s non-performance models; that is to say, lightly sprung and slightly rubbery. Renault has seen fit to utilise really long ratios, so much so that my co-driver was unawares he was in fifth gear for quite some time on a motorway.
The motorways in this neck of the woods are some of the finest in SA and in this scenario the Mégane is an adept cruiser, with an easygoing ride and refined nature.
On some of the B-roads that formed part of the route, we could feel the potholes and scarred tar quite noticeably in the cabin. Later inspection would confirm that Renault has not yet embraced independent rear suspension as Ford, VW and Audi have with their equivalent models. Under the Mégane’s rear is still a torsion beam.
Rear-wheel action
Despite sticking with very basic suspension – and engine tech, as all the engines use sequential injection – Renault has seen fit to introduce active rear steering in the new model.
At speeds under 60 km/h, the rear wheels steer counter to the fronts to increase manoeuvrability. As speeds increase above this threshold the rear wheels turn in the same direction as the fronts to increase high-speed stability.
Dynamic demonstrations at the launch event showed that the system works and at low speeds you can even see the rear wheels turning, which does appear sort of odd, initially.
Summary
With the new Mégane, Renault has a very capable car on its hands, but the real threats to the newcomer are two-fold: first, the firm’s historically poor after-sales record and second, the Volkswagen Golf.
The first Renault addresses with a five-year/150 000 km mechanical warranty and five-year/90 000 km service plan, which should bring peace of mind to prospective buyers. However, to beat the evergreen and class-leading Golf is a slightly more difficult prospect. Will Mégane succeed in doing so? Only time will tell…
