Renaultsport has been producing Renault hot hatches for quite a number of years. Most have been modified versions of standard cars, but there was also a tiny hatch body into which a V-6 engine was installed behind the driver driving the rear wheels. So the guys at Renaultsport know a thing about sporty hot hatches, and the latest version – the
Mégane Renaultsport 250 – looks set to eclipse them all.
With a top speed of 156 mph (250 km/h), and a 0-60 mph time of 6.0 seconds, this sporty Frenchman is pretty quick. Of course, front-drive cars accelerate from rest slower than rear drive cars because the weight gets transferred away from the driving wheels when you first get going. On the open road, though, this will be a vey quick little coupe.
Coupe with 250 bhp
Powered by a 250 bhp 2.0 litre turbo engine, the new coupe looks the part, and has the latest suspension with variable stability control, and low-offset steering geometry. Starting with a smart coupe body, the new Renaultsport 250 starts with a big advantage over the more conventional hatchbacks of other hot hatches.
And that is something new for Renault, which has specialised in producing ugly ducklings for some years. At last, though, it is producing a slick coupe, with truly sport looks. Compared with the standard model, the Mégane Renaultsport 250 has its own front and rear ends, and large alloy wheels – 18-inch rims are standard, but 19-inch are available.
At the front, the main grille is wider than standard, and there is a blade inset into the grille to give a sporty look. Also, the wheelarches are widened to suit the large wheels, and at the back there is a central exhaust, wide diffuser and extra spoiler.
Inside, there are bucket seats, a simple instrument panel with a bright yellow rev-counter. Overall, a truly sporty hot hatch.
Turbo four gives 250 bhp
Now that four-valve engines are almost universal in petrol engines, it is an easy matter to get plenty of power for a hot hatch. To keep up with the competition, Renault has started with its 2.0 liter four-cylinder twin ohc engine, which is actually quite an old design with a cast iron block and aluminum head. The use of a cast iron block increases weight, which is not a good thing with front-wheel drive, but results in a stiffer block, well able to take the power.
The new engine, which is turbocharged, develops 250 bhp at 5,500 rpm, with maximum torque of 250 lb ft (340 Nm) at 3,000 rpm. The power is not exceptional, but is plenty for two-wheel drive, and the torque would have been considered pretty good for a diesel not that long ago. The red line is set at 6,500 rpm, and the power continues to that speed.
Cup model with GKN mechanical torque sensing diff
Power is transmitted through a six-speed manual box – no twin clutch sequential box here – and the final-drive includes a limited slip diff. On the standard model, this is electronic, and part of the ABS system, so it reduces the power delivered as much as it transfers it. However, on the Cup version, there is a GKN mechanical torque-sensing limited slip diff which really transmits the full power that is possible whenever a tire slips.
PerfoHub with low offset, good geometry
Although the suspension appears at first sight to be conventional, it is not. The basic set up is MacPherson struts at the front and a torsion beam at the rear. However, at the front, the struts carry hub carriers which can swivel on the struts. Called PerfoHub, this is the latest of a series of modified struts used by Renault on its hottest hatches for about six years.
As shown in the illustration, the hub is carried on a vertical link which is outboard of the strut, and pivots in ball-joints carried on lugs on the struts. The advantage of this layout is that offset at the hub is small, but the offset at ground level is also set to give good feedback. The result is that torque steer is minimal, yet the driver can feel what is going on. Ford uses a similar system on the Focus ST, but the original idea came from Renault.
The anti-roll bar is attached to the struts, so that there is no lost motion in the linkage. Of course, this is still a strut suspension system so it does not have such good geometry as wishbones, but the answer here is to use pretty stiff suspension so that the worst features are masked.
H-beam at the rear
At the rear, an H-beam axle, which acts as an anti-roll bar, but which is stiff enough to keep the wheels more or less perpendicular to the road when the car rolls, is used. Overall, the set-up and detail design are likely to keep the Mégane Renaultsport 250 at the top of the charts for track lap times.
In keeping with fashion, the Mégane Renaultsport 250 has large diameter wheels: 18-inch diameter as standard, and 19-inch as an option. On the Sport model, you get 225/40R18 tires, and on the sportier Cup model, you get 235/40R18s. The brakes are pretty powerful for a hatch, too, with 13.8 inch (340 mm) diameter vented discs and Brembo four-pot calipers at the front – they need to be big because with front-wheel drive the front brakes do almost all the work. At the rear, there are 11.4 in (290mm) diameter discs.
Three-way stability control
Electronics are used to set the performance the way you want it. In standard mode, the stability, traction control and emergency brake assist are all activated. In Sport mode, they still operate but come into operation at higher acceleration levels, and you can also switch them off completely, for example, for track driving. So you can have your fun and get added safety as well.
Overall, this new Mégane Renaultsport 250 is certain to be very quick on the road, and a welcome addition to the sporty hot hatch market, despite the fact that like all modern cars it is rather heavy – the kerb (curb) weight is 3,055 lb (1,387 kg).
