Over the years, value-minded enthusiasts have had various pools of vehicles to choose from. For a time, it was the relatively unknown JDM heroes that offered big performance for little outlay, then it grew to more modern Europeans which had been killed by depreciation but weren’t yet old enough to develop much in the way of cachet. But in today’s wild market, everything is desirable and performance bargains are growing increasingly difficult to find. Perhaps the French have an answer though.
The batch of RenaultSport-fettled third-generation Meganes are diamonds in the rough, offering an accomplished chassis and gutsy powertrains for, feasibly, less than the price of a base model Kia Picanto. The questions only bloom from there, however, as there’s a dizzying array of variants which, for the uninitiated, can be hard to wrap your head around.
Today we’re speaking about the second-generation of RenaultSport Meganes, based on the third-generation hatchback; namely RS250, RS265 and RS275 variants.
Like the original RS-badged Meganes (built on the second-generation vehicles), the fast Frenchies remained subscribed to the front-drive, six-speed manual, turbo-four formula. Renault’s 2.0-litre twin-scroll turbocharged F-series inline-four (comically abbreviated as F4Rt) traces its basic design back to Renault’s innovative DOHC 1.6-litre diesel-four of the 1980s. Here, it appears in various states of tune from 184kW/340Nm in the RS250 to 201kW/360Nm in the RS275.
While the strut front/torsion beam suspension layout isn’t ground breaking, beneath the front end sat Renault’s torque-steer quelling Perfohub, similar to the Ford Focus RS patented RevoKnuckle design.
They were lauded machines in their day, earning rafts of praise from motoring media around the world and, with this generation’s RS265 Trophy and RS275 Trophy-R, held the Nürburgring crown as the world’s fastest front-driver, twice.
Essential checks
The Megane RS250 launched locally in late 2010. Australia’s appetite for performance saw the Cup chassis fitted as standard, yielding a lower
kerb weight and ride height, more rigidity, a mechanical LSD, 15 per cent improved anti-roll stiffness and a 35/38 per cent increase in spring rates front and rear. The Cup Trophée added features such as Recaro Sportser CS seats, premium stereo, tyre-pressure monitoring and folding mirrors.
In 2011, the RS265 Trophy was released as a limited edition, weighing 1387kg and producing 195kW thanks to a new intake and an increase in boost to 21.8psi. The result was a Nürburgring time of 8:08 that shattered Renault’s previous front-drive record held by the cult Megane R26 R by nine seconds.
The RS265 soon replaced the RS250, retaining its uprated engine tune and received the range-wide update most easily identified by the elongated DRLs. Australian variants expanded across Cup, Cup+ and Trophy+ trim levels.
After SEAT pipped the front-drive Nürburgring crown with the Leon Cupra 280 in 2014, Renault returned serve with the 275 Trophy. Fitted with the Cup chassis as standard and power lifted to 201kW with the aid of a titanium Akropovic exhaust, this seemed like the zenith. Until the lighter and limited (just 50 for Australia) RS275 Trophy-R was released as a swansong.
Prices begin at just $12,000 for a pre-facelift RS250 Cup or RS265 Cup, although mileage runs high at around 180,000kms. Prices build from there as you walk up the range and model years, topping out at around $60k for lightly-used RS275 Trophy-Rs.
Body and Chassis
Rear guards are prone to stone chips which can lead to superficial corrosion if left untreated.
Owners have also reported of broken gearbox and engine mounts, signalled by excessive vibration.
Engine and Transmission
The F4Rt motor is generally well-regarded for its durability. Noisy cambelt pulleys are a common quirk, and should be replaced (along with the water pump) every six years or 120,000kms. Injectors can grow noisy but this is normal.
The gearbox can become loud too and, in the case of worn diff bearings, often caused by leaking driveshaft oil seals, which could require a replacement.
Oil leaks can appear at the top and bottom of the engine, so beware of blue and black smoke on startup. Pay close mind to service history and documentation.
Suspension and Brakes
Creaking at full lock is often caused by worn lower swivel joints, while owners report that ball joints also seem to be a frequent point of failure. Cars can suffer wear to anti-roll bar drop links and split rubber top-mount bushings. Owners report that underbody issues generally begin arising from 65,000kms to 80,000kms.
Interior and Electronics
Seat bolsters will be the first to display signs of wear, while damp footwells may signal blocked scuttle drains. Check for warning lights on startup and ignition. Airbag warning lights may simply be a case of a faulty seat sensor.
2014 Renault Megane RS265 Trophy specifications
| BODY: | 3-door, 5-seat hatchback |
|---|---|
| ENGINE: | 1998cc inline-4, DOHC, 16v, turbo |
| POWER: | 195kW @5500rpm |
| TORQUE: | 360Nm @ 3000-5000rpm |
| TRANSMISSION: | 6-speed manual |
| WEIGHT: | 1393kg |
| USED PRICE RANGE: | $12,000-$60,000 |
Three options you may consider
The Obvious
Ford Focus RS (LV)
Fellow Icon Buyer alumnus, the MkII Focus RS was a worthy rival of the RenaultSport crop but it was the Frenchie that finished higher at Wheels’ 2010 COTY. Focus commands higher median prices, but is a much rarer beast.
The Unexpected
Honda Civic Type R (FK8)
It was Honda’s Civic Type R that superseded RenaultSport as this generation’s watermark for front-driving prowess. Prices are comparable to that of top-end RS275s, but the driving experience of the Civic is all-time.
The Oddball
BMW M135i (F20)
Enthusiasts decried BMW’s move from rear to front-drive with the new 1 Series, which has seen values bolstered in the old twin-turbo inline-six-powered F20 generation. M135i opens at $30k, and M240i at $40k.
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