Two very different Renault cars
Renault Megane F1 R26/Clio III AU 1.2 16-VALVE
Within a few minutes of taming the beast that lurks under the bonnet of the Renault Mégane F1 R26, it became apparent that nothing had come to test remotely like this pulsating, almost animate, mechanical animal since I test drove Frank Fenech's awesome Mk1 Renault 5 turbo.
Both cars share a delightful wayward delinquency, but for totally different reasons. The '5' turbo enjoyed a turbo that provided so much of a 'time lapse' from the moment the foot was 'floored' on the throttle till it responded, and responded viciously, that unwary drivers could be caught out most interestingly half way round a corner with the car jumping sideways as if confronted by a striking 'cobra'.
Frankly the Mégane F1 performs at its least dramatic when being hustled along in first, second or third gear on a smooth, race-track like road, or if conditions permit, fourth, fifth or sixth gear, where undulating surfaces can be coped with without undue concentration being required.
So, our Italian protocol roads were a relaxing adventure. Zero to 100 km/h in 6.5 seconds ensured that very high average speeds could be maintained. Petrol consumption was interesting, averaging, without undue throttle responses over 28 mpg. However, even when using the gearbox as the designers intended, the mpg never dropped below 23.5 mpg; more than acceptable in a vehicle of this 'race-bred' type.
Before commencing the drive it was explained that, apart from the lack of 'roll-over' bars and struts, this car was ready to race.
This should have prepared me for the ultra-hard suspension, suspension that throws the car, at first unnervingly, when hard throttle is used on undulating roads.
There is a band on the steering wheel to show the 'pilot' when the wheels of the car are pointing straight ahead. And straight ahead they should point if the urge to move off fast and hard from rest cannot be overcome.
On the somewhat undulating road from Zebbiegh to Ghajn Tuffieha, at speed, in second and third, the car was darting around like a go-kart, and at first the temptation to correct the 'dart' by easing off the throttle pedal was impossible to resist.
With a little more confidence, I found that the car would self-centre by itself and, although progress with heavy throttle pressure was pretty dramatic inside the car, in reality the vehicle was darting no more than a metre or so from side to side and, as long as I slung along nominally in the centre of the wide carriageway on this stretch of road, hard use of the accelerator could be maintained.
This type of motoring provides an adrenalin rush of monumental proportions, but it also provides scope for very safe motoring, especially when overtaking, the most dangerous regular manoeuvre drivers have to undertake.
Once the driver ahead has been made aware, by headlights or a beep on the horn, that the Mégane is coming past, overtaking becomes safe and simple using the power, acceleration and torque, in the higher gears, that this race-bred Mégane provides.
The Mégane F1 is most certainly a comfortable, three-door, five-seat car. Nothing has been omitted from the interior; from the large boot with 60:40 folding rear seats to the instrument cluster and finger tip control radio/CD.
The front Recaro seats are both comfortable and satisfyingly 'thigh-gripping' when the car is being cornered hard. The 'drilled' pedals conform to sports-car norms.
Climate control keeps the occupants at a decent temperature and ABS with EBD and ESP with CSV understeer control and ASR traction control, explain why the car will self-correct under all but stupidly rough sections of the road. Lesson 1: read the road far ahead if accelerating to the full potential of the car.
Obviously the F1 has, as many inbuilt safety features as even the most critical would hope for, and when using the delightful car on a continental holiday Cruise Control with speed limiter will be of more importance than local motorists can appreciate.
At a glance
Engine capacity: 1,998 cc. Four cylinders, 16 valves, turbo-charged. Front-wheel drive.
Max. power: 230 bhp at 5,500 rpm.
Max. torque: 310 Nm at 3,000 rpm.
Performance 0-100 km/h: 6.5 seconds.
Max. speed: 236 km/h (147mph).
Suspension - front axle: independent pivot arm with rectangular lower arm and anti-roll bar.
Rear axle: torsion beam system, outboard attachment points.
Tyres: massive 235/40 on 18-inch wheels.
Disc brakes - front: drilled 312 mm diameter.
Rear: drilled 300 mm diameter. Red Brembo brake calipers.
Turning circle,
Kerb to kerb: 10.35 m.
Number of turns,
Lock to lock: only 2.74.
Kerb weight: 1,345 kg.
Will it fit into the workshop?
She comes in at 4,209 mm long, 1,777 mm wide and 1,457 mm high.
Would I own one?
Like a shot.
20070520-motoring--renault2.jpgSoon after Moses crossed the Red Sea, or so it seems, Renault came out with a couple of delectable small cars. The original Clio was voted 'Car of the Year', and the left-hand- drive-only Twingo more or less vanished from the local scene.
Clio III was voted, with its five-star rating in the EuroNCAP crash test programme, Car of the Year 2006. Not bad, years apart, to get the continuation of a fine idea to the highest pinnacle in motoring journalists accolades.
Why? 'Car of the Year', as compared to 'class winner of the year' has to be in effect 'all things to all drivers'.
Young and old, experienced and inexperienced, men and women - all have to be able to climb aboard a car and make it do as many of the normal things that any driver might wish for, without compromise.
This is an almost impossibly tall order, and yet the Clio has reached for the stars and won, twice, and it's French. What élan. Frankly, with a car possessing these credentials, it's purely a matter of personal preference whether a three- or five-door hatch is chosen.
Both can hold five people; both are extremely comfortable, and most easy to control. Even in the entry-level model that I tested there is: an on board computer, radio, air-conditioning, driver, passenger and side air bags, height-adjustable steering, great safety belts, ABS brakes, crumple zones if you get thumped, side protection struts, power steering, rev counter (great for all the enthusiasts who buy the Clio), power steering, remote central locking, electric front windows, and more, as standard.
I chose the three-door, 1.2 litre 75 bhp version because the theory is that this will be the most popular model for the family man who needs the seats, a maximum speed (to annoy the ADT, and possibly the police) of 167 km/h (102 mph), and spot on for its class, acceleration to 100 km/h, which will also annoy the ADT, but make the Wardens with their speed cameras happy as you reach that magic figure in 13.4 seconds.
I noted a large boot, but split rear seats only come on the EX versions. So this is a family carrier with a boot large enough for shopping, or the swimming gear and picnic for the family, or a couple of sets of golf clubs, saddle and harness, or a multitude of other objects.
Remember this was the 2006 'Car of the Year'. Having jumped straight out of the Mégane F1, there was a determination to really let the Clio prove that ordinary cars are fun to drive, and the best part of 100 km disappeared in the haze of a hot, late spring afternoon, some of the time with the windows open, some miles being covered in air-conditioned bliss. Frankly, I needed to get an idea of fuel consumption on a carefully chosen route, which would have a minimum of town driving but yet keep the speed down to 50 km/h or less for no more than five km.
Fuel consumption should range from 7.6 l/100 km travelled in town driving, to a miserly 4.9 l/100 km travelled out of town, with a reasonable 5.9 l/100 km in the combined town and country driving.
The routes chosen meant that speed rarely dropped below 60 km/h, so the engine was kept working efficiently, and yes, petrol consumption appeared to be about 5.3 l/100 km. As I expected from a 'Car of the Year'.
There was absolutely nothing to complain about in any way. Handling was good. Comfort levels, including the seats, was far more than merely adequate; interior space good; gear change (five-speed) light yet positive. Clutch, easy on the foot.
Brakes from 80 km/h, hands off the steering, with the ABS working hard, brought us to a complete stop fast and in a straight line.
Years of continual development have ensured that Clio III is a very pleasant, well engineered small car, in the finest European, not just French, traditions. I would be more than happy if family members plumped for this car as their own 'Car of the Year'.
At a glance
Engine: 1,149cc, four cylinders, 16 valves. It develops 75 bhp at 5,500 rpm with a maximum of 103 Nm of torque developed at a high 4,250 rpm. Euro 4.
Sadly, even the French have scrapped carbs in favour of multipoint injection.
There are five forward gears. The fuel tank holds a very refreshing 55 litres and, when you need to stop, the front brakes are discs of 260 mm diameter, and drums of 203 mm diameter stop the back wheels. The kerb weight of this model is 1,090 kg. It reaches 167 km/h and takes 13.4 seconds to reach 100 km/h.
But how much parking space does she require? 3,986 mm of roadway, 1,707 mm of road width and 1,496 mm of height.
Both cars share a delightful wayward delinquency, but for totally different reasons. The '5' turbo enjoyed a turbo that provided so much of a 'time lapse' from the moment the foot was 'floored' on the throttle till it responded, and responded viciously, that unwary drivers could be caught out most interestingly half way round a corner with the car jumping sideways as if confronted by a striking 'cobra'.
Frankly the Mégane F1 performs at its least dramatic when being hustled along in first, second or third gear on a smooth, race-track like road, or if conditions permit, fourth, fifth or sixth gear, where undulating surfaces can be coped with without undue concentration being required.
So, our Italian protocol roads were a relaxing adventure. Zero to 100 km/h in 6.5 seconds ensured that very high average speeds could be maintained. Petrol consumption was interesting, averaging, without undue throttle responses over 28 mpg. However, even when using the gearbox as the designers intended, the mpg never dropped below 23.5 mpg; more than acceptable in a vehicle of this 'race-bred' type.
Before commencing the drive it was explained that, apart from the lack of 'roll-over' bars and struts, this car was ready to race.
This should have prepared me for the ultra-hard suspension, suspension that throws the car, at first unnervingly, when hard throttle is used on undulating roads.
There is a band on the steering wheel to show the 'pilot' when the wheels of the car are pointing straight ahead. And straight ahead they should point if the urge to move off fast and hard from rest cannot be overcome.
On the somewhat undulating road from Zebbiegh to Ghajn Tuffieha, at speed, in second and third, the car was darting around like a go-kart, and at first the temptation to correct the 'dart' by easing off the throttle pedal was impossible to resist.
With a little more confidence, I found that the car would self-centre by itself and, although progress with heavy throttle pressure was pretty dramatic inside the car, in reality the vehicle was darting no more than a metre or so from side to side and, as long as I slung along nominally in the centre of the wide carriageway on this stretch of road, hard use of the accelerator could be maintained.
This type of motoring provides an adrenalin rush of monumental proportions, but it also provides scope for very safe motoring, especially when overtaking, the most dangerous regular manoeuvre drivers have to undertake.
Once the driver ahead has been made aware, by headlights or a beep on the horn, that the Mégane is coming past, overtaking becomes safe and simple using the power, acceleration and torque, in the higher gears, that this race-bred Mégane provides.
The Mégane F1 is most certainly a comfortable, three-door, five-seat car. Nothing has been omitted from the interior; from the large boot with 60:40 folding rear seats to the instrument cluster and finger tip control radio/CD.
The front Recaro seats are both comfortable and satisfyingly 'thigh-gripping' when the car is being cornered hard. The 'drilled' pedals conform to sports-car norms.
Climate control keeps the occupants at a decent temperature and ABS with EBD and ESP with CSV understeer control and ASR traction control, explain why the car will self-correct under all but stupidly rough sections of the road. Lesson 1: read the road far ahead if accelerating to the full potential of the car.
Obviously the F1 has, as many inbuilt safety features as even the most critical would hope for, and when using the delightful car on a continental holiday Cruise Control with speed limiter will be of more importance than local motorists can appreciate.
At a glance
Engine capacity: 1,998 cc. Four cylinders, 16 valves, turbo-charged. Front-wheel drive.
Max. power: 230 bhp at 5,500 rpm.
Max. torque: 310 Nm at 3,000 rpm.
Performance 0-100 km/h: 6.5 seconds.
Max. speed: 236 km/h (147mph).
Suspension - front axle: independent pivot arm with rectangular lower arm and anti-roll bar.
Rear axle: torsion beam system, outboard attachment points.
Tyres: massive 235/40 on 18-inch wheels.
Disc brakes - front: drilled 312 mm diameter.
Rear: drilled 300 mm diameter. Red Brembo brake calipers.
Turning circle,
Kerb to kerb: 10.35 m.
Number of turns,
Lock to lock: only 2.74.
Kerb weight: 1,345 kg.
Will it fit into the workshop?
She comes in at 4,209 mm long, 1,777 mm wide and 1,457 mm high.
Would I own one?
Like a shot.
20070520-motoring--renault2.jpgSoon after Moses crossed the Red Sea, or so it seems, Renault came out with a couple of delectable small cars. The original Clio was voted 'Car of the Year', and the left-hand- drive-only Twingo more or less vanished from the local scene.
Clio III was voted, with its five-star rating in the EuroNCAP crash test programme, Car of the Year 2006. Not bad, years apart, to get the continuation of a fine idea to the highest pinnacle in motoring journalists accolades.
Why? 'Car of the Year', as compared to 'class winner of the year' has to be in effect 'all things to all drivers'.
Young and old, experienced and inexperienced, men and women - all have to be able to climb aboard a car and make it do as many of the normal things that any driver might wish for, without compromise.
This is an almost impossibly tall order, and yet the Clio has reached for the stars and won, twice, and it's French. What élan. Frankly, with a car possessing these credentials, it's purely a matter of personal preference whether a three- or five-door hatch is chosen.
Both can hold five people; both are extremely comfortable, and most easy to control. Even in the entry-level model that I tested there is: an on board computer, radio, air-conditioning, driver, passenger and side air bags, height-adjustable steering, great safety belts, ABS brakes, crumple zones if you get thumped, side protection struts, power steering, rev counter (great for all the enthusiasts who buy the Clio), power steering, remote central locking, electric front windows, and more, as standard.
I chose the three-door, 1.2 litre 75 bhp version because the theory is that this will be the most popular model for the family man who needs the seats, a maximum speed (to annoy the ADT, and possibly the police) of 167 km/h (102 mph), and spot on for its class, acceleration to 100 km/h, which will also annoy the ADT, but make the Wardens with their speed cameras happy as you reach that magic figure in 13.4 seconds.
I noted a large boot, but split rear seats only come on the EX versions. So this is a family carrier with a boot large enough for shopping, or the swimming gear and picnic for the family, or a couple of sets of golf clubs, saddle and harness, or a multitude of other objects.
Remember this was the 2006 'Car of the Year'. Having jumped straight out of the Mégane F1, there was a determination to really let the Clio prove that ordinary cars are fun to drive, and the best part of 100 km disappeared in the haze of a hot, late spring afternoon, some of the time with the windows open, some miles being covered in air-conditioned bliss. Frankly, I needed to get an idea of fuel consumption on a carefully chosen route, which would have a minimum of town driving but yet keep the speed down to 50 km/h or less for no more than five km.
Fuel consumption should range from 7.6 l/100 km travelled in town driving, to a miserly 4.9 l/100 km travelled out of town, with a reasonable 5.9 l/100 km in the combined town and country driving.
The routes chosen meant that speed rarely dropped below 60 km/h, so the engine was kept working efficiently, and yes, petrol consumption appeared to be about 5.3 l/100 km. As I expected from a 'Car of the Year'.
There was absolutely nothing to complain about in any way. Handling was good. Comfort levels, including the seats, was far more than merely adequate; interior space good; gear change (five-speed) light yet positive. Clutch, easy on the foot.
Brakes from 80 km/h, hands off the steering, with the ABS working hard, brought us to a complete stop fast and in a straight line.
Years of continual development have ensured that Clio III is a very pleasant, well engineered small car, in the finest European, not just French, traditions. I would be more than happy if family members plumped for this car as their own 'Car of the Year'.
At a glance
Engine: 1,149cc, four cylinders, 16 valves. It develops 75 bhp at 5,500 rpm with a maximum of 103 Nm of torque developed at a high 4,250 rpm. Euro 4.
Sadly, even the French have scrapped carbs in favour of multipoint injection.
There are five forward gears. The fuel tank holds a very refreshing 55 litres and, when you need to stop, the front brakes are discs of 260 mm diameter, and drums of 203 mm diameter stop the back wheels. The kerb weight of this model is 1,090 kg. It reaches 167 km/h and takes 13.4 seconds to reach 100 km/h.
But how much parking space does she require? 3,986 mm of roadway, 1,707 mm of road width and 1,496 mm of height.