Suspension is by MacPherson struts at the front and a twist beam axle at the rear, and there's a choice of standard or a more stiffly sprung sport tune. It handles competently, and there are plenty of safety features including the standard-fit Electronic Stability Program (ESP), but it could never be described as a sporting choice. The ride is choppy on uneven surfaces, and this problem is exacerbated by the sport pack, which does little to improve the body control or steering feedback. Anyone stepping from a MINI to a smart will be disappointed, and if the company really is going to build its DNA around some youthful, vibrant appeal, then it definitely must do better.
The engine line-up is also something of a mixed bag. The 1.5 is peppy but tuneless, while the 1.3-which is expected to be the best seller-is neither refined nor brisk. By far the best option is the entry-level, three-cylinder 1.1 liter. Its 0-to-62-mph sprint time of 13.4 sec. sounds tepid, but on the road it feels as rapid as the 1.3, and it sings a happy, high-pitched tune. Standard on this car is a slick five-speed manual gearbox, but a six-speed sequential box called Softouch Plus is available as an option. The latter is common to the fourtwo and the roadster, but smooth progress still requires a deliberate and exaggerated driving style. The manual is the better choice.
The success or otherwise of the forfour may owe much to the pricing strategy. German prices range from EUR12,990 ($16,361) to EUR17,120 ($21,563), which is significantly more than the equivalent VW Polo or even the MINI. smart will point to its "premium" quality as ample justification, but this can only go so far. While the interior and exterior are worthy of the tag, the dynamic package is no more than so-so.
Underneath the marketing spin and funky styling, the forfour is remarkably and disappointingly conventional. It remains to be seen whether the smart brand is strong enough to handle this transition from innovative alternative to fashion accessory.
European First Look: Megane Renault SportIt retains its poise when others would be feeling nervousIt is difficult to know where all of this will end. A few years ago, a 150-bhp engine was enough to call a hatchback "hot," but now anything with less than 200 bhp is called tepid. Renault is the latest manufacturer to up the ante with the launch of the Megane Renaultsport 225. As its name suggests, the hot Megane boasts a 225-bhp engine and does battle with the Seat Leon Cupra R (225 bhp), Honda Civic Type R (197 bhp) and the Alfa 147 GTA (250 bhp).
The Megane sits between the smaller Clio 182 and the eccentric Clio V6 255 in the Renault line-up and is billed as the "mature" choice. It costs 19,500 ($35,783) with three doors or 20,000 ($36,700) with five. The Megane is supposed to be a sensible everyday option, rather than a raucous road racer, but this has not stopped Renault's stylists from imbuing it with a bold body kit.
The front fender is new, and the gaping air-intake is framed by a pair of front driving lamps that emerge pimple-like from the body. Eighteen-inch alloys fill wheel arches that have been extended to clothe the wider front and rear tracks. The tailgate now comes adorned with a spoiler, and the twin exhaust pipes are centrally mounted in a new and purposeful rear valance. In sum, these modifications help to transform a pretty, cutesy French hatchback into something with a more determined sense of purpose.
The interior treatment, by contrast, is relatively subtle. There's a de rigueur aluminum pedal set, a leather-wrapped wheel, some jet-black instrument surrounds and a pair of heavily bolstered sports seats. Customers who feel the need to emphasize their sporty credentials can also opt for some orange stitching, at no extra cost. The latter actually looks much better than it sounds, and it helps to lift what is otherwise a fairly somber cabin. The dull, cheap gray plastics do it few favors, but the driving position is good, and air conditioning, cruise control and a six-disc CD autochanger are all included in the list price.
The Megane's power comes courtesy of a 1998cc turbo engine that delivers 221 lb-ft of torque through a six-speed gearbox. Putting so much thrust through the front wheels causes all sorts of physical nightmares-even if you can achieve decent traction, there's still the torque steer to worry about. There are two traditional solutions to this: fit an aggressive front differential, such as the Quaife unit used in the now deceased Ford Focus RS, or rely on a sophisticated electronic stability control system (Seat Cupra R and Alfa GTA).
Renault's solution, though, is rather more ingenious. The front suspension has been completely reworked with the introduction of an independent steering axis, which separates the steering from the damper unit. This reduces the hub-level offset (the distance between the wheel center and the intersection of its rotation and steering axes) and, in theory at least, alleviates the problems of torque steer.
And it works extremely well. Torque steer has not been eliminated completely, but the problem is a mild one, and there is none of the awkward steering tug that compromises the appeal of the fast Ford. The Megane also puts its power down much more successfully than the Leon Cupra R, which scrabbles awkwardly for grip.
These characteristics also make its performance much more accessible. Renault claims a 0-to-62-mph sprint of 6.5 sec. and a top speed of 147 mph, which places it among the class leaders. The nature of the power delivery is equally impressive-turbo lag is noticeable by its absence, and there's a welcome wave of torque from as little as 2500 rpm. In contrast to the 2.0-liter VTEC in the Civic Type R, this is not an engine you need to thrash.
The only black mark against the powerplant concerns the soundtrack. The exhausts may look purposeful, but the noise they produce is strangely muted. Renault's boffins reckon that this is in keeping with the car's character, but there will no doubt be a roaring trade in aftermarket exhaust kits.
This subdued character is also evident in the chassis setup. Anyone expecting a hard-riding, edgy hot hatch in the manner of the Honda or Ford will be disappointed. The ride is both better controlled and more supple than the standard Megane's, and the Renault flows through bends when some of its rivals will dart. But it is undoubtedly capable. There's plenty of grip, and it retains its poise when others would be feeling nervous. The steering also provides adequate feedback, although mid-corner bumps cause some kickback.
The Megane Renaultsport offers a subtly different proposition to its rivals. As a quick, practical, capable and handsome GT, it has much to offer, but traditional sport compact fans may miss the lack of a raw edge. As the old adage suggests, you pays your money and takes your chances.
Life At The Limit"It Shouldn't Happen To a..."In the UK, we have a series of TV programs called "It Shouldn't Happen To a..." Everyone from vets to chefs is trouped in front of the camera to air their professional nightmares. And now I'd like to offer my own contribution: "It Shouldn't Happen To a Motoring Journalist."
According to popular legend, muttering rotters live a life of unbridled luxury at somebody else's expense. We swan around in the best cars, grumble if the hotel is "only four star," and throw a pink fit if a member of the great unwashed gains access to "press day." But it isn't always caviar and Chateau Neuf du Pape.