That the settings for our first drive in
the 275 Trophy are those used by Hurgon for the Ring record in the Trophy-R
seems fitting, as the test route, while very pretty, is the twisted tarmac at
the centre of all the fuss. And, unlike Hurgon, we have two laps to get things
sorted.
Oh, to have his skills. Then again, RS
Méganes have always had the knack of making lesser mortals feel like heroes.
You certainly feel as connected to the machine as in any sports car. The
Trophy’s deeply sculpted Recaros are more aggressively body-grabbing than the
sports seats you’d find in a Porsche 911 Carrera, even if their height from the
road seems orbital by comparison. But first static impressions are almost all
good. The dials are big and clear, the control relationships workmanlike and
the materials from which the Renault is made and the way they fit together is
perfectly acceptable, if lacking the solid-to-the-core impression given by some
German rivals.
Inside,
the RS 275 Trophy has Renault Sport-stamped red-stitched leather and Alcantara
Recaro front bucket seats
In this latest guise, the RS Mégane’s
exhaust has acquired a satisfyingly baritone bark which sounds more purposeful
than the 265’s rather dull and featureless note. Snicking second as we roll out
of the pitlane reveals a familiar, slightly vague, gritty action to the
gearchange. But flatten the throttle for the first time and it’s like flicking
a switch. Everything changes. The engine note acquires a subtle growl overlaid
with a hugely distinctive breathy rush of turbo induction. Lag is
imperceptible, push strong and linear from modest revs. In third, fourth and
fifth, the 275 feels fast but not improbably so. And no, it can’t live with
something like a Golf R in a drag race (6.0sec plays 5.1sec to 62mph), but the
Renault levels out at a top speed of 158mph, edging the VW’s limited 155mph.
‘Trophy’
branding on the front ‘blade’ plus distinctive side stripes help mark out the
most powerful RS Mégane to date
But then raw straight-line pace was never
going to be the 275 Trophy’s principal weapon. It has enough thrust (just) to
outgun the clever PerfoHub front-end suspension geometry, resulting in a twitch
of torque-steer when you inevitably jump on the gas out of a tight second-gear
bend to exploit the limited-slip diff that grants it so much post-apex drive.
Enough to instil a sense of responsibility in the driver – not to be
underestimated on the Nordschleife – but not so much that it dominates the
driving experience. Rather it’s the way chassis and sticky Michelins work
together to preserve speed across the ground that stuns.
The
exhaust is made from titanium; it's lighter, allows air to flow more freely and
helps the engine make a fraction more power, and has a nice “crackle” sound as
you change gears
Just as with the sublime Mégane R26.R, the
faster you go the more settled and responsive it feels, monstering the Ring’s
numerous high-commitment curves at a lick that would send nervy shivers through
drivers of lesser hot hatches. It’s a car that refuses to be fazed, maintaining
a beautifully judged balance between sheer speed and throttle-induced
entertainment. With no small contribution from the trick Öhlins dampers, the
super- firm low-speed ride morphs into a lithe, sinewy athleticism that manages
to carry implausible speed into and out of corners without wasting energy. But,
if you want to play games with the throttle, the Trophy will oblige with just
the right degree of rear-end mobility.
The
grip from the Michelin Pilot Sport II tyres is profound
Everything about the 275 Trophy feels
precise, honed and resolute. Although its electrically assisted steering isn’t
particularly feel some, it is incredibly accurate and allows inch-perfect
placement that amply serves the broad dynamic repertoire of a car with so much
frontend grip and composure you begin to wonder if there’s a fan sucking it
onto the tarmac. It isn’t just the Renault’s mechanical diff resisting
understeer on turn-in but the frankly ridiculous amounts of traction it finds
on the way out. It rewards smooth inputs from the driver but doesn’t punish a
chuck-it-in, gung-ho approach.
It’s a sobering experience that can only
reinforce the RS Mégane’s reputation as the definitive hot hatch, even if it
needs its skinnier, cross-training brother to uphold family honour on the
Nordschleife. Whatever the immediate future holds for SEAT and Honda at the
Nürburgring, there’s little doubt Renault has raised the bar. One thing seems
clear: the competition has its work cut out.
