During the era when Renault and Fernando Alonso were ruling the racetracks in Formula 1, the Renaultsport team building hot hatchbacks in Dieppe was every bit as untouchable. Sure, the Golf GTI was always going to be a better all-rounder than a Megane, but the extra dynamic sparkle positioned the French hatches at the top of the pack for all-out thrills and engagement. Sadly, Renaultsport no longer builds any cars, but enthusiasts have really started to covet most things with an RS badge. Twenty years on from its launch, the first-generation RS Megane is a particularly appealing driver’s car, and one that is (potentially) a shrewd purchase at the moment.
Strangely, the early reviews of the Megane 225 were a little lacklustre. After the brilliance of the Renaultsport Clio, it was lacking some of that car’s genius, but at its heart, it had the makings of a hot hatch. Powered by a 222bhp turbocharged four-cylinder engine, the front-wheel-drive Megane was particularly punchy in the mid-range thanks to its 221lb ft of torque, while the six-speed manual gearbox helped it get to 60mph in 6.3 seconds and on to a top speed of 147mph. Like most Renaults of this era, the interior was found a bit wanting in the build-quality department. The chassis was good, however, it just lacked a little finesse.
For 2005, Renault had a plan to address the minor criticism with the introduction of the Trophy, limited to 150 examples in the UK, featuring a significantly revised suspension and steering setup and larger 18-inch wheels. This also preceded the introduction of the similarly improved 225 Cup – in effect, lower-spec but not a limited-production version. To muddy the waters even more, Renault also introduced a Cup Chassis Pack, which was available on all 225s. Regardless of which one you picked, the RS magic was back!
Making the most of the Alonso connection, the 225 F1 Team Edition (pictured) was launched in 2006 in conjunction with the mildly facelifted Megane. Recaro seats, black wheels and further refined suspension settings made this the best hot Megane yet, with just 149 offered to UK buyers.
As was the fashion at the time, Renault also introduced a diesel hot hatch DCi 175 version in 2006. Although it looked almost identical, the 170bhp power unit failed to inspire, and the extra weight over the front end did little to help.
In December of that same year, though, things got even better with the Megane 230 F1 R26. As the name suggested, power was up slightly to 227bhp, but the real game-changer was the introduction of a limited-slip differential. This single mechanical change catapulted the Megane to the top of the hot hatch league tables, adding a new dimension to the dynamic package. Over 1200 of these were sold to the UK, by far the best of the road-focused Meganes.
The swansong was, of course, the now-legendary R26.R. At the time it was the most extreme hot hatch ever built, likened to a Porsche 911 GT3 RS in terms of ethos, thanks to its Perspex windows, half roll-cage, bucket seats and carbonfibre bonnet.
Although it’s been seen as a cheap and easily tweaked track-day car, prices for well-cared-for Megane 225s and 230s have been on the rise for the last few years. Buy well, and this might just be one of the best hatches under £6000.
Common problems
• It can be difficult to work out what chassis option is actually fitted, and in reality, fresh springs, dampers, and bushes might be needed if they haven’t been changed in the last 15-20 years. There were many revisions, but generally, the later the car, the better it will ride and handle.
• One big expense is the front swivel hubs. These help to eliminate torque steer but are surprisingly expensive to replace, so evidence of them being changed is a bonus.
• Although there’s nothing particularly special about the turbocharged F4Rt engine, it is a pretty reliable motor, especially if left in standard trim. Many have been remapped, though, which can release about 250bhp without too many issues. Tread with caution, however. Timing belt changes are due every 72k miles or five years, and it’s a reasonably big job, so make sure any car you’re looking at is up to date.
• Gear linkages are fragile if abused, so go easy on them.
• Coil packs fail regularly and cause misfires, and there are a few quirks of the ‘clever’ key card to be wary of.
What to pay
Early, standard 225s offer an entry point to the range, with average cars starting from about £2500-3500. The best examples are probably £5000-6500. Condition is key, and there’s not too much variation between Cup, Cup Pack, and standard cars.
As you would expect, the limited-edition models such as the Trophy and R26 can carry a fairly stiff premium, but great examples can still be found from £5k. Expect to pay closer to £8k for a tidy car, and potentially more for a real low-mileage minter.
The ultra-rare and hardcore R26.R is in a different league. Just 159 came to the UK, and prices now tend to start at about £40,000.
