When the battery is discharged, the New Capture E-TECH Plug-in Hybrid works like a “full hybrid” E-TECH model, with all the advantages of this motorization such as systematic starting in electric mode and reduced consumption. In order to maximize the autonomy in electric mode, the battery is recharged by plugging it in (between 3 and 5 hours depending on the type of outlet, including domestic). Its battery with a capacity of 9.8 kWh (400V) makes it possible to drive in 100 % electric mode up to 135 km/h over 50 kilometers in mixed cycle (WLTP) and up to 65 kilometers in urban cycle (WLTP City). This perfect harmony between the different engines means that New Mégane E-TECH Plug-in achieves an average fuel consumption of just 1.3 liters/100 km for 28 grams of CO2 emissions per kilometer. This means that the system can use both energies (gasoline or electricity) individually or in synergy. A 1.6-liter gasoline engine specially optimized for hybridization is associated with two electric motors coupled in a series-parallel scheme. New Mégane E-TECH Plug-in Hybrid is equipped with a state-of-the-art hybrid motorization that works thanks to 3 engines. Available as a sedan and Estate wagon, New Megane E-TECH Plug-in combines its two facets with the electric driving experience, with no autonomy constraints. The more powerful and crucially more capable Honda in top-spec GT trim costs £675 less.The queen of versatility, New Mégane is positioned in this E-TECH Plug-in Hybrid version as a “core market” offer focused on customer expectations and offering a unique driving experience. However, at £36,995, even with the Trophy touches and nicely pitched interior (the seats and infotainment are good, quality elsewhere acceptable), it’s an expensive car. You get LED headlights, dual-zone climate control, heated seats, a BOSE stereo, all-round parking sensors and a reversing camera, cruise control, AEB and lane departure warning on top of everything else mentioned. You could live with it every day, but the ride is borderline, even if the claimed 33.2mpg and a 434-litre boot are good. The updated front and rear lights are minor styling tweaks, but then the RenaultSport’s looks were never a problem with its swollen wheel arches, new, deep chin spoiler with the F1-inspired front blade, and the diffuser that houses the central-exit exhaust, it looks muscular without having to resort to overblown wings and vents like its rival we mentioned before, the Civic Type R. Trophy models also feature sporty Alcantara trim for the bucket seats, which grip you well. The interior is an improvement, thanks to the upgrades that the rest of the Megane range receives, centring on the 9.3-inch touchscreen (the climate controls are now separate, which is a big improvement) and a new 10-inch digital dash. Thank ever-tightening CO2 emissions laws for that. However, a quick look at the spec sheet reveals an issue that might hamstring the Trophy straight away: for the moment, it’s only available in EDC Efficient Dual-Clutch automatic form. We love hot hatchbacks in the UK, so this most hardcore of Meganes could be a real winner, especially given how good the French brand’s past efforts in this class have been. We’ve already tried the facelifted version of Renault’s regular Megane – including a PHEV – but now it’s the turn of the Renault Megane R.S. It has character, and the styling and tech tweaks have helped, but when it comes to sheer driving enjoyment and involvement, it lacks the edge to put it top of the class. However, it also feels firm, fidgety and a little flighty on the wrong one. The chassis serves up huge grip and plenty of enjoyment on the right road. Trophy is a great hot hatch that, despite the gearbox, still immerses you in the action – but we do miss the manual.
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