Renault Megane VS Mazda3

Now for the important part.

I always felt the previous Megane R.S. was as if Porsche had been involved, and an assurance that if the Zuffenhausen brand does end up building front-wheel drive models it wouldn't be the end of the world.

It was so direct, tight as a drum and predictable. What you put into it is exactly what it gave back, so the new one has big shoes to fill.

We drove the standard car with the EDC transmission, as well as the Cup pack with the manual transmission around town, and put the R.S.'s money where its mouth is on track with the Cup pack at the Norwell Motorplex in Queensland.

Beyond those fantastic looks, the seats, the steering wheel and the raspy exhaust note are spot on for an R.S.

The steering itself is quite nice, too, no doubt due largely to the front suspension's specific 'independent steering axis' steering knuckles, which move the steering axis 13mm closer to the hub face on each side to reduce torque and bump steer.

You'd expect it to ride like a rollerskate based on the 35 series rubber at each corner, but the ride comfort is actually quite livable.

This continues right through the spectrum of road conditions, with the crashiness that some hot hatches suffer over big bumps absent. This is likely due to its hydraulic compression stop dampers, which effectively puts a dampening bump stop within each shock absorber to create second stage dampening instead of a sudden thud. The new R.S. is proof that you don't have to be harsh to be fast.

The EDC transmission's tune is much nicer than in any other Renault I've experienced, regardless of drive mode, with responsive automatic shifts and quick manual shifts when needed. The manual is also fine, but the fat gear lever doesn't feel as mechanical as I'd like in a driver's car.

The new engine's smaller capacity makes itself known around town, with max torque not available until 2400rpm. Most current turbos manage this sooner, but it's worth noting that the new engine does manage to deliver peak torque 600rpm earlier than the previous 2.0-litre. Once you're underway though, it feels every bit of its 205kW/390Nm.

The 4Control all-wheel steering is largely undetectable under general driving conditions, but when it does become apparent (when you're having fun), it's pros also bring a few cons.

If you're heading through a bunch of corners of varying speeds, which let's face it, most twisty roads do, it's mildly annoying how the all-wheel steering shifts between modes, particularly if it happens mid corner. Think of it as a variable wheelbase and you'll get an idea of what I mean.

The torsion beam rear suspension on the other hand feels fine, and a more complex independent set-up would certainly push the new model's 34-57kg weight gain much higher. For the record, the manual weighs 1427kg, while the EDC is 1450.

The Norwell Motorplex circuit may be dead flat, but its surface is quite bumpy and therefore handy for performance testing a road car.

Once again, the new R.S.'s fundamentals seem fine, and the Cup's stiffer suspension didn't make it skittish on the circuit.

It puts the power down brilliantly through the Torsen diff and 245-section tyres, allowing you to get on the power much earlier and its amazing how it hauls for a 1.8 litre in a near-1.5 tonne car. The official 0-100km/h acceleration claim with either transmission is an impressive (for a front driver) 5.8s, which is also in line with the previous generation's Trophy R ultimate incarnation.

Those 355mm front Brembos reign it in nicely too, retaining a consistent feel after five or so laps of Norwell where we saw 155km/h along the back straight.

The all-wheel steering's effects are more obvious on the track, with quite a few of the corners straddling the 60km/h transition point in all modes aside from Race. The long sweeper straddles the 100km/h transition point in Race, so that's hardly the solution. You're effectively switching wheelbase lengths depending on which corner you're in, and often mid-corner.

It isn't drastic or dangerous, but it adds another dimension to your judgement of corner speeds that would take some getting used to.

Salvation is likely at hand though, as I learned after our drive that it's possible to turn off the 4Control system via the Perso drive mode that allows elements to be adjusted independently. We can't wait to give that a crack.

Ask yourself. What do you want from a new small car?

Since the first Familia of the early 1960s, Mazda’s been at it constantly, through the 1300 and 323 eras and into the modern age of the 3.

The Hiroshima brand knows its stuff. Space, practicality, comfort, ease, reliability and affordability. But a small car has to offer more, specifically in the way it makes the owner feel.

That’s why, while the Focuses, Lancers, Astras and Pulsars are gone, the 3’s still here. And it isn’t just the lush visuals inside and out that are, well, sensory-rich.

As older Alfa Romeo owners know, there’s something special about an engine that sounds alive, and the moment you push the 3’s starter, it purrs into life. That’s the first clue.

Slot the refreshingly old-school lever into Drive, and the G25 leaps into action, and, if you need it to, will keep pulling forward strongly, engine buzzing, like it’s on a mission.

That describes the torquey urge of this big 2.5L four, paired perfectly with the sensibly-geared auto.

We miss Mazda’s magnificent manual immensely, but the 3’s instant response reflects its favourable circa-100kW/tonne power-to-weight ratio.

And, as we’ve harped on in the past, the twin-cam unit’s extra oomph beyond 4000rpm delivers muscular high-speed responses akin to a good turbo – or a great old-school Alfa. You can keep your laggy dual-clutch transmissions, Europe.

Now, sweet, smooth and speedy performance is one thing, but having the chassis tuned with precise and fluid steering for tactile handling, and confident roadholding, backed by nuanced driver-assist and traction controls, are another.

There is a consistent and unifying control to the 3’s linear and forgiving dynamics, reminiscent of past masters like the Focus (and today’s brilliant Peugeot 308) that makes it a joy to drive enthusiastically through fast corners, with the knowledge that it won’t suddenly snap-oversteer and bite an unalert driver back.

For a Mazda, the ride is quiet enough, but there is still some droning transmitted through the cabin, via the Bridgestone Turanza (215/45) tyres, on coarse-chip bitumen surfaces.

And while suspension comfort is pretty impressive for the most part, larger bumps reveal the torsion beam’s limitations, as the car can occasionally thud over them in a way that we remember the multi-link rear end wouldn’t.

Anyway, what we’re saying is that, overall, the 3 Evolve SP Vision is an immersive and interactive driving experience that is right up there with the best of them.

Brawny performance, exquisite agility and a refinement that, collectively, have eluded every small Mazda in living memory until this generation’s 2019 debut. This 3’s right on the money. Still.