Renaultsport Clio 197

French tickler

Wheels Magazine
September, 2008

Renaultsport's original eponymous hot Clio was first introduced to Australia in 2001 and was (at least, until now) the best modern-day iteration of the compact, hatched-back, front-wheel-drive performance car. However, its basic formula was as time-honoured as it was simple. The Renaultsport Clio simply returned to the winning attributes that made defining hot hatches like the Volkswagen Golf GTI and Peugeot 205 GTi so good in the first place - a relatively big naturally-aspirated four-cylinder engine with plenty of grunt and character stuffed into a small, light hatchback body/chassis with thoroughly involving dynamics. It quickly established itself as the hottest - and best - hot hatch both here and in Europe.

But it was always going to be a hard act to follow. Car design dictates new models have to be bigger, safer and more refined. Often they're not as much fun.

Meet the Renaultsport Clio III 197. Compared with its predecessor, it has grown up, weighing 1221kg (up 131kg) with a 100mm longer wheelbase, while bigger 17-inch alloys fitted with 215 rubber replace the previous 205/45R16s. Track widths are 90 and 112mm wider front and rear respectively.

At its heart beats the venerable Renaultsport-tuned variable-valve-timed, F4R four-cylinder engine. Power and torque swell to 145kW and 215Nm, both produced higher in the rev scale while a six-speed manual gearbox replaces the previous five-speed.

Its styling is purposeful, bringing increased differentiation from lesser models (which won't be offered in Oz) incorporating aggressively pumped guards, front guard vents and an 'F1-inspired' rear diffuser that Renault claims creates the equivalent of 40kg of rear downforce at track speeds.

The Clio II's acquired-taste seat-to-steering wheel relationship is mostly gone and the front seats are comfier and do a better job of gripping adrenalin-charged lateral-g addicts, though the steering column still doesn't adjust for reach. Also unchanged is the lack of decent-sized storage for wallets, phones and keys and its twin centre-stack cup holders remain too small.

Twist the ignition key and the 16-valve four sounds familiar. On the urban crawl the low-rpm note resonates the engine's humble origins powering Renault's Scenic people mover. Performance improvements this time around include a change to continuously variable-valve timing, rather than the previous RS's two-step system, meaning the note change and torque-induced steering wheel wriggle at about five grand in the old car is replaced by a more linear sweep of the tacho towards the 7500rpm limiter, ripening to a rich, if muted howl.

General road and suspension din and NVH levels are also muted, marking major improvement over Clio II.

A rapid sprint to 100 clicks starts with the big hand pointing to 3700rpm before a brief slip of the clutch, wheelspin, and a quick 1-2 shift. Our 197 took 7.3 seconds and managed a 0-400m time of 15.3sec - virtually line-ball with the RS Clio 182 Wheels tested back in 2005 (more here), which took 7.2 and 15.4 seconds respectively.

The new manual transmission's six ratios are stacked tightly to aid acceleration, rather than geared for quieter cruising or better economy. Overall gearing in sixth is the same as the old car's fifth - 110km/h still sees the engine spinning at about 3250rpm. Third, fourth and fifth are some 11, 15 and 19 percent lower, accounting for the fact the 197 is quicker by similar percentages from 80 to 120km/h in each gear.

Despite power- and torque-to-weight ratios that go backwards slightly from the old car, a broader power band and six ratios mean the 197 is still quick. Throttle response is instant, though never quite as ferocious as before. Fortunately the extra cog-swapping is no chore, thanks to the nicely weighted, well-oiled action and a weighty yet user-friendly clutch.

Over city, suburban, freeway and twisty road driving, thirst was greater than expected, at 10L/100km (the trip computer read 9.9), though our test car had only 500km on the odo, so that figure may improve. The owner's manual calls for at least 95 octane, although that 11.5:1 compression ratio means 98 is recommended.

Variable power-assisted electric steering replaces the RS Clio II's hydraulic system. And while the steering is perhaps too light at low speeds, it approaches perfection as cornering speeds rise and is beautifully precise right from centre. It can't match RS Clio II for slickness and genuine connection, but at least it lacks the former's tendency to tramline and kick back. Likely due to the big wheel/tyre package, turning circle blows out to a very un-hatch-like 11.4 metres.

Stopping power more than matches the performance level with reassuringly powerful Brembo four-pot calipers squeezing 312mm ventilated rotors up front. Brake modulation can be difficult in traffic, however, with a pedal that initially doesn't respond, then grabs.

Wider tracks, a longer wheelbase and wide 215/45R17 ContiSportContact 3 rubber at each corner contribute to a substantially bigger footprint than RS Clio II, bringing grip and security in spades and an essentially neutral cornering stance right up to the limit. From there understeer prevails if you carry too much pace into a corner, though returning to neutrality or even bringing the tail into play is only a throttle lift or brake dab away. Here's proof positive that suspension tuning is still done well by (some of) the French. Happily, the RS Clio's larrikin cornering antics are still alive, well and ready to be exploited at your nearest track-day, standard ESP system firmly 'off'. Even 'on', the system is laissez-faire, but is there to catch you when you need it to.

Ride quality is acceptably comfortable for a chassis that steadfastly resists body roll - firm, but well damped, with a superb ability to control body movement.

Its $36,490 price tag (plus $800 for the metallic Monako Blue paint of our test car - it also comes in metallic silver and black and solid red), makes the Renaultsport Clio 197 an expensive supermini-sized hot hatch. However, its equipment list is anything but mini, with trip computer, climate control air-con, cruise control with speed limiter, power front windows with auto (both sides, up and down) and fingertip stereo controls all standard.

All of that aside, the fact this is one of the best drives available at any price should be justification enough.

So, is the Renaultsport Clio 197 a better car than its near-legendary predecessor? The answer is yes, most notably for its vastly improved NVH, nicer interior with better seats, extra grip and improved stability, all without losing its trademark finely adjustable chassis and firecracker engine.

But has this French evolution polished out some of the rough edges that were core to the RS Clio's character? The 197 is almost certainly the best hot hatch available in Oz, but for purists that rate the original's rawness and sheer involvement above all else, it isn't a better Renaultsport Clio.

#Track: Oran Park, dry. Temp: 6°C. Driver: James Whitbourn.

More research
Renault Clio Renault Sport 197 -- Carsales Network launch review: here

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