Renault Clio RS 200 EDC 2013 Review - International

Renault Clio RS 200 EDC 

Sure, other hot hatches in this class were almost as good. Some even came very close to emulating the precise communication of the Clio; while at the same time remaining mostly civilised about town. But increasingly, none offered the tactual power delivery of the Clio RS, instead yielding to the easy gains of forced induction and the saccharine sweet environmental benefits that followed.

Now, Renault has done just the same. It’s no surprise, really, the French manufacturer was one of the earliest pioneers of forced induction. And with turbocharger technology improving all the time it was as though all of a sudden, in this age of eco this and emissions that, the darling of normally aspirated hot hatch goodness upped and joined the ranks of its rivals in a clear break from tradition.

But has the adoption of a lower capacity forced-induction four cost the Clio its high-held reputation? Or is the new Clio RS a leaner, meaner machine that will cross the divide between consumption and capability?

In Europe, the higher-spec, EDC-equipped Clio RS is priced at around 1000 Euro more than the out-going model, at around 25,000 Euro.

As a point of reference, the top-spec Gen III Clio RS retails for $36,490 (AUD).

It has also ditched the manual transmission for a six-speed twin-clutch unit, the only transmission offered in the new Clio RS. It’s the first time a Renault Sport Clio has been offered with an automatic, and the first time one hasn’t been offered with a manual.

But there is an upside to downsizing, and it comes in the form of an impressive set of figures. The Clio RS jumps from a standing start to 100km/h in 6.7 seconds, with the help of launch control, and will cover the standing kilometre in just 27.1 seconds. Top speed is said to be 230km/h.

The new engine’s power and torque figures are 147kW at 6000rpm and 240Nm from 1750rpm. Fuel consumption and emissions are rated at 6.3L/100km and 144g/km respectively.

The twin-clutch transmission can adapt the speed with which it shifts gears depending on which setting the Renault Sport mode is set (‘Normal’ -- 200ms; ‘Sport’ -- 170ms; and ‘Race’ -- 150ms). The function also adapts steering weight, throttle mapping and stability control calibration.

The Clio RS rides on a MacPherson strut (front) / torsion beam (rear) suspension arrangement which is 3mm lower and 15 per cent stiffer on Cup chassis models. Cup models also benefit from a quicker steering rack.

Both Sport and Cup chassis variants are arrested by four wheel disc brakes measuring 320mm at the front (sourced from Laguna V6) and 260mm at the rear, and both are equipped with an electronic 'differential' which brakes the inside wheel when ‘slip’ is sensed, sending torque to the outside wheel.

PACKAGING
>> Two Clios, one Cup
As well as the mechanical differences listed earlier, Clio RS Cup is differentiated by red-painted brake calipers. Otherwise the differences between the two models are negligible, and in Australia it won’t even matter.

From launch, expected in the early part of 2014, Australia will receive only Cup chassis-equipped Clio RS variants.

Above standard Clio IVs, the Renault Sport variant offers model-specific bumpers and sills, integrated twin exhaust outlets and larger 17-inch diameter wheels (18-inch optional).

The diffuser and lip spoiler are more prominent and contribute to the generation of stronger downforce levels. RS badging and LED daytime running lamps are part of the Clio RS’s ‘visual signature’.

Inside, heavily bolstered seats, red annodised details, red seatbelts and instrument needles, red stitching on the upholstery, a red-stitched ‘straight ahead’ marker on the leather-wrapped steering wheel and a black lacquer finish around the new floating centre stack enrich the Clio’s cosy package.  Otherwise, space and practicality concerns are shared with the derivative model.

The light car sector of the hot hatch market is ripe for the picking, it seems.

The Sport chassis Clio RS is more progressive, more complaint in its approach. In this way it’s much more like a Polo GTI, entirely more liveable, quite comfortable and a little ‘softer’, dare I say.

The engine loses some of that ‘burble’ and pitch of the previous 2.0-litre atmo engine, but conversely doesn’t need to be revved as hard to achieve the same result.

It sounds like a positive result, and in many ways it is, but where it gains low-end torque, it loses linearity, and it’s here that the Clio RS works its suspension harder to achieve consistent cornering -- something that came quite naturally to the predecessor.

Torsional rigidity has increased (larger dampers and thicker roll bars have helped the cause), but driving the car on throttle through and out of a corner is now a balancing act between boost, steering input and suspension.

The Clio RS now requires a gentler approach. Too much haste and wheelspin ensues, especially in the wet conditions encountered on our launch program. Too little, and you wash off speed as you wait those precious moments for the turbocharger to regain pressure. It’s like walking a tightrope, and requires a delicate right foot.

Renault’s EDC twin-clutch transmission can conspire with these characteristics, too. In ‘Road’ and ‘Sport’ modes the transmission will override driver inputs shifting both up and down at will. The harder ‘Race’ mode will divert ratio selection completely to the driver’s will, but that also means missing out of the security of electronic driver aids entirely...

Fortunately, the Cup chassis negates just about everything I’ve said above. The lower, firmer set-up means feel and feedback is sharpened, allowing the driver to exploit entirely what it has to be said is a brilliant platform.

If you’re happy to live with a firmer ride, you won’t be at all upset that the Sport model isn’t coming to Oz. If you are, buy a Polo GTI, or wait for Renault to bring the Sport chassis Down Under. Simple.

If I had to isolate a couple of other downsides it would be that interior oddment and drink storage hasn’t really improved, road and wind noise is prevalent, thick A-pillars and a chubby rear-end can hinder visibility, and the wiper sweep doesn’t clear enough of the windscreen.

Oh, and the audio quality on the mid-spec audio system is ‘tinny’ and has a tenuous relationship with the Bluetooth audio streaming function, however, easy it might be to use.

Yes, the purity of the Clio RS may have been diluted somewhat but that doesn’t mean it’s not a car purists won’t enjoy. The tactility of the feedback through the steering and the pedals, the support of the seats, and the reassurance of a predictable chassis make this iteration of the Clio RS a suitable successor to legendary lineage.