Clio Renaultsport 200 cup first drive

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Despite our forced fixation with low taxation in the modern motoring ‘green’ climate, ‘hot’ models still have their appeal for motoring and motorsport enthusiasts.

There is no shortage of opportunities to get involved with track days and manufacturers supported race championships such as the Clio Cup Series.

Hot versions of small hatchbacks still have a healthy following and the introduction of the Clio Renaultsport 200, the Mini Cooper S, the new VW polo GTI and the SEAT Ibiza Cupra will continue to fuel demand. There are also the new Citroen DS3, Skoda Fabia vRS and the slightly larger Abarth Punto Evo for thrill-seekers to consider.

I have just had a spell driving the Clio Renaultsport 200 Cup which unlike its main rival’s 1.4 or 1.6-litre turbocharged direct injection petrol engine offerings has a 2.0-litre, normally aspirated multipoint fuel injection petrol unit. This high revving engine pushes out 200hp at 7,100rpm, 158lb ft of torque from 5,400rpm and a high tax- incurring 195g/km of CO2. This I am afraid means £425 for the First Year rate VED road tax that does go down to £235 for the second year onwards. In the unlikely event the car doubles as business transport then 28% Benefit-in-Kind tax is a real penalty to ownership. The hot Clio’s main competitors attract around £110 to £125 in VED and 16 to 18% in BIK tax.

Whilst the Ibiza Cupra is the cheapest to buy and the Polo GTI the most expensive, the Clio and Cooper S are pretty evenly match at around £17,000 and the performance of all of them is pretty equal 140 to 141mph and 0-62mph at around 7 to 7.9 seconds.

The Clio Renaultsport 200 comes in two forms; the Cup version with a slightly more hardcore suspension and running gear setup but with the same power output and costs £16,710. The second variant is the 200 version which has a higher level of specification and costs £17,710. Renault also offers a non-road legal Clio Cup race car version at £30,000 plus VAT.

Shortly Renault will introduce the Clio Gordini 200 priced at £19,650 with added specification over the 200 and 200 Cup models. It has the same engine and only 500 of them will come to the UK. Just as Abarth is a motorsport name from the past which has injected appeal into the current Fiat brand then Renault with the Gordini tuning heritage wish to do the same.

The Clio Renaultsport models have three doors using a modified version of the standard Clio three and five door supermini sized hatchbacks. The changes included a wheelbase lengthened by 10mm, the chassis lowered by 15mm with the front and rear tracks widened by 48mm at the front and 50mm at the rear. The Cup version has a ride height lowered by a further 7mm, springs stiffened by 27% at the front and 30% to the rear, dampers stiffened by 45% and the steering ratio is quicker by 7.5%. There are front and rear anti-roll bars and there is also a 10% increase in rigidity and more flexible bump-stops to accommodate the much firmer, dare I say it, harsh ride. Renault’s PerfoHub front double axis strut suspension system offers greater stability under heavy braking and with better precision for the steering during fast cornering and it more or less eliminates torque-steer.

There is no doubt that the Clio, even in its standard form, is one of the most accurate and agile superminis in its class, it excels in its handling qualities and the Renaultsport versions are even better. However the ride is very firm indeed, rock hard in fact and it can become very tiresome on long journeys and the road noise intrusion is significant. This really is a hot hatch for specific reasons; it is more suited to hard-core motorsport than day to day driving unless you have enthusiastic and understanding passengers.

The styling changes are dramatic over the standard Clio III production cars. The Renaultsport body as unique and wide front wings to accommodate the wide tracks and 17-inch anthracite wheels and there is enough space between the five spokes to see the red Brembo four-pot brake callipers and ventilated front discs – all part of the image sporty image.

Behind the front wheelarches, the front wings feature large extractor vents which do two jobs, maximise the cooling air flow through the engine bay and around the front brakes, but also they direct the heated air smoothly along the flanks of the 200 to reduce turbulence, enhance performance and improve high speed stability say Renault. Also included in the Renaultsport aero package are muscular front and rear bumpers, a F1 style front blade under the bumper and a rear air diffuser flanked by twin exhaust outlets. A mighty and meaty hot hatch it looks as well.

Inside there are six airbags so the Clio’s five star safety rating is intact and with height adjustable front seats and rake adjustable steering column it was relatively easy to get a good driving position. My Cup model had the £950 optional Recaro front seats which firmly retain you in the car during very high speed cornering. My test car also had the £565 optional extra air conditioning but that comes as standard for the non-Cup model.

The Cup version has manually operated door mirrors instead of the electrically controlled versions but it did have electric front side windows, remote central locking, a one-piece folding rear seat, puncture repair kit instead of a space-saver wheel, multi-function computer, tinted windows, aluminium pedals, leather steering wheel and gear knob and an acceptable quality, but fiddly to use, sound system. Other sporty detailing includes a yellow faced rev counter with a gearchange indicator light and audible warning as the driver approaches the 7,500rpm red line. Oh yes most importantly for track day users the ESP Electronic Stability Programme can be turned off but I would suggest it stays firmly on for road use.

The Clio Renaultsport 200’s use a high revving, 2.0-litre, normally aspirated, multipoint fuel injection four cylinder Euro 4 petrol engine with variable valve timing and a new ECU which results in 20% more torque than the old 197hp unit. The variable valve opening times are optimised for out-and-out high performance, but bearing in mind our congested roads, the power delivery below 5,000rpm is also designed to be tractable and responsive. Where this unit misses out is not having the instant boost of power mid range from a turbocharger coupled with direct injection and offered by most new Euro 5 high performance, free revving 1.4 and 1.6-litre engines in this hot hatch sector. The engine is fast for sure, it can be docile as well, but it lacks that surge of power in higher gears we are now used to. It will do the job, but it requires several changes down the close ratio gearbox to get the engine to spin-up in performance. Luckily the new six-speed gearbox is a gem, smooth and precise and it can accommodate block-changes. Top speed is 141mph, 0-62mph takes 6.9 seconds, little different from competitor 1.4/1.6-litre turbocharged petrol units but this is a 2.0-litre. Fuel economy is officially 34.4mpg in the Combined Cycle and driven with care I achieved 32.3mpg in real-life. Driven harder expect about 10mpg less. The CO2 emissions are much higher than other new hot hatches in this sector so the 195g/km CO2 level will be costly in tax.

Where the Clio Renaultsport 200 Cup excelled was in its precise handling, copious amounts of cornering grip, agility and really responsive and accurate steering. I liked the styling as well. The ride comfort was poor so there is a compromise between potential track use and road travel. The engine also needed to be worked hard for out and thrust on-road driving.

More Balti than Vindaloo perhaps?

MILESTONES. Renault Clio Renaultsport 200 Cup. Price: £16,710 (£18,830 as tested). Engine/transmission: 2.0-litre, 4-cylinder, variable valve timing, 16V, multipoint fuel injection, Euro 4 compliant, 200hp (198bhp), 215Nm (159lb ft) of torque from 5,400rpm, 6-speed close ratio manual gearbox. Performance: 141mph, 0-62mph 6.9 seconds, 34.4mpg (32.3mpg on test), CO2 195g/km, VED road tax £425 First Year rate then £235 per annum, BIK company car tax 28%. Insurance group: 30E. For: Brilliant handling, quick steering, excellent grip and goes well if pushed, looks great. Against: High running costs because of the high Euro 4 emission levels, lacks a turbocharger and direct injection for a strong mid range rush of power, very hard ride.Miles Better News Agency Girlracer magazine

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