Renault Clio Grandtour GT - in sporty style

A large dose of practicality and common sense with an admixture of sports emotions. Here's how to describe the GT version of the Clio Grandtour in a nutshell. It's a pity that the French brand valued a serviceable station wagon at about PLN 70.

Renault has extensive experience in the production of sports cars. Suffice it to mention Renault 5 Turbo, Clio Williams or Clio and Megane in the Sport version. However, there was a gap in the line - a wide gap between the furiously fast versions and popular options. The company decided to develop a niche by introducing GT models.

The latest offering is the Clio GT, a cheaper and weaker replacement for the 200bhp Clio RS.

Both body styles are amazing. They received specially designed bumpers, an enlarged tailgate spoiler, dual tailpipes and 17-inch wheels. Those who are interested in cars will certainly not confuse the 120-horsepower Clio GT with the flagship 200-horsepower Clio RS. A weaker version is revealed by rear axle drum brakes and small diameter front discs. We add that, despite the "budget" design, the system reacts sharply to pressing the pedal and does not lose its effectiveness when warmed up.

References to the RS version could not be missing in the cabin either. When you open the door, well-shaped chairs with upholstery stitched with contrasting threads and checkerboard inserts catch your eye. We know the well-positioned steering wheel with gearshift paddles and aluminum pedals from the Clio RS. Another analogy, in our opinion, controversial, is the black center console. It looks great for... a moment. A few days is enough for the shiny plastic to become covered with fingerprints and dust particles. Brushed aluminum would have been an equally elegant but more practical touch.

On the central tunnel there is an RS Drive button that allows you to change driving modes. You can choose between Normal and Sport. The Race mode known from the Clio RS is missing. The Sport program improves throttle response, changes the operation of the EDC automatic transmission, reduces the power steering and shifts the ESP actuation point - the electronics begin to tolerate a slight skid of the rear axle.

Sports modifications did not limit the functionality of the Clio. We're still dealing with a vehicle capable of carrying four adults about 1,8m tall. The Grandtour has a 443-litre boot, a low tailgate sill won't force you to carry suitcases, and a double floor makes it easier to keep the trunk organized.

The driving position is optimal, and the ergonomics of the cockpit does not cause any particular concerns, although Renault did not avoid minor stumbles in the style of too small cupholders. There was not enough room on the dashboard for the engine temperature gauge. In cars with sporty aspirations, this is a complete failure. Renault Sport has taken care to fill in the gaps. Information about the temperature of the oil and coolant can be read from the RS Monitor - one of the tabs of the extensive multimedia system.

RS Monitor also displays power and torque graphs, an overload gauge, a stopwatch, boost and brake pressure readings, intake system temperature, transmission oil and clutch temperature information. Measures have been taken to download race track maps and save telemetry data to a USB stick. Too much for a car that was not designed for extreme track driving.

Under the hood of the Clio GT runs 1.2 TCe, the first Renault unit to combine direct fuel injection with turbocharging. The motor feels best at medium speeds. It produces 120 hp. at 4900 rpm and 190 Nm at 2000 rpm. With careful handling of gas, the Clio GT is able to consume about 7,5 l / 100 km in the combined cycle. Whoever decides to feel the spirit of Renault Sport cars will see even 9-10 l / 100 km on the on-board computer. That's a pretty sky-high bill for the performance offered by the Clio GT. The manufacturer's claimed sprint time from 0 to 100 km/h is 9,4 seconds, and the top speed reaches 199 km/h.

The engine sounds best at medium speeds. When the speed stabilizes, it is almost inaudible. The driver's ears first of all reach the noise of the air flowing around the body. The situation changes with dynamic driving. The closer the tachometer needle is to the red field, the more insistent and less pleasing to the ear the sound of the motorcycle. Renault decided to mask the problem with a smart app.

When you turn on the R-Sound system, racial sounds begin to pour from the speakers. Electronics modulate the sound of the engine in such a way that the Clio GT sounds like a Laguna V6, Nissan GT-R, Clio V6 or even a classic ... motorcycle. The differences in the sound of the cars are obvious. It's important to note that their volume can be adjusted to suit your preference - the Clio can sound almost like a performance car, but the artificially created sound can also subtly complement the tune of the 1.2 TCe engine. Others will like one solution, others will consider it a gadget that will entertain you for a few minutes, after which they will turn off the R-Sound function.

The Clio GT is offered exclusively with the EDC transmission, a six-speed dual-clutch transmission. The transmission shifts up to higher gears with decent speed. Despite this, it turned out to be the least successful component of the tested machine. First, the long hesitation when starting off is annoying. We step on the gas, Clio begins to timidly pick up speed, and after a moment it decisively rushes forward. When driving dynamically, the EDC has trouble choosing the optimal gear, and after switching to manual mode, it is annoying to the point of lethargy when downshifting. Volkswagen DSG boxes are more efficient and intuitive in manual mode - we quickly feel at what speed we can force a decrease. Clio is more difficult.

Once we get moving and pick up speed, we'll evaluate the Clio again. It is clearly felt that Renault Sport engineers were responsible for setting up the suspension, consisting of MacPherson struts and a torsion beam. They were on top. The 40% hardened chassis provides superior traction while still absorbing bumps. The Clio stays on course for a long time, and understeer is almost unknown. When we reach the limit of traction and the front starts to twitch, all you have to do is slow down a little or hit the brakes and everything will be back to normal. Dynamic cornering is facilitated by a precise steering system with the right boost power. It is a pity that the driver does not receive more information about the situation at the point of contact of the tires with the road.

Almost complete equipment is a distinctive feature of the Clio Grandtour GT. You don't have to pay extra for the EDC dual-clutch transmission or the comprehensive R-Link infotainment system with 7-inch display, Bluetooth, USB or access to online services. The short list of options includes only a panoramic roof (PLN 2600), sensors and rear view camera (PLN 1500), heated seats (PLN 1000), RS Monitor 2.0 system (PLN 1000) and an extended map of Europe (PLN 430). 70). Sounds very good. We'll be shocked when we look at the starting price of the Clio Grandtour GT. Round 000 2550 zlotys! Less money will be enough for an excellent running Fiesta ST or a predatory Swift Sport. By adding PLN we get a very strong and flexible Fabia RS.

The idea of ​​creating a cheaper and less aggressive alternative to the Clio RS was a good one. Not everyone dreams of a 200 hp hot hatch. Ironically, the GT version may be much less common on the roads. All because of the exorbitant price of the sporty Clio. It is a pity how very pleasant it is to manage the “warm hatch”.