Renault Clio RS: high expectations - Sportscars

SPORTS COMPACTS of the French manufacturer have always been a part of my life. First there was a white Renault 5 Turbo 2, which I always fueled as a child when I worked in the workshop, 5 Turbo Raider, which my parents bought in 1990, my first trip abroad for the debut of the first car. Cleo Williams in Corsica and many Clio RS which I drove cheeks to cheeks for years. And during all this time there was not a single Renault hot hatch that let me down.

In recent years Renault Sport built a solid reputation in the compact camera industry. The little Twingo 133 is exemplary and fun, and the Mégane 265 Trophy is a Ring winner, but for me the Clio 200, which is small but not too big, best embodies the magic of the RS brand. Wild, nasty and uncompromising, he makes you work hard to bring out the best, but then he earns you big rewards. That is why it is considered the best analog hot hatch among modern cars. With such a reputation to not betray, would his heirs live to see it?

All of this explains the mixture of excitement and anxiety with which we await the fourth generation of the Clio. Excitement because the new Clio 200 Turbo promises performance they are larger and easier to access, and should be more comfortable to use without sacrificing pleasure. Anxiety, because in doing so, he is distancing himself from the great Clea of ​​the past, replacing engine atmospheric, hungry and greedy for revs and manual transmission with turbo less and double clutch oar.

We drove all the way to Granada, southern Spain, for the debut of the new Clio. First we will drive the standard Clio with Sports frame on the road and then we bring a more aggressive version with Cup frame on the highway, along the 50 km of the Gaudix highway. The weather isn't the best, if not sucks, but the view of the parking lot full of bright red Clios immediately lifts the spirits.

When I first saw the new Clio in a photo, I didn't know what to think about its style, and even now that I have it in front of my eyes, I can't decide. It's bigger and stockier than the previous version - you can tell right away - and the lineup is dominated by extra-large headlights and a giant Renault logo on the hood, but it's sure to catch your eye and you'll never stop looking at it. He hides well the fact that this is one five doors but as impressive as the style is, it is very far from what we are used to.

Also "cockpit that's impressive. Red plastic inserts and visible stitching points create a touch of color and a pleasant contrast with black interior... It immediately gives the impression of a better-quality interior than the old Clio, at the height of the Mégane, resistant and immune to the squeaks and vibrations that usually strike compact sports cars with particularly hard tuning. In addition to quality, the interiors are also comfortable and well equipped, confirming that the new series restores the balance between pleasure and livability.

In the tradition of Renault, key is block keep in your pocket or glove compartment on your dashboard. To turn on the Clio, just take it with you and hit the starter. At 200 hp and 240 Nm, its performance is not very different from the previous version. The mode has changed in which power and this one couple unleashed: the third generation produced 200 hp. at 7.100 to 1.100 rpm, while the successor got to the level 2 rpm earlier, which became much more convenient. But what is most striking is the torque: the old 5.400-liter naturally aspirated engine required 215 rpm to reach 1.6 Nm, while the new 1.750 turbo only required 240, and 3.750 Nm remained unchanged for another 1.000 rpm. decreasing only in the latter. 6.500. near the red line located at an altitude of XNUMX m above sea level.

The most generous delivery of a couple immediately catches the eye as we leave Granada airport in search of a beautiful mountain road. L 'EDC (which stands for Efficient Dual Clutch) with paddle shifters behind the wheel is easy to use: just insert D and press the accelerator to start driving. There are more and more harsh modes to choose from, but for now I want to understand how the Clio RS performs at low speeds over bumps and bumps. Under these conditions, the new Clio is fantastic: not only Speed it is smooth and the engine is obedient, but suspensions (which in this version is Sport, not Cup) soft enough to absorb the most severe bumps. Overall, the ride is trim and grown-up, and compared to its predecessors, this RS is a clear step up in terms of comfort.

The road we chose to test the Clio gets faster and more open, punctuated by more challenging sections. At this stage, the differences with the previous model are obvious, not only because there are now “RS Drive“It allows you to choose between three different modes (Normal start, Sports e Race) to adapt the vehicle's behavior to the road or mood. Engine responses, gearbox speed, stabilization and traction control intervention levels, and assistance steering they all correspond to the chosen modality. Until recently, this was the preserve of cars like the Ferrari F430, so the fact that today we find it on a €23.000 sports compact car is proof of how much this technology is changing the driving experience at all levels of society. You'll like it or not, depending on whether you're a purist or a tech geek. In truth, I believe that each of us is both, although I personally prefer cars that can do one task well, rather than promising to be many cars in one thanks to the magic of the system. Like RS Drive.

However, when switching from normal to sports, the greatest return is welcomed. The engine is more decisive, shifts faster, and the steering is slightly more punchy. When it comes to feedback and communication, the Clio's steering is a little filtered, but its responses are natural and progressive and never force you to cut back on input. On the most difficult roads, the front tires (which are circles of 18) convey a lot of traction information, allowing you to take turns with firmness and confidence, indicating that frame this is cool. On the roughest surfaces suspensions they look even better than the previous ones and have everything under control thanks to the addition of a secondary thrust valve inside the main one. This system, called hydraulic compression control, works in conjunction with traditional polyurethane limit switches for better shock absorption. A clean and efficient solution.

The ultra-low to medium torque pulls it out of corners instantly, and the EDC switch is faster and jerky than a manual switch. Smooth gear shifting allows you to fully concentrate on your cornering trajectory and find the right pace. IN electronic differential RS Diff RenaultSport delivers excellent traction by monitoring the difference in rotational speed of the front wheels and comparing it to the speed of the rear wheels. It is able to counteract understeer and wheel spin with micro brakes applied to the front wheel that is about to lose traction. RS Diff is very invisible and is activated in front of the traction control system, thus avoiding punitive interferenceESCwhich clearly reduces the transmission of torque to restore grip and stability.

This works very well, to the point where you are convinced that you are the trump helm, and rightly so: the purpose of these systems is to intervene effectively, but with such discretion that you do not even notice it. Of course, there are times when this is not enough and you have to rely on a more aggressive ESC, but this rarely happens. In addition, thanks to these systems, the Clio RS Turbo is very fast and sharp. It is more pleasant to drive than the old version, its performance is easier to operate even for a long time. Given RenaultSport's goals, I'd say the Clio hit the mark, but you can't help but feel nostalgic for the old version's ferocity and rev-thirst. The usual story: we are never satisfied with what we have.

MORNING AFTER WE RELEASE Clio on the track. We didn't get the chance to ride this version of the Cup on the road, but how can you complain when you have a yellow Clio and a twisty track at your disposal?

Hard to seelowered finish by 3 mm, but the stiffness increased by 15 percent, and rack the faster they feel. And How. They make the car more responsive and the front more sharp. With RS Drive Mode Race ESC is disabled, and I notice this when at a certain point I take a big risk, badly entering a right turn downhill. With cold tires, wrong trajectory, and closing the throttle too fast, I run the risk of cornering while spinning, but when I open the throttle, the tires - who knows how - regain traction, saving me from off-piste gravel riding. . This appeal plentiful is a surprise: on the road, the sport mode was smooth and light and didn't tend to constantly wind up sideways. But with plenty of room and wet pavement, the RS seems to be waking up. IN brakes they are powerful, progressive and incredibly fade resistant. With a red line at 6.500 rpm, the engine is less worried and, despite its torque, instantly fires out of corners. Sure, this new engine allows the RS to behave better than its predecessor, but it pumps out less adrenaline than the old 2-liter. Like the engine, the gearbox is just as efficient and quick (with shifts of less than 150 milliseconds in race mode), but less fun than the old and jittery manual.

I must admit that yesterday the new Clio did not fully convince me. But now that I've tried it on a track and got to know him better, I'm starting to really like him. It has the character and tuning of a RenaultSports chassis to which it adds a certain sophistication that doesn't seem to affect the dynamics. But something is missing, part of that connection between you and the car, that engagement that comes from coordinating hands, eyes and feet to bring out the best in the car. This is a criticism that is being heard more and more these days, and I think it makes sense. If for you, as for me, driving is an art, cars that turn this skill acquired and honed by time and effort into a purely mechanical action lose something, become flat and soulless.

However, the experience behind the wheel of a Clio Renault Sport Turbo has a certain depth. It's amazing how the engine and drivetrain change dramatically depending on which mode you choose, raising the stakes and completely transforming the Clio. There is no doubt that this RenaultSport was designed and cared for by those who love to drive, but its style has changed, it has become more practical and less extreme (and perhaps even less attractive) in an attempt to please even those who are always his. deemed too hardcore and uncompromising. This does not mean that this is a bad car, but this is no longer the best car, at least for EVO.

Given that the fourth-generation Clio RS follows a different recipe with completely new ingredients, the taste of the dish that RenaultSport has served us is very familiar. Just need some more pepper. And knowing RenaultSport, you can swear that it will come. Renault boss Carlos Tavares said the strategy of expanding standard RS models will give RenaultSport the freedom to create more extreme options for more enthusiasts. Only time will tell if he means that other cars will arrive, such as the R26.R ...

At this point, we know for a fact that the new Clio RS is undoubtedly faster, more refined and easier to handle in the sporty variant, and with the optional Cup chassis, it is really energetic on the track. But we also have to test the Cup on the road to really understand what it looks like and compare it to the new Fiesta ST and Peugeot 208 GTI to see if and how it fits into the hot hatch category. More purists will kick up their noses in front of the paddles and a more docile supercharged engine, but from what we've seen today, it takes something really special to outshine the Clio.