• Production takes place in 3 plants instead of 4. This largely reduces tooling cost.
• No. of components is reduced from 3,200 to 2,300. This shorten assembling time and cut manpower involved.
• Reduce the no. of tightening action for each car from 120 to 20 ; reduce fasten action from 1284 to 914. Again this shorten assembling time and cut manpower.
• By making many items as standard equipment, such as ABS and dual air bag, these equipments become cheaper.

The Car Itself

The Clio II is built on the old platform, with the same wheelbase and tracks. It gains 6 cm in length in order to deal with stricter crash test, but engineers still find some room for cabin enlargement : in height. Since the old Clio was already a large car ( it was regarded to be half a class higher than contemporary mini cars. ), the new car still deals comfortably with new generation of competitors.  

When comes to handling, Autocar magazine found this is not Clio's strength any more. Engineers did improve noise, vibration and ride, but the soft spring leads to more body roll, while steering lacks sharpness and feel. Like Golf IV, the new Clio pursuit maturity over dynamic excitement.  

Most engines are carried over, although the 1.4 and 1.6 received minor tweak to improve flexibility and fuel consumption. They are still 2 valver, so the low rpm character will never thrill you, while their smoothness and quietness also easily run out at high speed. A newer 16-valve 1.6, with 110hp and 109lbft on tap, is offered as the top of the range. However, it is just intended to be a warm hatch, unlike the hot Clio 16v and Clio Williams.  

So, the new Clio is rather disappointing. Of course it is better than its predecessor, but shouldn't it be better ? 
 

Renault Sport Clio 2.0 RS

Talking about sporting Renault, the mk1 Clio Williams must be mentioned. People regard it as one of the most exciting hot hatch ever built - some even rate it higher than the mighty Peugeot 205 GTi. Can the new hot Clio matches the reputation set by its predecessor ? Let us first examine its power plant ... 

The 2-litre16V engine can traced back to the good old Williams days. Based on the Clio Williams’ 150 hp unit, it evolved gradually and its usage was spread to Sport Spider, Megane and even Scenic. As time goes by, it received modifications such as tubular camshaft, roller cam followers and even a 2-stage variable valve timing for intake valves. The standard engine now output 140 hp and 139 lbft. 

For the new hot Clio, Renault Sport modified it heavily. This includes revised intake manifolds, ducts, exhaust and the use of lightweight valves made of Nimonic, that is, an alloy consisting of 75% Nickel and 25% Chrome and Titanium. As a result, power raised to 172 hp at 6,250 rpm. Torque increased to 147 lbft. Looking around this segment, I’m afraid only Honda Civic Type R can be more powerful, yet it is far less torquey. Carrying just 1070 kg kerb weight, the Renault Sport Clio 2.0 16v is set to out-perform its legendary predecessor ... 

Stop watch has proved that. The new hot Clio has been recorded to reach 60 mph from rest in merely 6.6 seconds, wow ! Is it really a hatch ?! the ton was hit at 17.9 seconds. Our benchmark Peugeot 306 GTi took 7.9 and 21.5 seconds respectively, so you can see how quick the hot Clio is. 

At normal speed, the engine does not differ from the standard 140 hp unit very much, just the exhaust noise is louder. Once the needle passes the 5,500 rpm mark, it becomes really explosive and here realise its real potential. Accompany with exhaust roar and the acceleration force, it feels as quick as it goes. Truly, some cars feel faster than they go, while many more cars today go quicker than they feel. The Sport Clio is one of the rare examples that go and feel equally as quick. 

Renault Sport also tightened the chassis. The use of stiffer springs and dampers lower ride height by 15 mm. Front and rear track are widened by 27 and 17 mm respectively, further with enlarged disc brakes and Oz alloy wheels. For the body work, the bonnet is replaced by an aluminium one to reduce front-bias weight distribution. Revised bumpers reduce aerodynamic lift and improve cooling. A small rear spoiler has also been added. However, the use of high profile 195/50 VR15 tyres might seems a compromise between ride and handling. This feeling is also strengthened by the long lists of standard equipment, including air-con, power windows, CD player, ABS and EBV brake assist. Good value for money aside, it implies the car is not as focused on driving excitement as its predecessor. Shall we say it is too Germanic ? 

I have no doubt about that, especially considering the secure understeer character of the chassis setup. Not as bad as today’s Golf GTi, at least there is lift-off oversteering ability to play with. Cornering is stable and balanced. All four tyres grip hard on the blacktop. Simultaneously, as expected by the high profile tyres, it rides supple and compliant. Very soft for a hot hatch.  

Unluckily, it retains the lifeless steering of the lesser Clio Mk2, which could be a decisive failure compare with other brilliant hot hatches. Moreover, gear change is neither smooth nor quick. Therefore no matter how quick it is, it can’t quite meet the standard set by the Clio Williams. 
 

Clio Facelift

Biggest change is still the new nose. Styling boss Patrick Le Quement obviously intended to create family resemblance with the new flagship Vel Satis, but does the angry face with black mesh grille and a big diamond logo in center work well with the supposed-to-be-funny Clio ? doesn’t the huge, wrap-around headlights make the little car feel smaller than it is ?  

At least the mechanical revisions have not got wrong. All Clios are a little bit more refined and safer. The new 16V 1.2 adds sparkle to the entry-level models. It is eager, smooth and frugal. At the opposite end, the range-topping Sport Clio 2.0 RS (or 172 to some people), has also been improved - bigger 16in wheels wears lower profile tyres, revised damper and anti-roll bar setting to reduce torque steer, new variable intake manifold to improve low rev torque and electric throttle to sharpen throttle response - though output figures remain unchanged. All these make the hot hatch more refined to drive. What did not change is the hydraulic power steering, which offers better feedback than lesser models’ electric assistance, though waste more power and, most important, cost more. 

The cabin received new steering wheel and a whole new dashboard whose material is better while offering more storage space. However, it is far less striking than the new nose. 
 

Renault Sport Clio Cup

As Clio Cup uses the same 172hp engine as Clio RS, you can predict how it get higher performance: by reducing weight. Gone are the air-conditioning, passenger airbag, ABS, xenon light and some sound deadening materials, then employs thinner door windows. These account for 80kg and the Cup now weighs less than a ton at 979kg. In terms of power-to-weight ratio, it beats all other hot hatches. No wonder it accelerates to 60mph in merely 6.5 seconds. At higher speed, it trails Civic Type R and the turbocharged Focus RS, but the beauty of Clio’s engine is its instant response and torque at low rev. In other words, high performance is easily accessible in the Clio Cup. 

Predictably, the chassis is tuned sportier. Stiffer springs and dampers are used. Modifications to suspension geometry result in slightly wider tracks and lower ride height (well, just 3mm). Tyre size remains unchanged, but the tyres are sportier Continental ContiSport while the new 11-spoke alloy wheels look definitely smarter. 

On the road, the Cup goes quicker, handles sharper and brakes better than regular RS. Good enough to beat arch-rival Mini Cooper S in terms of acceleration, lap time as well as driving fun. Simultaneously, ride comfort suffers little and, again, better than Mini. There are some existing flaws remain however - gearshift is rubbery, steering not sharp enough at initial turn-in, driving position too high and seats lack of lateral support. Moreover, in terms of desirability the Clio is simply not in the same league as the jewel-like Mini.  

The good news is: it is considerably cheaper than the regular Clio RS, thanks to the deletion of many equipment. For the price of Lupo GTI, you can have a hot hatch capable of doing 0-60 in 6.5 seconds. Performance has never been so affordable. It seems that the French now replaces the Japanese as the source of cheap fun. 
 

Renault Sport Clio 182

The new name indicates a maximum horsepower of 182, 10 more than its predecessor. This is achieved mainly by improved breathing - both the new catalytic converter and exhaust manifolds contribute to freer air flow. Maximum torque remains unchanged at 147 lbft but it arrives 150rpm earlier. Anyway, the Renault Sport engine is still considered to be one of the most versatile 2-litre four-cylinder engines in the world. On the one hand, it can rev to 7200rpm without any complaints. On the other hand, 80% of peak torque is available from as low as 2000rpm, thanks to variable valve timing and variable intake manifolds. It is therefore more tractable than the rival engines from Honda and Peugeot.  

Apart from engine, Clio 182 also received a chassis upgrade. To improve cornering stability, front and rear tracks are widened by 12 and 16mm respectively while wheelbase is extended by 13mm. A 10% increase of front spring stiffness, increased caster angle, revised rear dampers, stiffer anti-roll bars and wider 205 tires also contribute a lot to handling. As a result, the Clio 182 grips better, turns into corners sharper and displays less understeer. Best of all, the fun-playing progressive lift-off oversteer is still there. Surprisingly, the Clio’s fine ride quality is almost unaffected, thanks to the well-judged damper setup. This chassis modification is highly successful.  

Again, BMW’s Mini Cooper S is still the more desirable car to own, but now the Clio 182 matches Honda Civic Type R in pure talent. All of them are winners, so are car enthusiasts. 
 

Renault Sport Clio V6 Mk1

We have had high expectation for this car since its show appearance some 2 years ago, mainly because of its stunning look. Wide, sportive and purposeful but simultaneously elegant and subtle. Can’t imagine it is based on Clio. Who did this magic ? I don’t know but believe that Ian Callum, the design chief in TWR then or the one who designed Aston Martin’s Vanquish (previously known as Project Vantage) or the current design boss of Jaguar, has an important hand in its shaping. Such a long description just serve to bring you more faith in its design. 

Mechanically, it’s quite interesting. First of all, it is mid-engined. Yes, a mid-engined Supermini ! well, perhaps Ultramini. Not ground-breaking if you notice that in AutoZine’s Strange Car archive there were already a Renault R5 Turbo and Turbo 2 stunned the world in 1981 and 84 respectively with their mid-engined layout. The new Clio V6 can barely said as the company’s third attempt.  

Another interesting thing must be the engine - a V6 displacing a full 3-litre (well, maybe 2.9, my lad). You won’t be surprised as well if you know it is actually the so-called "French National V6" (I know, this name is purely my creation) which is developed and built jointly by Renault and PSA, supplying Peugeot 406, 607, Citroen Xantia and Renault Laguna. It is variable timed for intake valves, so it is the newer version first appeared in Peugeot 607. While the mass production saloon develops 210 horsepower as well as lbft, the Renault Sport tuned version pumps out 230 hp and 220 lbft, thanks to the increase of compression ratio to 11.4 : 1 by means of new pistons, reworked intake ports and exhaust, plus lighter flywheel to favour throttle response instead of refinement. As a result, rev limit has been lifted by 500 rpm to 7100 rpm.  

Outstanding figures? not exactly, but good enough for use in the Clio. It is just disappointing that it didn’t turn out to be 250hp as promised earlier, so rumours say now Lotus has to find a more powerful alternative for its forthcoming M250 sports car. 

However, the Renault Sport unit is given with a unique Six-speed manual gearbox unfound in other cars using the same French National V6, with the exclusion of Renault Avantime. This should give it the much-needed acceleration to fend off the internal competition from Clio 2.0 16V (which is very cheap). Why ? because the Clio V6 carries some 1340 kg of kerb weight compare with its sister’s 1070 kg, canceling most of the advantage in power. Launch in straight line, the V6 is estimated to reach 60 mph in 6.1 sec (half a tick quicker than the 2.0) and then 100 mph in 16.5 sec. It can top 147 mph. All these figures say the car is currently the quickest hot hatch, beating Audi S3. (Wait a moment, is it really a hot hatch ? or simply a mid-engined 2-seat sports car ?) 

Anyway, you won’t feel the car as explosive as many turbocharged rivals including Lancer Evo or Impreza STi, although it does feel quicker than the regular WRX. It differs from these cars by the way it performs - the big variable-valve timed V6 is smooth, linear and flexible for overtaking. Moreover, it sings a six-cylinder song beautifully, especially the hatch-style cabin actually amplify engine sound from the back to the driver’s ear. 

Excluding the sound and the lack of rear seats, the cabin feels as if the Clio 2.0, or to lesser extent any bread-and-butter Clio. Same supportive seats and metallic finish to panels / pedals as the 2.0, same cheap feeling. Very practical, however. Superb visibility, good driving position, vast of head and leg room. There’s a small boot up front and space for a pair of mid-size suit case just behind seats. 

Now comes the chassis, which is mainly TWR’s job. They widened the tracks by a massive 110 mm up front and 138 mm at the rear, drop the ride height by 66 mm and increase wheelbase slightly by 38 mm. The body panels that covers the extended sections, such as fenders and skirts, plus the new doors are made of composite fiber. The transverse drivetrain is mounted on a lattice of structural members take place in what used to be the rear seats. Instead of the original, simple & incapable torsion beam rear suspensions, there is a new multi-link setup to handle the extra requirement. Front suspension, although still a MacPherson strut setup, is also new and it is now mounted on new sub-frame which include a big cross member for higher rigidity (crucial for the widened track) 

The real question is whether the mid-engined layout really benefit handling. Look at the spec. and you’ll find many things actually conflicting with laws of physics - the wheelbase of the car is just 2510 mm, with the rear wheels placing right in front of the tail with actually no rear overhang, and then the heavy V6 (although all-alloy, it’s still a 3-litre V6) with transmission is located right on the rear axle, and is mounted quite high. The result is a heavy rear-biased weight distribution, a less-than perfect polar moment of inertia and a high center of gravity. Someone even said it is a hatchback 911 ! 

Therefore TWR had to build a lot of understeer into the suspensions. Drive the car in straight line, it feels superbly stable. Ride is firm for low speed bump but better at speed. The cable-connected six-speed box shifts crisply yet light. Enter a series of corners at moderate speed, it still feels very good, thanks to the sweet steering which is full of communication. There’s strong grip coming from the 17-inch wheels with 235 width at the rear especially, but the rear end rolls more than expected, a thing deliberately done by TWR. Press hard to the extent that exceed its cornering limit and you’ll back off the throttle, then you’ll be suddenly stunned by the severe lift-off oversteer that dominate the whole picture and eventually lead to a spin. OK in racing circuit but never do it at your country roads. Really a hatchback 911. And I am meaning the 911 of at least 10 years ago. 

If you survive, you’ll learn how to drive it: never try its limit. This is a car requires respect. The best way to drive it is slow in fast out, which is easy and enjoyable to do as the huge brakes are strong, the long travel of throttle pedal easily controls the right amount of torque needed and the superb steering tells you exactly how much grip left. This car is really strange: if not exceeding its limit, it is sweet to drive; once exceeded, it’ll be a nightmare. 

Despite of its flaws, the car is likely to be a hot sale because Renault will build only 3,000 cars. With this attractive look, special mechanical design and rarity, few people will find the £26K price tag too expensive. 
 

Renault Sport Clio V6 Mk2

As before, Mk2 was engineered by TWR (just before the latter bankrupted in Feb 2003), but production has been transferred from TWR’s plant in Sweden back to France, in the Dieppe factory which used to produce Alpine sports cars. The change will definitely reduce manufacturing cost as parts and sub-assemblies no longer need to ship from France to Sweden. Nevertheless, price was actually increased slightly to £27,000 to make sure every Clio V6 won’t be sold at incentives. 

To say the original Clio V6 slow was not quite adequate. It was just not quick enough when compared with the much cheaper, much less powerful but much lighter little brother - Clio 2.0 RS. Even the most optimistic comparison resulted in a 0-60mph difference of less than 1 second. When you pay nearly double price for 1 second lead, you can’t help feeling unhappy, while Renault feeling embarrassed. The Mk2, with substantial modifications to chassis, is even heavier. It tips the scale at 1400kg, up 60kg from the Mk1. Therefore, to improve performance from the Mk1, engineers of Renault Sport worked hard on the powertrain. 

As before, the engine is basically a 2946 cc "French National" V6 with 24 valves and variable valve timing. It used to produce just 230hp, thus left a lot of room for improvement. Renault Sport applied some usual racing techniques such as a camshaft with faster timing and higher lift and a bigger intake plenum with shorter manifolds to smoothen breathing. The result is remarkable, with 25 extra horsepower generated at 7150rpm. This V6 is unusually high-revving. 

That’s not enough. Renault Sport also re-geared the Mk2 Clio V6 to improve acceleration. Not only final drive ratio is reduced by 10%, the first 3 gears are also set closer. Now it can claim 0-60mph in 5.6 seconds and 0-100mph in just over 14 seconds, an improvement of 0.5 and 2 seconds respectively. Super hot hatches like Golf R32 and Alfa 147GTA won’t touch the super Clio. Only the Japanese rally duos - Lancer Evo and Impreza STi - can beat it.  

On the road, the new Clio V6 not only feels much faster and stronger, its performance is also much more delicious to exploit, because the gearshift is slick and short, because the modified intake and exhaust generates a sound so beautiful, so much like a Porsche flat-six, especially it comes from right behind your head. The V6 is excellent for its linear power delivery and its smoothness - a compensation for the deficit in performance compare with Evo and STi. 

So, Problem One has been solved. Problem Two - tricky handling - is dealt in the following ways: wheelbase is lengthened by 23mm, front track is widened by 33mm, front castor angle is increased, rear suspensions are mounted on a stiffer subframe. Both front and rear anti-roll bars are now thicker and connected via drop links to make cornering more progressively. Springs are set slightly stiffer. Wheels grow from 17 to 18-inch. Rear tires are widened from 235 to 245mm. All tires are of lower profile. 

The result? job done. On dry surface, the Mk2 behaves much more friendly. Push hard into corners, it still understeer, but lift off the throttle and the rear end just goes out a little bit. This can be countered easily by opposite lock. In the same condition, the Mk1 could slide suddenly and leave you no chance to rescue. Handling on wet surface remains a problem, however. 

Another handling problem of the old car - too much roll at the rear axle - is also solved. Now both axles are in sync and overall stability is high. Grip level is good. The 2.8-turn steering may not be as quick as Lancer Evo drivers like, but it loads up beautifully in corners and gives plenty of road information without transmitting kickback.  

So, Clio V6 Mk2 is fun to drive as well as fun to look. Although it is not a choice for the ultimate drivers, nor the choice for practicality-minded people, it is a car you can enjoy and be proud to own.