Renault Clio RS 200 2014 Review

The Renault Clio RS 200 EDC is a rip-snorting hot hatch that offers epic bang for your buck. It's faster than its rivals, taking 6.7 seconds to hit 100km/h. It has a top speed of 230km/h and comes with loads of high-tech features. The $28,790 pocket-rocket is not as 'pure' as its predecessor, ditching the naturally-aspirated engine and manual gearbox. But with a 147kW turbo-petrol mill and dual-clutch transmission it'll still put a smile on your dial.

For the last seven years the Renault Clio RS has been the yard stick by which all other compact hot hatches have been measured.

But has the Clio RS lost its edge now a dual-clutch transmission and a 1.6-litre turbo-petrol engine replace the wonderfully linear power delivery of the naturally aspirated 2.0-litre engine and six-speed manual?

Thankfully, no.

The Clio RS is still the driver's hot hatch of choice in the compact light car segment, and although it's not quite as intuitive or engaging as its forebear, it's faster, more efficient, more practical, safer and much better value.

Not a bad trade-off really.

Priced from $28,790 (plus on-road costs) for the entry-level Clio RS 200 EDC Sport, the sophisticated Frenchy punches hard off the line thanks to a nifty launch control system, which none of its immediate rivals offer.

It's a fast little tacker too -- the quickest in its class -- accelerating to 100km/h in just 6.7 seconds thanks to a new launch control system. The launch system is limited to five consecutive runs in a bid to save the clutches from burning out. It’s a clever self-preservation tactic the new EDC (or efficient dual clutch) automated transmission employs, though we can thank transmission supplier Getrag for that one.

Sporting a beefier new engine, the pert little pocket rocket is two tenths quicker to 100km/h than the Ford Fiesta ST and Volkswagen Polo GTI, and one tenth faster than the Peugeot 208 GTi. It boasts a top speed of 230km/h, which is also faster than the Ford and the Volkswagen and on par with the Peugeot.

The 1.6-litre turbo-petrol engine is shared with the Nissan Juke, and with a touch of Renault Sport love pumps out 147kW at 6000rpm and 240Nm of torque from 1750rpm. That's the same power but 25Nm more torque than its naturally aspirated predecessor, and it arrives much lower in the rev range.

This gives the car more punch out of corners and makes it easier to live with around town. You don't have to wring its neck to keep momentum, just a light tickle of the loud pedal will do.

The flip side of this emissions-conscious turbo engine is that you don't really get that heady top-end rush above 5000rpm. It’s one of those traits that made the previous nat-atmo model so endearing. But you do get much better fuel consumption, and who doesn't love paying less for good times?

Rated at 6.3L/100km (combined) it's a marked improvement on the previous Clio RS's 8.2L/100km.

The nifty European hatch comes in two trim levels, regular and Trophy. There are also two chassis tunes, Sport and Cup. The pricing break-down is as follows:

Clio RS 200 EDC Sport $28,790 (plus ORCs)
Clio RS 200 EDC Cup $31,290 (plus ORCs)
Clio RS 200 EDC Sport Trophy $34,290 (plus ORCs)
Clio RS 200 EDC Cup Trophy $36,790 (plus ORCs)

It's always nice to have more fruit in the car, and the leather-clad Trophy models feel plusher. It arrives with rear parking sensors and a rear-view camera. Trophy variants also get an in-build telemetry system as part of Renault’s RS Monitor. The system can track and record your movements around tracks (or roads) via satellite imagery, and logs everything from G-forces to throttle position, engine revs and road speed.

Renault reckons it'll sell around 500 of its famous pocket rockets per year. Check out the Clio RS 200 pricing story for more details.

All models get loads of goodies too, from Bluetooth phone and audio streaming, an easy-to-use 7.0-inch touch-screen display, sat nav, cruise control, USB and auxiliary audio ports, plus automatic headlights and rain-sensing wipers.

Like other Clio models we've tested, Bluetooth pairing is easy but audio streaming is sketchy, making it almost useless. This is one issue that needs to be fixed by Renault.

Sports seats are also fitted to all Clio RS 200 EDC grades and have big side bolsters to keep your torso from sliding around under high-G manoeuvres. Other sporty additions include 17-inch alloy wheels, red seat belts and red interior stitching and sporty alloy pedals.

An electronic limited slip differential and the push-button RS Drive system (which adjusts throttle, steering, gearshift and stability control levels via three settings) will sweeten the deal for enthusiasts.

The entry-level Clio RS 200 EDC Sport is a good all-rounder, neat and tidy in town and comfortable on country roads thanks to its 15 per cent softer suspension and less aggressive tyres. The dual-clutch transmission is a winner here too, dealing with stop-start traffic easily, and without the abruptness sometimes experience from other dual-clutch transmissions.

It may be the softer of two setups, but it can still slice a sharp line through a corner -- and you'll have a lot of fun doing it. It's a speedy little car in a straight line, piling on speed effortlessly, and also decelerates strongly thanks to 320mm front disc brakes.

The Clio RS 200 EDC makes use of a new quasi torque vectoring system that can brake the inside front wheel to reduce understeer. It works a treat in improving the car's stability, making it very forgiving during sharp or sudden turns.

The steering is generally communicative, grip levels are good and the nose of the car generally goes where you ask it, tracking through bends clean as whistle.

I also liked how the steering and throttle response improved when switching the RS Drive to Sport mode.

The more expensive Cup chassis gets stiffer springs, firmer dampers, a 3mm-lower ride height, and larger 18-inch alloy wheels. With a 27 per cent increase in stiffness up front and a 20 per cent firmer rear the formula works wonders on the Clio RS’s seat-of-your-pants feel. It's basically a 230km/h, six-speed go-kart.

It's not as comfortable as the Sport chassis, which could see it get a little tiresome in day-to-day scenarios, but it’s a much keener and more predictable car at speed, and more involving to boot.

We also fanged the Cup chassis models on the racetrack and here it really shines.

Fair dinkum, it's a pint-sized weapon. The EDC transmission is a good operator, snapping through gears very rapidly in Race model. For more details on the transmission, check out the Renault Clio RS 200 EDC's international launch here.

With crisp turn in, loads of feedback and scads of grip there’s little not to like. I still think its predecessor was smoother in approach, but this thing comes close and feels quicker.

motoring.com.au had the good fortune of testing the Ford Fiesta ST and Peugeot 208 GTi on the same race track recently and can tell you that the Clio RS felt faster than both.

The Pug doesn't come close to the Clio RS in terms of handling dynamics or power delivery, and while the Fiesta is fast and visceral, the Clio RS puts its power down more effectively, and drives out of corners more predictably.

The connection between driver's hands and feet and the car is tremendous, and you feel exactly what the front wheels are doing, and what they're about to do. Exploring the car's limits is easy, and very rewarding.

Simply put, the Clio RS is one of the most entertaining cars available in one of the most exciting car segments Australia.

Renault's Clio RS 200 EDC isn't quite as scalpel sharp as its predecessor, but it certainly feels more athletic and more versatile, offering drivers a better all-round experience. And while the new model has never faced so much competition, it is still the benchmark hot hatch in the light car segment.

Renault Clio RS 200 EDC pricing and specifications:
Price: $27,790 (plus on-road costs)
Engine: 1.6-litre four-cylinder turbo-petrol
Output: 147kW/240Nm
Transmission: Six-speed dual-clutch
Fuel: 6.3L/100km (combined)
CO2: 144g/km (combined)
Safety Rating: Five-star (EuroNCAP)

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