The 200 eschews much of today’s marketing-led nonsense – most notably huge wheels and slammed suspension – in creating the most sophisticated, capable and enjoyable chassis yet seen in a car of this size. We doubt many owners will get benefit from this on the road, but it’d be a boon on track days. There’s also an audible gearshift indicator that kicks in just before the redline. The 200 does feel a little more urgent at lower revs than the 197, and more forgiving of those who barrel into a corner and scrub off a little too much speed. It sounds just the ticket, too – all induction blare and fizzing valve gear. It demands work and fast gearchanges, but it rewards with exhilaration and the opportunity to have the driver’s skill level make a real difference. But Renault’s decision to resist a change to light-pressure turbocharging in the hot Clio has been vindicated, because this is a fine hot hatch motor from the old school. Moreover, being normally aspirated, the 200 needs concerted effort (in other words, a right good thrashing) to operate at the level its figures would suggest. Using all 7500rpm and a decent level of initial traction, the Clio clips 62mph from rest in 6.9sec and will reach a top speed of 141mph, at which point that fully functional rear diffuser is really earning its keep. However, we would have preferred better all-round visibility because the B-pillars and C-pillars are notably thick, perhaps to provide outstanding roll-over protection. Like the standard three-door hatchback it is based on, the Renaultsport Clio has gained in size over its forebear, signalling a fundamental change of direction for the brand, for which small is clearly no longer beautiful. Cup cars are also 36kg lighter and feature a quicker steering rack, but they’re also less well equipped – the dashboard is made from a harder plastic, and even air conditioning is an option. The Cup model, meanwhile, has 15 percent stiffer dampers than the 197 Cup, and stiffer springs (27 percent at the front and 30 percent at the rear) than the standard Clio 200. The normal car’s dampers are 15 percent softer than a Clio 197’s and feature what Renault calls ‘double-effect’ valves for improved ride during motorway cruising. In chassis terms, Renaultsport has tried to widen the gap between the regular Clio 200 and the more hardcore Cup chassis variant. Are the tweaks enough for it to still reign supreme?Ī Gordini model, which brought back the class performance name from Renault’s history, brought with it some Mini-style dressing up of the exterior and interior – including racing stripes and lots of blue and white trim – but it was axed as part of Renault’s sweeping cuts to its UK line-up in February 2012. ![]() This Renaultsport Clio 200 is more of a mid-life refresh for the previous 197 than an all-new vehicle, but it does include some notable refinements, including a revised 2.0-litre engine, firmer suspension and some subtle styling changes. So the latest incarnation of the hot Renault Clio ought to appeal to us. Look below that, and you'd find a 1.8-litre Clio RSi that, for its slightly tamer pace, still proved a real live wire – we rated it more highly than better-known rivals such as the Ford Fiesta XR2i, Peugeot 106 XSi, Citroën AX GTI and Vauxhall Corsa GSi. If your insurance broker baulked at the prospect of a group 17 rating, there was also the Clio 16v – a more ordinarily styled hatch that could run the hotter Williams surprisingly close on performance. The Clio Williams line included a succession of hot hatches leading back to a 1993 original that was blisteringly quick, handled sweetly and, with its gold alloy wheels and blue dials, looked superb. ![]() Delve a little more deeply into tradition, and it's not difficult to find hot Clios of worthy mettle.
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