The second-generation Clio V6 is a
fabulous driver’s car, and values are going up
Few cars from any era have followed the
same formula as that used by the Renault sport-developed Clio V6. Take one super
mini. Rip out the rear seats and install a 3.0-liter V6 where the kids are
supposed to sit. Then clothe the whole thing in bodywork that makes the
Batmobile look subtle.
It’s worth remembering that Renault already
had form for building mid-engined super-minis almost as wide as they are long.
The 1980 R5 Turbo set the template for the 2001 Clio V6 to follow.
British petrol heads snapped up 256
examples of the Mk1 V6. However, the first-generation cars tended to bite back
and punch Clio-shaped holes in the scenery if the driver wasn’t on the ball.
Renault
Clio V6 Mk2
Scott Glander of Clio V6 specialist SG
Motorsport Services (renaultcliov6.com) thinks that reputation is only partly
deserved. "You need to be aware of lift-off over steer," he says,
“but it all depends on who is behind the wheel.”
Sorting the tricky handling was high on the
‘to do’ list for the Mk2 (or ‘Phase 2’) version. “The two vehicles are very
different to drive,” says Glander. “The Phase 2 driving experience is much
better. The gear ratios are shorter, there’s more power and the interior is
less plastic KY. Other than the lower price of the Mk1, there’s no reason not
to go for the Mk2."
Mk2
Clio V6s were less inclined to swap ends
UK drivers bought 354 of the 1018 Mk2 cars
made. Don’t think of it as a facelift; this was a thorough re-engineering of
the original. A longer wheelbase (up by 23mm) and revised suspension improved
the handling. At the rear, Renault fitted a new sub-frame with stiffened and
repositioned mounting points for the transverse link and drop link. The
trailing arms were lengthened by 10mm and the wheels moved 15mm rearwards,
while spring rates were increased.
At the front, the anti-roll bar diameter
was increased to 28mm, the track was widened by 33mm, the springs stiffened and
the castor angle increased. Super-sticky Michelin Pilot Sport tires gave
grippier, more manageable handling.
Cabin
finish is better than that of earlier cars
Power increased from 230bhp to 255bhp at
7150rpm. A shorter final drive ratio lowered gearing by 10 per cent while the
ratios themselves were closer.
Outright performance has never been at the
core of the V6’s appeal, but the Mk2 is punchier than the Mk1. "Phase 1s
can feel a bit lethargic," says Glander. “With a Phase 2, after every gear-change
the power is ready and waiting."
As well as the mechanical changes, the Mk2
had an exterior makeover.
Mid-mounted
3.0-liter V6 makes 255bhp
The front bumper, grille, headlights and
rear spoiler are all obvious differences between Mk1s and Mk2s.
Inside, the Mk2 retained the original’s
two-seat layout and the small luggage area up front. However, the cabin finish
was improved, especially if the original buyer chose one of the optional
leather packs. The level of standard equipment improved, too, with rain-sensing
wipers, climate control and a 160W stereo.
Performance
is impressive, if not mind-blowing
In making the Clio V6 better to drive hard
yet easier to live with, Renault pulled off quite a trick. But despite an
enthusiastic reception from press and public alike, the Clio V6 255 was only in
Renault showrooms from 2003 to 2005. The model reached the end of its life when
the Clio 3 arrived.
Such a short life and limited production
run means the Mk2 has been in strong demand ever since. You’ll pay considerably
more for a Mk2 than a Mk1, but it will be easier to track down a well cared-for
example of the second generation. “If you want a clean Phase 2, you won’t have
a problem finding one, but most Phase 1 cars have been heavily used, so it’s
hard to find a really nice example,” says Glander. “The value of the Phase 2
has never dropped below around $15,000, and the kind of people who buy them
look after them."
Values are now starting to creep up, in
part because owners tend to hang on to the cars. “One of my customers has owned
all sorts of performance cars, and usually keeps them for just six
months," says Glander. “He’s had his Clio V6 for three years and still
loves it. When the car clicks with you, what do you replace it with?"
Brakes
A pair of original brake discs costs just
$592.26 from Renault Parts Direct. Front pads are $288 and rears are $433. Clio
V6 specialist SG Motorsport Services recommends EBC Red pads instead for $144
(front) and $115 (rear), while a set of four Apec brake discs costs $294.
