This more generous spread of torque is
immediately apparent, even as we gently head away from Granada airport in
search of some entertaining mountain roads. As you’d expect, the paddle-shift
EDC (‘Efficient Dual Clutch’) transmission is simple to use: slot into ‘D’,
squeeze the throttle and you’re away. There are progressively sharper modes to
choose from (more of which later), but for now I’m keen to see how convincing
the 200 Turbo is when it’s been asked nothing more than to shuffle gears for
itself and cope with some low-speed lumps and bumps.
The answer is very, for not only is the
gearbox smooth and the engine tractable, but the suspension (Sport, no
Cup-spec, don’t forget) has decent pliancy that rounds off the sharpest edges
of a poor road surface. It makes for a refined and grown-up experience, one
that genuinely lifts this RS above previous generations in terms of day-to-day
comfort.
Interior
quality is much improved from Renaultsport cabins of old
Our route takes us out the sticks, with
faster, more roads spiced with knotted combinations of corners to challenge the
Clio’s core ability. At this stage the essential differences between the
previous model and the new car become clear, not least because you now have ‘RS
Drive’ button, which offers a choice of three distinct modes (Normal, Sport and
Race) to tailor the car’s behavior to the road you’re on, and the mood you’re
in. The engine response, gearshift speed, traction and stability control
thresholds and steering assistance are all massaged accordingly.
Not that long ago, this was the preserve of
high-end cars such as the Ferrari F430, so to have it filter down to a $29k hot
hatch is an impressive demonstration of how such technology is changing the
driving experience for everyone. How you feel about it depends largely on
whether they’re an old-school purist, techno-geek or a sucker for marketing. In
truth I guess most of us are a little bit of all three, although I personally
tend to prefer cars that try to do one thing very well, rather than promise to
be several cars in one thanks to the voodoo of systems such as RS Drive.
That said, the increased urgency you fell
when switching from. Normal to Sport is most welcome. The engine gains some
edge, the gearshifts some snap and the steering some additional weight. In
terms of outright feedback and connection the Clio’s steering feels filtered,
but the rate of response is natural and progressive, so you never feel as
though you need to calm you inputs down. On tricky wet/dry roads you get plenty
of information from the front tires (here mounted on optional 18in rims) about
available grip, so you can turn in with confidence and commitment, which is a
sure sign the chassis is a good’ un. There’s also a feeling of greater depth
and control to the damping on poor surfaces, thanks to the incorporation of a
secondary damper within the main damper unit. Called Hydraulic Compression
Control, the system complements the solid polyurethane bump-stops to contain
rebound and bring tighter, more linear control of wheel movements later in the
stroke of the main damper. It’s a neat and effective solution.
Cup
version feels enjoyably flamboyant on track
That extra low-down and mid-range torque
really helps pull you out of the corners, and the EDC gearbox maintains your
forward momentum in a way you’d struggle to match with a manual. It also allows
you to focus solely on picking the sweetest line through the corners, the
effortless up and downshifts enabling you to readily find your groove. There’s
strong traction too, courtesy of Renaultsport’s electronic ‘RS Diff’, which
monitors the difference in rotational speed of the front wheels and compares it
to that of the un-driven rears. It works to counter both under-steer an wheel spin
by micro-braking whichever front wheel is threatening to lose grip. Intervening
before the ESC traction control, the RS Diff is much more subtle when active,
and avoids the car leaning heavily on the ESC and the resulting restrictions
in torque it would impose to restore grip and stability.
With
space to play with and a damp, slippery surface, the Cup is hilariously lively
It works very well, to the point where you
simply think you’re driving brilliantly, which is how all these systems should
be. Of course there are occasions where you do get caught out and have to rely
on the more aggressive intervention of ESC, but those moments are few and far
between. Consequently the 200 Turbo is an extremely rapid and impressively
capable car in point-to-point terms. It’s certainly a more flattering car to
drive hard than its predecessor, and its performance is much easier to extract
for sustained periods of time. Given Renaultsport’s objectives, you’d have to say
it’s the spot, but it’s still impossible not to yearn for the previous model’s
urgency and love of revs. It seems you always want a little of what you can’t
have.
