It has always been a constant struggle in the motoring world to keep up with times (and efficiency standards) with shrunk, turbocharged engines, and yet deliver the same kind of driving thrills and enjoyment as larger, naturally aspirated ones of yesteryears.
This time round, Renault has gone against its proven recipe. Where previously the junior hot hatch was only available as a three-door variant, this is the first time the Clio R.S. (here, R.S. stands for Renault Sport) is presented in a five-door trim.
The new car is also the first to ditch the conventional stick shift for a dual-clutch gearbox, and a 2.0-litre naturally aspirated unit for a smaller 1.6-litre turbocharged powerplant.
Exterior
Despite keeping to its proportions, the new Clio R.S. has a fresh-out-of-oven design that looks nothing like before. The new looks help to create a rooted impression everywhere it goes, especially when coated with an attention-grabbing yellow pearlescent paintwork.
This time round, Renault has gone against its proven recipe. Where previously the junior hot hatch was only available as a three-door variant, this is the first time the Clio R.S. (here, R.S. stands for Renault Sport) is presented in a five-door trim.
The new car is also the first to ditch the conventional stick shift for a dual-clutch gearbox, and a 2.0-litre naturally aspirated unit for a smaller 1.6-litre turbocharged powerplant.
Exterior
Despite keeping to its proportions, the new Clio R.S. has a fresh-out-of-oven design that looks nothing like before. The new looks help to create a rooted impression everywhere it goes, especially when coated with an attention-grabbing yellow pearlescent paintwork.
Dubbed 'Liquid Yellow', the special effect gloss comes at an additional $3,000, but adds the right amount of 'attitude' and character to the hot hatch. And even when we aren't exactly fans of the colour, we found its appeal quite irresistible.
At the rear, the twin tailpipes are also more prominently displayed than before with polished tips. Together with the pronounced diffuser, the snub rear end gets added aggression that is rarely found in cars in its class.
Locally, the Clio R.S. is available in two trims - 'Sport' and a more hardcore 'Cup'. Besides sitting 15mm lower, the Cup chassis is 15 percent stiffer. The more obvious differences, though, are the larger 18-inch gloss black wheels (Sport gets 17-inch gunmetal) and red brake calipers.
At the rear, the twin tailpipes are also more prominently displayed than before with polished tips. Together with the pronounced diffuser, the snub rear end gets added aggression that is rarely found in cars in its class.
Locally, the Clio R.S. is available in two trims - 'Sport' and a more hardcore 'Cup'. Besides sitting 15mm lower, the Cup chassis is 15 percent stiffer. The more obvious differences, though, are the larger 18-inch gloss black wheels (Sport gets 17-inch gunmetal) and red brake calipers.
Interior
The Clio R.S.' racy theme continues in the cabin with a vivid display of contrasting red trims, complete with striking red seat belts. With a careful blend of loud and subtle bits, the cabin is more visually arresting than its bigger brother - the Megane RS.
It is almost like Renault's way of reflecting the Clio's younger and more vibrant personality. Interestingly, the Clio R.S.' paddle shifters are taken straight from Nissan's halocar - the GTR.
The Clio R.S.' racy theme continues in the cabin with a vivid display of contrasting red trims, complete with striking red seat belts. With a careful blend of loud and subtle bits, the cabin is more visually arresting than its bigger brother - the Megane RS.
It is almost like Renault's way of reflecting the Clio's younger and more vibrant personality. Interestingly, the Clio R.S.' paddle shifters are taken straight from Nissan's halocar - the GTR.
The new 7.0-inch touchscreen puts the navigation, entertainment and car's system under one roof. Doing without the quirkiness of the split systems found in older Renault cars, it is now much easier to work with, though still slightly short of being the most intuitive in the market.
In terms of practicality, the compact hatchback is commendable, with proper space for four adults and five with a squeeze.
In terms of practicality, the compact hatchback is commendable, with proper space for four adults and five with a squeeze.
The Drive
Headlining the latest Clio R.S. is a new drivetrain that is conceptually very different from its predecessor's. The old 2.0-litre naturally aspirated block has been ditched for a smaller, turbocharged 1.6-litre unit capable of 200bhp and 240Nm of torque. Performance level, however, stays similar, with the new unit gaining just three horses over the old powerplant.
The next controversial change is the choice of transmission. In place of the much-loved conventional stick shift is an EDC dual-clutch gearbox.
It is the same unit found in the Megane hatchback and Grand Scenic MPV, but with comprehensive revisions from Renault's motorsport division.
Pedal to the metal, the hatch launches with such a temper that will excite and intimidate even the seasoned driver. Worthy of its hot hatch denotation, the Clio R.S. dishes out an ensemble of brisk acceleration and induction roar to make any experience a delectable and addictive one.
With three driving modes available (Normal, Sport and Race), drivers can select the sensitivity of the throttle, steering weight and how much 'fun' you can have before the car's electronic nannies intervene.
In Sport mode, the hatch offers the best compromise, dishing out a good level of involvement at the helm without having us fear about being caught in sticky situations, such as having its tail sticking out at the wrong place and at the wrong time.
Regrettably, it is only under hard driving that the gearbox acts quickly and instinctively. Like most other turbocharged powerplants, the R.S. has a slight lag time before acting up too.
Conclusion
It comes as no surprise that Renault, like many other automakers, has adopted engine downsizing (for better fuel economy) and opted for a more mass market-friendly automatic gearbox for its track-ready hot hatch (similar to what Porsche has done to the GT3).
In fact, with added practicality, the new Clio RS feels more all rounded than before.
Armed with a host of goodies, including larger, meaner-looking rims and a lower and stiffer chassis, the Cup variant tested here costs $3,000 more than the Sport - but we reckon it is the one to go for.
Of course all that's said and done, you cannot stop us from wondering if a manual version will be more fitting for such a car.
Regrettably, it is only under hard driving that the gearbox acts quickly and instinctively. Like most other turbocharged powerplants, the R.S. has a slight lag time before acting up too.
Conclusion
It comes as no surprise that Renault, like many other automakers, has adopted engine downsizing (for better fuel economy) and opted for a more mass market-friendly automatic gearbox for its track-ready hot hatch (similar to what Porsche has done to the GT3).
In fact, with added practicality, the new Clio RS feels more all rounded than before.
Armed with a host of goodies, including larger, meaner-looking rims and a lower and stiffer chassis, the Cup variant tested here costs $3,000 more than the Sport - but we reckon it is the one to go for.
Of course all that's said and done, you cannot stop us from wondering if a manual version will be more fitting for such a car.
