Renault Clio RS Trophy 220 and Lux 200 arrive in SA

When a car like the 162kW Clio RS Trophy is launched, us journos secretly hope for track time. It’s not exactly the most real-world way of testing a road car but it certainly is the most fun.  So imagine my disappointment when we were told we’d be cruising around the Western Cape, my backyard, in the much anticipated Clio RS Trophy and Clio RS Lux. Bleh.

The drive was broken into multiple stages, the first being a long sweeping set of roads where high speed stability could be gauged, followed by the first of the fun bits, Bainskloof Pass, a road so narrow and twisty it should come with a disclaimer. With Renault engines winning 6 consecutive F1 titles, some of that had to have filtered down to the Renault Sport models, which incidentally are made in a special factory, separate from the rest of the range.  It was finally time to find out.

Reanult Clio RS Trophy 220

Clio RS gets wider body. All RS models are assembled in a separate Renault Sport Factory

I nervously sat shotgun for the first leg, while my co-pilot stretched the legs of the RS Trophy on the fast, sweeping roads entering Malmesbury. We noted that the car seemed to become more stable as the speed increased.  Could this be the downforce and functional diffuser working?  High speed braking and cornering ability was also really good, but this isn’t what Trophy is about. Trophy is about cornering.

Bainskloof Pass

MY TURN!  Now imagine the scenario: my first time behind the wheel of this car was smack bang in the middle of one of the most challenging and treacherous mountain passes in the country. I tried to ease into the experience, but when RACE mode is engaged, the screaming and popping Akrapovic exhaust and 120ms gear changes hardly lend themselves to restrained behaviour.  Yes 120ms, that’s Lamborghini and Ferrari Enzo kind of speeds, at least when it comes to shifting gears. The car jumped and lurched over the bumpy road and where many cars would come unstuck or unstable, Clio extends and retracts its 205 section Michelin Pilot Super Sports via 18” wheels and stiffer, lower Trophy suspension. This combination provided neck-straining amounts of grip. A quick glance at the G-Meter confirmed that we were pulling over 1.2G through the really tight stuff.  The tyres chirped in protest as I hit the brakes, all the while adjusting the car’s attitude left and right through the many chicanes. With no stability activated I wondered if the car would run out of rear grip but with just the slightest bit of yaw at the rear followed by the suspension settling and stabilizing, confidence is inspired in every corner. Clio Trophy is Golf Club Sport levels of good.

The car coaxed and goaded me into going ever faster, and with some of the tight corners unsighted that was not always a good idea.  I laughed out loud as the overrun gurgle and spluttered through the exhaust as the revs dropped. I was time to down. The suspension is hard, but not jarring. It’s progressive over the bumps yet never unsettling. The trick electronic differential felt mechanical, not artificial and the steering, although slightly unremarkable when it comes to feel, points the car exactly where you want it, and that’s what steering wheels are supposed to do, right?

I pulled into the lunch venue with a massive smirk on my face. It was time to relax and try out the Lux model, the version for those without racing aspirations but might have an occasional penchant for fast driving.

Clio RS Lux

RS Lux doesn’t have the sticky Pilot Super Sport tyres and this is noticeable.

Clio Lux is less than Trophy in many respects. Smaller wheels, less impressive rubber and down 15kW.  Not much in any specific way but enough to be noticeable. The high speed stability is not as good, and under braking the car squirms from side to side from what feels like the EBD working a little too hard. Both my passenger and I were slightly perturbed by this feature. Obviously this is supposed to help drivers keep the car tracking straight in an emergency but it felt slightly unnatural.  Through the bends the suspension is much softer. Combine that with a higher ride height, and Clio RS Lux proves that understeer can and does exist in the Renault Sport chassis, especially when exiting corners with a lead foot.

Lux is every bit as quick as the Trophy though as was proven by some launch control tests managing to easily beat the manufacturers claimed 6.5 sprint to 100km/h.  The only place it lacked in engine performance was when overtaking. Other than that Lux was as capable at speed as its sportier sibling. The interior didn’t feel as premium as the Trophy but you’d be hard pressed to point out the differences.

An instruction guide directly from the Renault Press kit. Our best result of 6.1s seconds to 100 was way below the manufacturers claim of 6.4s

Verdict

Trophy is so good one would really have to nit-pick to find anything wrong with it. Personally I’d prefer the paddle shift to be on the steering wheel but on a smooth race track where one can plan the cornering attack, I’d probably love the metallic feel and rifle like speed and precision of the paddles.

At R419 990 for the Clio Trophy its’s not cheap, especially if you consider that Ford just launched the Fiesta ST200 for R329 900 just this weekend. It is however, a bargain when compared to the R389 990 Clio RS. For that extra 30k you get better suspension, that incredible exhaust, heated seats and leather interior. Not to mention bigger brakes and a much more capable chassis setup.

Obviously RS Lux would be easier to live with but for that kind of money there are other options.

For the younger buyer who hasn’t started complaining about lower back pain yet, I’d say fork out the extra cash and get the Trophy. It’ll be worth it, even if you only hit BainsKloof once before you sell.