Renault Design Enters a New Era

In Europe, this sporty hatchback model is sold as the "Renault Clio Renault Sport 200 Turbo EDC." In Japan, due to naming rights issues, it cannot be called "Clio" and is instead named "Lutecia." However, for all intents and purposes, Clio and Lutecia are the same car.

Seeing the new "Clio" in person, the immediate impression is, "Ah, Renault design has truly entered a new era."



Another notable change for the new Clio R.S. (as I will refer to it from now on) is its transition from the previous model's 3-door configuration to a 5-door. It's not that a 5-door version is also available; it is now exclusively a 5-door.



However, the rear doors are so elegantly integrated into the body's form, much like on the Alfa Romeo "Giulietta," that the 5-door aspect isn't strongly emphasized.GiuliettaWhile maintaining a coupe-like silhouette, it achieves the "short door length" characteristic of a 5-door. This will undoubtedly be welcome news for those who park in tight spaces with limited width.



This design philosophy is clearly of a new generation. Yet, the "warmth" felt from the new "Clio R.S." is remarkably similar to that of the current "Clio R.S." and the "Megane R.S."



While the design approach is clearly of a new generation, it's curious that the "warmth" felt from the new "Clio R.S." seems remarkably similar to that of the current "Clio R.S." and the "Megane R.S."Megane R.S.It's difficult to articulate precisely, but the methods used to express sportiness evoke the same scent, the same taste, in both the new and current models. "Does this mean the driving feel is also exceptionally spirited, similar to the previous Clio R.S. and the Megane R.S.?" With such expectations, I settled into the Clio R.S. cockpit.



The same scent and taste are perceived in the expression of sportiness between the new and current models. "Does this mean the driving feel is also exceptionally spirited, similar to the previous Clio R.S. and the Megane R.S.?" With such expectations, I settled into the Clio R.S. cockpit.Megane R.S.With such expectations, I settled into the Clio R.S. cockpit.

Transformed in Line with the Times

Before starting the engine, let's briefly review the car's specifications.

The new model's dimensions are 4,095 x 1,750 x 1,445mm. The wheelbase is 2,589mm, and the curb weight is officially listed at 1,204kg. These are European specifications, so a direct comparison with Japanese catalog values isn't straightforward. However, compared to the current model, it's 70mm longer and about 30mm wider, but significantly lower by about 40mm. The wheelbase has increased by a mere 5mm.

These changes suggest an intention to improve fuel efficiency by reducing the frontal projected area and thus aerodynamic drag, while maintaining or improving interior space through wheelbase extension and packaging ingenuity.



The changes to the powertrain are even more significant.



Firstly, the engine has been replaced from the previous model's 2.0-liter naturally aspirated inline-4 to a new 1.6-liter direct-injection turbocharged inline-4. While the maximum output is comparable at 200ps (vs. 202ps for the predecessor), the maximum torque has been increased from 215Nm (21.9kgm) to 230Nm (23.5kgm).



More impressive is the flatter torque curve, which remains constant from 1,750rpm to 5,600rpm. This is a characteristic often seen in modern downsized engines.



Another crucial change is the adoption of a 6-speed dual-clutch automatic transmission. Furthermore, no manual transmission is offered; only this automatic is available. This marks the first time Renault Sport has employed a dual-clutch transmission. Regardless of the prevailing trends, how these changes affect the driving experience is a point of keen interest.

It Could Use a Bit More Allure

I press the ignition button on the center console to start the engine. The engine sound is surprisingly quiet. Personally, I prefer a volume that doesn't disturb others, so my positive impression grew immediately. However, a faint anxiety crossed my mind: "Perhaps this won't be a very hardcore experience?"

First, I select the D range in automatic mode and start driving. The clutch engagement is smooth, and the car moves off without any jerkiness. Moreover, when driving the Clio RS at a walking pace, hardly any of the road's roughness is transmitted.



As the speed increases to around 30-40 km/h, it becomes apparent that the damper's damping force is relatively low in the low-stroke range. As a result, the car doesn't bounce around but instead exhibits a composed and stable ride. It's a remarkably mature and comfortable suspension.

Next, I select the manual mode on the gearbox and drive through Paris, shifting up and down.



The 200ps engine effortlessly accelerates the 1,204kg body, but perhaps due to the flat torque, it doesn't evoke a strong sense of drama. Its performance is undoubtedly adequate. However, the impression is that it could use a bit more allure.

A Comfortable and Composed Hot Hatch

This time, I headed towards Reims from Paris via the autoroute. In the neighboring town of Gueux, a circuit that hosted the French Grand Prix from before the war until the 1960s still remains.

It's known for its simple layout utilizing public roads, and it was here in 1954 that Mercedes achieved a 1-2 finish with the "W196," an F1 car with a streamlined, sports-car-like body, thanks to its superior high-speed performance.



On the autoroute en route, the Clio RS offered a surprisingly soft ride compared to the current Megane RS, which astonished me. However, perhaps due to the damping setting being relaxed in the low-stroke range, it didn't quite achieve the flat, unwavering stability that completely negates body movement.

The steering stability on the autoroute also required slight corrections when encountering external disturbances. Both of these are subtle adjustments that differ from traditional Renault cars.



However, perhaps due to the tires fitted (Dunlop Sport MAXX RT 205/40R18), the cornering speed limit isn't exceptionally high, and the rear eventually begins to slide gently. Therefore, while it might be insufficient for true experts, it's likely a suitable setup for beginners.

Due to the limited testing environment, I apologize for not being able to offer more definitive insights. However, the fourth-generation Clio RS appears to be a comfortable and composed hot hatch, belying its size. As reflected in its styling and the complete overhaul of its powertrain, this may signify that Renault Sport's approach to car manufacturing has entered a new era.


Renault Clio R.S. 200 EDC | Renault Lutecia R.S. 200 EDC
Body Dimensions | Length 4,090 x Width 1,732 x Height 1,432 mm
Wheelbase | 2,589 mm
Tread Front/Rear | 1,504 / 1,500 mm
Minimum Ground Clearance | 120 mm
Trunk Capacity (VDA) | 300-1,146 Liters
Weight | 1,204 kg
Engine | 1.618 cc Inline-4 Direct Injection DOHC Turbo
Compression Ratio | 9.5 : 1
Bore x Stroke | 79.7 x 81.1 mm
Max. Output | 147kW (200ps) / 6,000 rpm
Max. Torque | 240Nm / 1,750 rpm
Transmission | 6-speed Dual Clutch (EDC)
Drivetrain | FF
Tires Front/Rear | 205/45R17 / 205/45R17
Brakes Front/Rear | Ventilated Discs / Discs
Top Speed | 230 km/h
0-100km/h Acceleration | 6.7 Seconds
Fuel Economy (European) | 6.3 ℓ/100km
CO2 Emissions | 144 g/km
Fuel Tank Capacity | 45 ℓ
Price | 24,990 Euros