Renault Renaultsport Clio V6 255
hey dont do things by halves at Renault. Never afraid to produce machines that most manufacturers would consider too radical even for a concept car, the companys reputation for innovation and individuality shows no sign of waning.
Take the second-generation Clio V6, which hits British showrooms in July. Given the tiny number of original examples Renault produced and sold, not to mention the effort required to bolt them together by hand, even the harshest of critics could have forgiven the firm for slapping on different lights, changing the colour schemes and badging the latest model as the New V6.
Instead, it started again from scratch - taking the old car, stripping out all the bits that didnt work (of which there were a few) - and designing what is effectively a completely fresh machine.
To begin with, the rear suspension has been re-engineered by introducing an all-new subframe, which Renault claims is much stiffer and more flex-resistant than previously. The wheelbase is now 23mm longer, while the trailing arms have increased by 10mm in a bid to cure the old cars high-speed stability problems. Other key changes include stiffer springs, a thicker front anti-roll bar and widening the track by 33mm.
But have the revisions managed to tame Renaults wayward child? You bet they have. Although the V6 remains a challenge to drive when the surface is wet or bumpy, it now behaves like a real sports car. There are still a few rough edges, but in terms of steering, handling balance and ride, it comes across as a machine designed with the enthusiast in mind. The soft front end has gone - replaced by a set-up that stubbornly resists roll and has enough precision to make twisty A-roads an absolute pleasure. For the first time it feels as though the front and rear suspensions belong to the same car.
But the chassis isnt the only area where Renaultsports engineers have worked their magic. The engine and drivetrain have been updated, with a new top end and revised gearing. By altering the cylinder head airflow and sorting the fuelling rate, the throttle is far more progressive than before and allows greater control at low engine speeds. The output is up, too, from 230 to a heady 255bhp.
Its the changes to the gearbox that have had the most impact on the Clios performance, however. Thanks to final drive being 10 per cent shorter and the use of closer-bunched ratios, acceleration is now breathtaking, with improved flexibility throughout the rev range. The noise, too, is amazing. With resonators in the intake boxes, and several other acoustic tuning devices in various parts of the engine, the V6 engine sounds as good as a Ferrari V12 or Porsche flat-six.
As for the looks, not much has changed except for the lights front and rear. Ultimately, though, the Clio V6 is a huge improvement over its predecessor. What was once a lovable curiosity which fell between tourer and supercar has been sharpened up and sorted out. Job well done. Mike Askew
