“Small hatch, big power” has been the winning formula of fast Clios. Its history started in 1993 by the Mk1 Clio Williams and lifted to a new height 7 years later by the Mk2 Clio RS (Renault Sport). The RS was powered by a 2-litre 16V engine pumping out 172 horsepower (eventually upgraded to 182hp). Serving a car weighing only 1 ton, it was a real pocket rocket, capable of doing 0-60mph in merely 6.5 seconds. The stunning performance was supplemented by an agility only available in a car so compact. In this way, the Clio RS established a reputation as the most exciting hot hatch in Europe, taking the crown from fast Peugeots, Volkswagen GTI and Honda Type R.

Now following the whole Clio family, the fast Clio has entered the third generation. This time it has grown up. The term “grown up” is probably the most frequently used term in the automotive world in recent years. It could be a praise, or it could be a criticism. To the Clio RS, the merit of “grown up” is a stiffer chassis, better NVH suppression, spacious cabin, higher quality and better equipped. On the negative side, it breaks away from its winning formula. Now its new philosophy reads: “big hatch, even bigger power”.

How big is it ? Compare with the old car, it is 18 cm longer, 13 cm wider, 7 cm taller and runs a 10 cm longer wheelbase. In other words, it is closer to the current Volkswagen Golf GTI than the old car (see comparison table below). Inevitably, its kerb weight jumped from 1090kg to 1240kg, representing a 14 percent increase.

To compensate the weight, Renault Sport fettled its 1998 cc 16V engine with higher valve lift and larger intake manifolds which generates ram effect. A continuously variable valve timing replaces the old car’s 2-step system. Compression ratio of the combustion chambers increased from 11.0:1 to 11.5:1. As a result, the new engine pumps out an impressive 197 horsepower at 7250 rpm and 159 lbft of torque at 5550 rpm. The power figure is the highest you can achieve without resorting to VTEC-style variable valve lift. As for the max torque, it is a new height for a two-liter class mass production naturally aspirated engine.

Compare to the old Clio 182, this represents an 8 percent increase in both power and torque. Can this compensate the 14 percent increase of weight ? if you take this question straight to Renault Sport, it will tell you to note the flexibility of the new engine. On the one hand, the straight-4 engine can rev to 7500 rpm, or 300 rpm higher than before. This proves it is a free-revving, highly willing motor. On the other hand, it produces at least 92 percent of its peak torque, or 147 pound-feet, in the range between 3000 and 7000 rpm. In addition to the upgrade to 6-speed close-ratio gearbox, flexibility should not be a problem.

However, in the real world the new Clio RS never feel as flexible. Road testers found it needs 5000rpm at least to get into power zone. From there to 7500rpm, the engine is sweet and punchy. Below that, it loses the firepower of the old car. You need to rev the engine hard to squeeze performance out of it. The weight is of course one reason, but unquestionably the engine is not as flexible as claimed. Renault Sport claims the new car can accelerate from rest to 60 mph in 6.9 seconds, or 0.2 seconds quicker than before. In fact, the old Clio did that in 6.5 seconds. Top speed figure is more honest, as Renault admitted it drops from 139 to 135 mph due to the larger frontal area.

Fortunately, it compensates the deficit in performance by better chassis dynamics. The new Clio III’s stiff monocoque is a base point. Renault Sport widened its tracks by 48mm up front and 50mm at the rear, then fitted stiffer springs, revalved dampers and thicker anti-roll bars to its suspensions, 215/45 tires and large diameter 4-pot Brembo brakes. Outside, the Clio RS has different air intakes compare with the regular car. In particular, it added a hot air extraction outlet at each side behind the front wheels to help engine cooling while reducing aerodynamic turbulence. At the tail, a racecar-like diffuser is added under the tail to generate up to 40 kg downforce at high speed. To make space for the diffuser, the twin exhaust pipes are separated and located at either side of the diffuser, while the spare wheel has been deleted.

Being sold at a bargain price, the Clio RS continues to go without a limited slip differential. However, to reduce torque steer, Renault adopted a similar approach to the Megane RS – a double-axis front suspension geometry which decouples the steering from the engine induced forces. To compensate for the additional suspension components, the control arms and pivot carriers are made of cast aluminum. Besides, the front sub-frame and bushings have been strengthened.

On the road, all these modifications lifted the handling of Clio RS. The biggest advance over the old chassis are composure and precision. On the one hand, it suspensions deal much better with rough surfaces on typical B-roads, providing a supple ride and good suppression of noise can’t imagined by the old car. At the same time, the car rolls less in corner. It retains the agility and playfulness of its smaller predecessor, which is a triumph. In additional to that is new found precision and refinement. For example, it has completely got rid of torque steer. It has very little understeer to speak of unless you push it to the limit. It has a slick-shifting gearbox and a much more natural driving position to ease the pain, so you can concentrate on pushing the car to higher limit. Its cornering limit is definitely higher than the old car, thanks to the wide-track chassis, grippy tires and excellent brakes. The only let down is the numb steering. However, the old RS was not famous for steering feel either.

Which lead us to the conclusive question: is the new Clio RS more fun to drive than the old car? The answer is still no. Although we have no doubt that the new car is better overall, it fails to bring the driving excitement of the old car. Weight is the enemy of hot hatches. Renault should not have pumped up the Clio so much. We understand the decision was hardly controlled by Renault Sport, as the mass production regular Clio always comes first. After all, Renault is to build only 10,000 Clio RS annually in its ex-Alpine Dieppe plant. The only solutions we can hope for is a striped-out lightweight version, or an additional light pressure turbocharger won’t be a bad idea.