Renault Clio F1 Team R27 2.0 3dr (M) Review

When I was a student back in Australia, many of us were high on "all wheel drive" and turbocharged monsters. They were cheap to buy. Then, we would occasionally suffer embarrassing moments during one of those track days, where a Clio Renaultsport 172 or 182 ended up on the inside line of a WRX, Evo, Skyline and so on™

The Clios weren't the fastest things around. However, they were simply extraordinary in terms of handling balance and "light weighted-ness". That, and the fact that they were exceptionally rev happy, kept us drivers on our toes when pathways get a slight twist.

Now, in an effort to boost Renault's Formula One morale, they've fabricated this new "R" - more mature, very capable, but not quite as exciting, raw and twitchy as its predecessors.

While anyone couldn't possibly imagine a longer name, Renault came up with the definitive, naturally aspirated hot hatch to settle things - the clumsily christened "Clio Renaultsport 197 F1 Team R27 (ed. Pause. Breathe.)

Defining characteristics

First things first, the R27 is NOT a marketing ploy to fool buyers into thinking they're getting more than "F1 endorsed, empty vessels". Spotters will be quick to criticize Renault's opportunity to cash in on Formula One victories. Power figures are similar (200bhp at 7250rpm and 215Nm at 5550rpm), and so are claimed acceleration times of 6.9 seconds. Renault claims a top speed of 223kph.

Not very fast. Then again, any goon can travel quickly in a straight line. It's in the bends, twists and dips where Renault, and perhaps anyone who drives the R27, have gone head-over-heels insane.

To start things off, ride height has been reduced by 7mm in order to lower the car's centre of gravity. In effect, this also reduces the effects of weight transfer under braking and turning. The coil springs are stronger and larger by a claimed 27 per cent in front and 30 per cent at the back in order to improve body control. Those bump stops have been changed, while the flexing rigidity of the Clio's double-axis struts have been increased by 10 per cent.
Penned down are certain, understated styling cues - enough to distinguish the R27 from its lesser compatriots without making it look like a distorted mess. First and foremost would be the rear diffuser. Taken straight off the Formula One principle, the system adds up to 40 kg of downforce on the rear axle, eliminating the need for a rear spoiler.

Compared to the standard Clio III, both front and rear wings are a little broader, while the side skirts are a little more contoured. There's a deeper front spoiler and signature Renautsport 17-inch alloys (215/45 profile Continental Sport Contact IIIs), which are housed under unique front wheel arches. These feature vents, presumably which help cold air rushing from under the front hood, reducing engine temperature and providing a cooler intake.

Interior

Needless to say, the area we're most thankful for in terms of improvement has to be the interior. The R27 offered plenty of space and really great ergonomics, with the welcome addition of lightweight Recaros that were nicely finished. Similar to the Clio III, the switchgear, trimmings, and general fit and finish are really impressive. Remember the Clio Campus? Point made.

Although the steering was adjustable only for tilt, the general driving position wasn't really that uncomfortable. Driver's legroom was ample enough while allowing for good amounts of steering reach.

The "feel good" factor continues with the gear knob and well-spaced aluminium pedals. Cruise control was surprisingly standard, considering that the R27 comes with a manual gearbox.

Another thoughtful touch would be the way those numberings on the tachometer enlarge as they approach the 7,500rpm redline, although in our opinion, the in-built shift light should've been made a bright, visible red instead of green.

Like the R26 Megane, you can choose to keep or delete those decals over the doors and roof, and a special "Liquid Yellow" paintjob is available amongst five other colours. A four speaker 60 watt radio-MP3 CD player with fingertip mounted dials below the wiper stalk, as well as a numbered plaque below the handbrake are standard items as well.
Finally, the juice

Plenty of it; mostly on top. The R27 has the typical power band of a heady, naturally aspirated sport compact, very much like a Civic Type R. Don't bother looking below 3000rpm. You need to pin the throttle when crawling in first, and within a second or two, you'll feel the engine pile the power on as the revs rise. There's no definite "moment" where it decides to turn hell bound. Its game is linearity. You don't realize how fast you're going, or what speed you're at when you finally arrive at it's 7500rpm rev limit.

At this juncture, we can't help but mention the comparatively frantic Volkswagen Golf GTI. Unlike the R27, one feels very compelled to drive the wheels off the GTI every single time, thanks to a monstrous 280Nm of torque that develops at around 2000rpm, even on a light throttle.

On the contrary, the Renault feels extremely docile simply because it doesn't have the sort of turbocharged "push" at low revs. This makes driving slowly very easy because one has to bury the throttle in order to rev it hard and harness all of its power and torque.

Another side effect, as we'd eventually come to realize during the course of our weekend with it, was the fact that one could drive it like any other timid hatchback, returning very decent consumption figures of just 12 to 13 kilometres to the litre (km/l). Drive it hard and fast, like it was meant to be driven, and that rather economical figure drops to just 6-7 km/l - around the same as that turbocharged Golf, and that's where the comparison ends.

The 6 close ratios are exactly what they are - close. Around 3000rpm in 6th gear doesn't sound like an ideal highway cruise, but that's not why you would buy this car in the first place, isn't it? The short shifter worked so well, we got the Renault to 100km/h in 6.78 seconds on a three quarter tank's worth of petrol on a hot day.

The R27's engine was pleasantly refined. So much so that the engine bouncing off the rev limiter in first and second every time we weren't looking. The pedals were ridiculously easy to manipulate, especially during heel and toe downshifts. Only the slightest foot movements were required, enabling us to bump up the revs sufficiently under heavy breaking.
There are few cars that live up to this Clio's reputation in corners, both past and present. The Mini Cooper S, while managing to equal the R27 in straight line speed, feels a little heavier and relatively twitchy when you're right on the limit. While this might be expected considering the Renault's 118mm longer wheelbase, we didn't think the R27 would be as quick and as fun when thrown into the MINI's element.

We love the R27 for its ability to hold mini-slides when throttling-off into a bend at high revs. For a car with a wheelbase of only 2585mm, us mere mortals of non race-driver pedigree were able to play in this manner all night long. And when we've finally binned our sloppy technique, the ESP did a spectacular, non-intrusive job of saving the car from ourselves.

Compared to the heavier, turbocharged Megane R26, this R27 bites the ground with more urgency, and better holds itself through a corner. It isn't very cultured during a Malaysian B-road drive, but as far as Renault's target audience is concerned, adrenalin matters much more than comfort. Being the brash twenty-something "teenagers" that we are, we entirely agree.

Is this for you?

Few cars are built for this tiny market segment of buyers, and even fewer that are for sale excel in this area. To date, there has only been the Peugeot 207 GTI, Mini Cooper S and Civic Type R. While managing to be the cheapest of the lot, the Peugeot doesn't cut the cheese as far as driving pleasure and enjoyment are concerned, leaving only the Civic Type R and MINI Cooper S to compete for the prize money.

Now, for around $110,000 the Clio Renaultsport R27 joins this small league of purpose built, focused hot hatches. It takes the cake as far as Pasir Gudang and Sepang circuits are concerned. Sure, it doesn't have the mass appeal of the MINI, nor does it have as many followers as the Civic.

What it has though, is a sort of Jekyll and Hide persona - one which allows it to be driven sedately, and one which turns it into a full-fledged track car with very few compromises when traffic lights and zebra crossings disappear.

Now, that's something.