All Clio 172 and 182 models use the F4R730 1,998cc 2.0-litre petrol engine that comes with variable timing 16-valve head and is attached to a five-speed manual gearbox. Power for the 172 is, unsurprisingly, 172hp delivered at 5,500rpm. The later 182hp version of this engine achieved full power at 6,500rpm which is why many regard the earlier 172 unit as feeling stronger even if the 182 offered 0-62mph in 7.1 seconds to the 172's 7.2 second time.
Engine is tough with proper maintenance
The engine gives no real cause for concern if it's been regularly maintained. This is a key consideration when buying a Clio Renaultsport as many are now in the hands of owners who either don't care or cannot afford to look after them. While it's a cheap car to buy, keeping up an immaculate service record does cost more than you might expect of a small French hatch.
By far the most crucial job to consider is the cam belt and associated auxiliary belt and tensioners. This needs to be carried out every 72,000 miles or five years, whichever is sooner, so even a low mileage, late 182 Trophy should have had this work completed at least once in its lifetime. The belts and other parts are cheap, but a Renault dealer could charge up to £1,500 for a full belt change and major service, so budget for this with any car you consider. Changing the cam belt on cars without air conditioning fitted is an easier job thanks to better access.
The engine should not use any oil, even when used on a track day. The car automatically checks the oil level on start-up, but it's still worth using the hard to get at dipstick regularly to be sure. More of a concern is the exhaust as the original mild steel one fitted by Renault rots. There are no pattern replacements available and an original from Renault is expensive, which is why most owners opt for an aftermarket exhaust in stainless steel.
Standard exhausts expensive and do rot
Another common exhaust problem is the back box coming adrift from its mounting due to its weight. This is another reason many owners swap for a lighter aftermarket system, so don't be put off by a non-Renault set of pipes. Bear in mind the 182 uses a different exhaust system to the 172 as the later car's runs through where the spare wheel would once have resided but can still suffer from rust and rattling.
As with the engine, the gearbox is generally long-lived and tough, but has its specific problems. Most notably, the gearbox mounts fail as they have a hard time coping with this feisty engine's power and this is usually first spotted as a knocking noise in first and second gears. Replacement mounts are cheap and take two hours to fit or you can upgrade to race spec ones to cure the problem for much longer.
The Clio 172 Phase 2 introduced in July 2001 came with shorter gear ratios to maintain acceleration even though it was a little heavier through the addition of ESP and other changes. It's not unknown for gearboxes to fail, but more likely to need replacing is the clutch that will last only 30,000 miles of hard use. Driven more considerately, the clutch should last 60,000 miles.
The final powertrain elements to survey are the driveshafts. They split and fail, so replacements are needed immediately and they are not easy to swap, so budget for the labour costs involved if you suspect any potential purchase will need this work soon.
Service intervals for all Clio Renaultsport models are 12,000 miles or two years, but it's worth servicing the car more routinely to prolong its life, especially if you use the car on track as many Clio owners do.
Owner's view:
"I'm quite proud of the fact that my car has never been to a main dealer for anything other than warranty work. I had services done at GDI for three years, then went up to Chesterfield to Birchdown Services for a couple of years. This year I managed to find a local place in Long Eaton, Nottingham called Diamond Motors which was absolutely fantastic. Mick, the owner, is very much in the mindset of making the car perform as it should, getting it completely roadworthy. I'm definitely going to head back there for any other work that needs doing on the car."
Robert Kennedy