Renault Clio Cup Racer: Driven
The roadgoing Clio Cup has matured, so what about the racer? Harris finds out
Appearances flatter to deceive with the new Clio Cup racer. You can throw at this rather big 'little' racer the same criticism hurled at its road-based relative, but doing so rather underlines the lack of emotional baggage in the world of motorsport. No complaints here of paddleshift gearboxes and subjective moaning about turbocharged motors: young guns want all these gizmos because they make for a more comprehensive education.
Back to school
The motor is in a slightly different state of tune to the road car, re-calibrated and sealed by Oreca, giving 220hp and 199lb ft of torque. Kerbweight is up a little at 1,065kg, but overall the car has much more performance than its predecessor: it's over a second quicker around most circuits.
The front-wheel drive racing car is one of the most challenging of the type. I'm a hardened RWD fan, but there's something really challenging about the Clio that immediately makes you want to lap Silverstone's Stowe circuit uninterrupted for most of the day. The spec sheet leads you to believe that the engine and Sadev paddleshift gearbox should dominate the experience, but of course - like any FWD racer - it's all about the diff.
Oh, and the clutch. Pulling away in the Clio Cup makes sauntering around town in an Atom V8 seem serene and easy. The bite point is high, and the relationship between engagement and the torque curve is about as wrong as it could be. There is no dignity in getting moving and I hear there is a modification on the way.
Hopalong
It's a hot day, but even so it takes time to screw any temperature into the rear tyres. For the first few laps the rear axle feels like it's rolling on castors, and then, bang, it feels like a racing car. Immediately far more like a racing car than its predecessor. Gearshifts are fast and greeted with a parpy ignition cut, the steering is electrically light and fast and the car wants to change direction. The 320mm brakes now have no servo, and this brings the other big difference to the driving experience: all the other controls are light, but the middle pedal needs a big, big shove. At first it seems like a poor mismatch, but I loved the extra feel once I was comfortable in the car.
Renault clearly understands what the paying racer likes to see in his or her car. The electronic dash display is pure GT2 racer with loads of functionality and, of course, there are buttons on the steering wheel. We all like buttons.
Talk, steer
For me, the motor is in a different league than before because it has torque to drag you from a turn and a diff that just begs you to bang the power in earlier and earlier. Each turn is an exercise in trail braking right on the edge of a nasty oversteer moment, then the second it takes a set, working the diff to get the best from those Michelin slicks. I suppose my deep affection for the original Focus RS and the Megane R26R can be explained at this point. They're the two road-registered FWD cars that best replicate the delectable feeling you can indulge here, of braking to within an inch of lift-off disaster and then sitting wide-eyed as you unwind the lock, pull another paddle and wonder how just two front wheels can generate so much traction.
This is not a cheap racing car - I'm not aware of many that are. The sticker price is 39,900 euros for the car alone and then you'll need to spend another £12K for your Clio Cup UK entries. That's either a rip-off or a very cheap way of getting yourself shared telly space with our favourite Custard merchant, Mr. Jason Plato. Oh, you'll need to run the car too, which could be anywhere from £70K-£90K, or more if you start destroying shells.
But isn't it strange how technologies which make for a much more competent and engaging racing car - this Clio really does feel like a mini touring car - are gradually being rejected by people who love driving on the road? How long before the marketing departments will be questioning all campaigns boasting of 'developed on the racing track for the road'?
So at between 13 and 14 grand a meeting I’d say that it was anything but cheap.
You can argue marketing baloney and, yes, the transmission itself is totally different. But at the point of contact there is a PR friendly comparison.
As, indeed, with another controversial road car that's adopted compulsory dual-clutch and paddleshifters to 'mimic' its competition equivalent. That doesn't use dual-clutch either.
No names mentioned, but I think it may have been discussed on here on occasion...
Dan
Racing is the finest disposal of money ever invented.
Fine, I'll stick to trackdays then
Actually, just a thought - what sort of prize winnings would the championship winner pocket at the end of the season? Enough to cover all these costs one must have thought? Or does everyone do it for the fun / leg up to the big time?
You can argue marketing baloney and, yes, the transmission itself is totally different. But at the point of contact there is a PR friendly comparison.
So at between 13 and 14 grand a meeting I’d say that it was anything but cheap.
Fine, I'll stick to trackdays then
Actually, just a thought - what sort of prize winnings would the championship winner pocket at the end of the season? Enough to cover all these costs one must have thought? Or does everyone do it for the fun / leg up to the big time?
For nationals if I remember right you can't run a modified car above 2.5L and ratio for turbocharging is 1.7. So engine is too big and if you did run it the power to weight ratio is awful compared to a 2.5L mk2 escort.
Renault will no doubt release a new R3 rally car (if they haven't already) that will be more like E100K but faster than this for use in British Championship ect.
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