Clio Renaultsport 197 and 200
models is their 1,998cc normally aspirated petrol engine is nigh on unburstable. While it may be quite highly tuned, it's not highly strung and you should have no trouble from it so long as it's been regularly and properly serviced. This is key to the engine's longevity, so be very insistent on only buying a car with a fully stamped history that shows it's been serviced every 12,000 miles without fail. Cars that are used on track regularly will need more frequent oil changes, so quiz the seller about the use of the car.
As well as being serviced on the dot, the engine needs a new cambelt and auxiliary belt every 72,000 miles or five years, whichever comes sooner. If this work hasn't been completed, reckon on spending £500 with a specialist for the work. A Renault dealer is likely to ask around £850 for the same job, but franchised dealers don't enjoy a good reputation with Clio RS owners.
You won't find this in the new turbo Clio 200
The engine can have a lumpy idle when started from cold on chilly mornings, but this is common and so long as it clears when the motor is warm there is nothing to worry about. This problem can also cause the engine to 'kangaroo' until it's heated up. Some owners also complain the relative lack of low-end torque can make these RS Clios tricky to drive in town traffic.
Engine tuning for the Clio Renaultsport 197and 200 models is not so easy as the engine is already highly tuned, leaving less margin for improvement for aftermarket kit. Old style tuning such as port matching the inlet manifold can realise 10hp, while more aggressive camshafts will give more power at the expense of everyday ease of use.
Renault specialist K-Tec Racing offers its KTR215 kit that ups power to 215hp with a new camshaft, timing belt, camshaft caps and the company's own ECU remap. This is claimed to deal with the low-rev flat spot that occurs around 2,000-3,000rpm as well as delivering more torque higher up the rev band. It costs from £1,465 plus VAT fitted.
Some owners have fitted aftermarket exhausts, but these generally don't offer anything other than more noise. It's far more important to make sure the exhaust manifold has not cracked and the flexi pipe has not rotted through.
Another point to bear in mind with the Clio 197 and 200 is it's designed to run on 99RON fuel to give its best. Any car that feels just a little flat in the performance department could well benefit from this more expensive petrol. It's also worth bearing in mind the Clio offers around 30mpg when driven very gently and low 20s economy when driven as intended.
So far so normal for a hot hatch, but there is a dark cloud lurking in the shape of the Clio's six-speed manual gearbox. It has a short, quick change and is a delight to use, but the synchromesh wears, affecting third and fourth gears mostly, but some owners report second gear can also suffer. Many transmissions will have been replaced under warranty, with some failing at just 25,000 miles, but check all of the gears slot home cleanly and with no thunks or graunches. A new gearbox is the only cost-effective option for one with worn synchros.
The 197 Cup introduced longer fifth and sixth gear ratio, which were adopted by the standard 197 soon after. This makes motorway cruising marginally more relaxing as it means 20.5mph per 1,000rpm in top gear compared to the earlier 'box's 18.9mph per 1,000rpm.
PHer's view:
"For the five per cent of time where you get a clear road and can really rev and drive it, it was almost unmatched! Fantastic. When pressing on I always had in the back of my mind the gearbox, it's a weak point and mine sometimes baulked going from second to third."
Phil Mountain