Renault Clio GT-Line 120 EDC CAR review
He complicated name bestowed upon
the Renault Clio GT-Line 120 EDC gives a clue to its nature:
a mix of an efficiency-biased turbocharged
petrol engine with some sporty hardware from the £21k RS Clio 200 hot hatch, but at a more
affordable £17,395.
It’s targeting everything from the Ford Fiesta Zetec S and Citroen DS3 through to the Suzuki Swift Sport. So, does the Clio GT-Line
deliver the best of both worlds or is it a confusing supermini that’s best
avoided? Read on for the full CAR verdict.
Is the Renault Clio GT-Line merely a
detuned RS Clio?
No – it uses a 1.2-litre
four-cylinder engine instead of the RS’s 1.6-litre turbo motor.
Power stands at 118bhp and 140 lb
ft, and it’s channelled through an identical-to-RS six-speed dual-clutch
gearbox (hence the EDC, for Electronic Dual Clutch) with paddleshifters and
racier modes for faster changes.
And, like the RS, you can’t buy it
with a manual transmission.
Any other sporty add-ons?
A new front bumper with a deeper air
intake and LED running lights, attractive 17in alloys and twin exhausts set in
a silver rear bumper that apes the RS Clio’s no-nonsense diffuser are part of
the show
. Compare it with a regular Clio and
the GT-Line’s extra swagger is obvious, but in isolation it’s not much more of
a head-turner than the rather pretty standard car. Inside there’s a set of
superb sports seats, metal shift paddles for the EDC (Efficient Dual-Clutch
gearbox) pinched straight from the RS Clio, and a slightly incongruous
Renaultsport badge.
So, does the Clio GT feel worthy of
that hallowed Renaultsport badge?
No – but it makes a compelling case
as a halfway house between the wicked up RS model and the bread-and-butter
Clios. Think BMW M Performance instead of M Car, or S-Line Audi instead of RS,
and the GT-Line hits its mark. The RS Clio, with its turbocharged engine and
lack of manual gearbox, isn’t a hot hatch for the classic purist, and the
GT-Line won’t win any friends there either, but it’s not really aimed at your
classic Clio Williams fan. It’s really pitched at young drivers who’d like a
hot Clio but can’t afford to buy, or worse, insure one. And for young’uns, there’s
plenty to like…
Plenty of showroom appeal then?
Let’s reel off the positive first
impressions: the sports seat clasps the driver’s body firmly, the chunky
steering wheel feels great to hold and offers masses of adjustment, and little
touches like silver seatbelts and polished pedals give the cabin a sporty sense
of occasion. While Audi and Jaguar insist on hampering their
paddleshift-equipped cars with nasty plastic buttons, the Clio GT gets long,
cool aluminium column-mounted levers with a nicely-damped movement and quality
feel to them. Meanwhile, The touchscreen ‘R-link’ infotainment system is
intuitive, bursting with features, and quick-witted enough to embarrass a few
so-called ‘premium brand’ interface’s sleepless nights.
The suspension’s serious overhaul,
with damping rates 40% stiffer than a regular Clio, hasn’t turned the car into
a skateboard – it’s well controlled and yet perfectly tolerable day-to-day.
However, while your passengers won’t mind the firm chassis, the hard ride does
take its toll on the cabin. Our car was plagued by a variety of rattles and
buzzes emanating from the dashboard, door cards and ceiling switches. And while
we’re talking unpleasant noises, the much-hyped ‘Bass Reflex’ speaker system’s
sound quality is as disappointingly flimsy as the ugly speaker covers
themselves. The other Clio drawbacks of cramped rear seats and lots of
wingmirror wind noise remain.
Right, it’s attractive but flimsy: but
how does the Clio GT-Line drive?
It’s a mixed bag of fun and
frustration. Leave the dual-clutch gearbox in the default auto mode and it’s
mostly smooth and unobtrusive, save for initial getaway and creeping in
traffic, which is jerkier than a Texan barbeque. It'll also hold onto ratios
for just a second or two longer than the best-calibrated autos. The steering is
light, direct but inert, and the engine a touch breathless-sounding. To really
bring the Clio GT to life, you need to select Sport mode via the RS Drive
button on the centre console, and knock the cheap-feeling gear lever across
into manual mode, bringing those lovely paddles into play and adding an edge to
the Clio’s timbre.
Why does Sport mode make such a
difference?
There’s more weight to the steering,
and although there’s still not a massive amount of feel, at least there’s some
weight to push against as you pick up the pace. Gear change times drop from
200ms to 170ms, and the throttle response becomes noticeably keener, if not
sharp: period. In Sport mode, using the paddles, there’s some real play value
to the Clio GT, flicking between
ratios at peak power of 4900rpm,
(before the change-up light turns yellow, and the ’box takes matters into its
own hands) and cheekily left-foot braking for the full go-kart experience.
Given that the standard Clio’s manual gearbox is far from one of the great
changers on the market today, it’s unlikely you’ll miss the interactivity of a
third pedal. We certainly didn’t.
Despite stiffer springs, the Clio’s
chassis still isn’t truly playful – a regular Ford Fiesta is more lively,
adjustable and communicative, but equipped with those fat tyres and a flatter
cornering stance, the Clio GT grips hard and can carry plenty of speed. Keep
the whiny engine wound up on boost by flipping the paddles, both hands firmly
clamped to the wheel, and it’s impressive point-to-point. In short, the gearbox
and chassis really make the most of the morsel of power under the bonnet. It is
fun, but it’s a different sort of fun to the old-school, turn-in-and-lift-off
joy of a Fiesta.
How do the finances stack up?
We’ll
cover the complete ins and outs of insurance technicalities and the optional
kit’s value for money in a future blog on CAR Online, but in terms of price,
the Clio GT-Line isn’t cheap, at £17,395. A Ford Fiesta Zetec S EcoBoost costs
£2000 less, but Renault sales folk will surely counter with the Clio’s
additional pair of doors, dual-clutch gearbox, bespoke suspension and excellent
R-link system. The Clio’s claimed economy is 54.3mpg: realistically you’ll get
low-to-mid-forties in The Real World.
Verdict
The Clio GT-Line successfully pulls
off its new-school attitude and play value – it’s a fun if pricey warm hatch. A
Fiesta Zetec S or even a Suzuki Swift Sport are more honest drivers’ cars, but
the Clio GT-Line has won me over and is definitely worth a test drive if you
can’t stretch to one of Dieppe’s finest RS models. Just remember to select
Sport mode and manual gearshift as routinely as you buckle your seatbelt…
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