Renault Clio Sport supermini.
I like my croissants piping hot because nothing quite beats that fresh-out-of-oven buttery aroma, complete with a crispy shell that flakes away to reveal the soft white folds of the triangular pastry.
But with each passing minute it sits on the rack, it starts to lose its mouth-watering appeal as the golden brown skin starts to absorb moisture and it starts to lose its puffiness.
I usually give stale pastries a pass and would not recommend that anyone touch it with a stick. Why bother with something that isn’t fresh?
Strange that I bring up stale French pastry, but the car in question here is the Renault Clio Sport, a supermini that hails from croissant-land, France.
Better known as the Clio III in most other markets, the third generation hatchback has been on sale in Europe since September 2005.
Yes, you read correct – that’s a good three-year wait for us.
But don’t be quick to dismiss it like it’s a day-old breakfast roll because there’s absolutely nothing wrong with the Renault Clio Sport – unless you take serious offence to misnomers.
Soft-touch materials definitely back the Renault Clio’s big-car aspirations.
Contrary to its name, there’s nothing really sporty about this car, unless the embroidered front-seat headrests and two Mickey Mouse-ears shift paddles are enough for you.
It should never be mistaken for the Clio Renault Sport or the adrenaline-inducing Clio Renault F1 Team R27. Never.
The only hint of this car’s age comes from the “Pro-active” automatic transmission that has – get this – only four ratios.
Not surprising, considering that it is a product of an alliance between Renault, PSA Peugeot Citroen and Siemens way back in the late 1990s.
New Renault Clio to be launched in Singapore later this year
However, with the company’s more recent partnership with Nissan, one does wonder why a newer item isn’t used on the Renault Clio.
Never mind its age or the lack of ratios, the transmission is a rather smart one, as owners of the earlier Renault Clios will tell you.
It quickly learns the driver’s foot inputs and adapts gear shift patterns accordingly. It keeps no secrets though.
When I took over the wheel from the Ed, the car seemed to hold gears for extended revs, which is the transmission’s response to lead-footed driving.
But it quickly realises a change in driving pattern and modifies itself for a more leisurely drive, shifting cogs earlier in the rev band.
The gearbox kicks down gears when speed is reduced, which induces engine braking not unlike a manual gearbox. This is rather nifty feature as it readies itself to accelerate out of corners in a suitable gear ratio.
This is a good thing since the Renault Clio has a really well sorted chassis that feels rigid and it’s backed up by a suspension set-up that makes the car rather neutral around corners.
No matter how hard one tries, the Renault Clio delivers surprisingly excellent levels of handling.
Little body roll, little understeer, little tail movement – all this while maintaining a pliant and comfortable ride over the increasing undulations on our roads today.
On the other hand, the same verve can’t be found under the bonnet. Although the 151Nm of peak torque at a lowish 4250rpm is useful for city driving, the variable valve timing engine doesn’t seem to “speak” to the driver.
Below 3000rpm, the engine whispers, but it starts to make a loud monotonous drone after that. Driving it gets a little numb after a while, but it does its job anyway.
Where the Renault Clio truly shines is inside the cabin. If you were blindfolded and led into one, you would be hard-pressed to tell that it’s a B-segment supermini.
From running your fingers over the tactile material on the dash, the generous hip- and leg-room, you might even mistake it for a car from a segment larger.
The only dead giveaways would be the head-room which can make occupants taller than 1.8m feel claustrophobic and the shift lever that is quite close to the knee.
Otherwise, it’s kudos to Renault for cleverly packaging so much space within the tight dimensional confines of the Clio.
Even rear passenger room is rather commendable, sitting three fit adults comfortably. Boot space is also adequate for a small family.
Overall, the interior feels solidly constructed, a far cry from the French cars of yesteryears. All fixtures feel tightly in place and no rattles can be heard.
Renault Clio’s naturally aspirated 1.6-litre 4-pot has decent mid-range grunt.
The fascia is handsome and well-appointed. It seems like a lot of thought has been placed on the steering column. The stubby signal and wiper stalks have a very tactile and solid feel.
It also houses audio controls on the right, leaving the steering wheel uncluttered for cruise control switches.
To further push the value-for-money envelope, the Renault Clio Sport comes standard with automatic headlights and windscreen wiper, as well as a speed limiter too, a feature that is more familiar to drivers of dearer cars.
Also worthy of note is the Renault Clio’s good occupant protection. It achieved a five-star rating for adult occupants and four stars for child occupants during the Euro NCAP tests.
But the same can’t be said about people outside the car. It only managed a single star for pedestrian safety – good to run your boss over with.
In short, the Renault Clio Sport is a small car with huge aspirations to be a big car. And it does a good job at that. Nothing is perfect, and the Clio is no different.
It’s not quick, but handles like a charm. It’s not cheap, but it’s worth the money. It’s late, but it’s certainly worth the wait.
Renault Clio Sport 1.6 (A)
DRIVETRAIN
Type Inline-4, 16-valves
Capacity 1598cc
Bore x stroke 79.5mm x 80.5mm
Compression ratio 9.8:1
Max power 111hp at 6000rpm
Max torque 151Nm at 4250rpm
Power to weight 94hp per tonne
Gearbox 4-speed automatic with manual select
Driven wheels Front
PERFORMANCE
0-100km/h 12.2 seconds
Top speed 186km/h
SUSPENSION
Front MacPherson struts, coil springs, anti-roll bar
Rear Torsion beam, coil springs, anti-roll bar
BRAKES
Front / Rear Ventilated discs / Discs
TYRES
Type Continental PremiumContact 2
Size 185/60 R15
SAFETY
Airbags 6
Traction aids ABS
MEASUREMENTS
Length 3986mm
Width 1707mm
Height 1690mm
Wheelbase 2575mm
Kerb weight 1180kg
Turning circle 10.3m
BUYING IT
Price incl. COE $79,000
Warranty 3 years/100,000km
+ “Big car” packaging, cabin refinement, great handling
– Not enough power, only four cogs, labelling it a “Sport” variant
