A Future Classic? 200 is the pick of the Renaultsport Clio range

The problem with trying to pick a definitive hot hatch is that despite the basic premise being very simple, everyone has a different idea of what the ideal balance is between B-road hooliganism and everyday comfort.

And the manufacturers don’t help, because they love providing minute iterations of them. We’re not saying the RenaultSport Clio 200 is the greatest hot hatch ever – but it’s not far off. But among the umpteen versions produced in the sweet spot between 1999 and 2012 when it switched to the Clio IV and went turbocharged, the RS Clio 200 was the one.

Before the complaints start flooding in, yes the Clio II 182 Cup is wonderful and the even more spectacular Trophy is something else entirely. But Clio IIs are now getting on a bit and finding a clean one is a challenge, while Trophys are now silly money – one source suggests that £12,000 is just the starting point and in 2021 one example sold for almost £50,000.

It may be boring, but it’s also worth remembering that the base Clio III was a much better car than its predecessor. It rode on a new platform that was bigger, heavier and stronger, but by modern standards this is still a small car. The quality was also a step forward too, with an interior that had a half-decent chance of surviving longer than the last bottle of milk you bought.

And then you can pour into that the usual Renaultsport magic. Getting some of the same boffins who build your race cars to help you tune up road cars usually results in good things happening. And the succession of engaging hot Clios emerging in that period proved the original Clio II RS was no fluke.

The F4R engine had evolved numerous times with tweaks including variable valve timing, exhaust and intake enhancements eventually taking it from 172PS in the Clio II RS to 200PS in the Clio II RS 200.

Modest numbers by today’s standards maybe, but what a wonderful engine it was. Happy to rev, deliciously linear in the way it delivered its power and more than quick enough – 0-62mph in 6.9 seconds and 141mph is still quick.

But it was the chassis and the way it was balanced perfectly against the power of the engine, that really made the Clio 200 sparkle. Buyers were given the choice of the Cup chassis in previous versions and here it meant dampers that were 27% stiffer at the front and 30% at the rear along with a 7mm lower ride height and a stiffer anti-roll bar. 

The steering also got a quicker ratio and both the standard 200 and Cup version borrowed the ‘Perfohub’ from the wild Megane R26.R, separating the steering axis from the damping to cut torque steer. This was no regular hot hatch.

Yes that made it relatively stiff and on the wrong kind of road it will still make you wince on occasion. But it’s worth the occasional grimace, because when you’re on the right kind of road it all makes perfect sense.

The connection between you, the steering wheel and the suspension underneath you is sublime. Sharp and adjustable in the corners but not scary unless you are very silly and accompanied by an engine that eggs you on, it gives the impression that the car is having just as much fun as you are.

Buying one need not be a headache either, as the Clio III was more robust than its predecessor. But it’s also worth bearing in mind that this is an enthusiast’s choice, particularly in Cup trim, so a keen eye and a deep search of its past is essential.

A strong service history is a must and if a car has been driven with gusto, servicing with a Renaultsport specialist is no bad thing.

It’s wise to ask the seller if a car has been used on track but you should also look for evidence yourself, such as rubber deposits from the tyres inside the wheel arches and excessive stone chipping. Buying a car that has been used on track isn’t necessarily a bad thing as long as it’s been looked after appropriately. Cambelts should be changed before 72,000 miles, so make sure this has been done.

Engines are strong but modifications like intake systems and exhausts can cause poor running. Gearboxes are more of a weak point, with synchromeshes often the first to go, so ensure your test drive includes plenty of shifting up and down the box. While the suspension is not usually a problem area apart from bushes eventually failing, steering racks and power steering motors have been known to fail.

Finding one won’t be a problem, but finding a good one will require patience. It’s also worth being picky about specification – the standard car gets climate control, cruise control and curtain airbags while Cup versions are stripped back, but new buyers could option back in features like manual air con and the highly desirable Recaro bucket seats.

Prices start at around £5000 which will get you something with close to 100,000 miles and as long as it’s been well maintained isn’t that bad. Buut £7500 will get you something tidier – we saw a 2013 Cup with under 65,000 miles for that money. There’s plenty of limited editions too like the Gordini and the Raider but essentially these are just visual mods, so don’t pay over the odds.

In truth, a clean original example of any previous Renaultsport Clio is a potential future classic, but the 200 represented the final take on a delicious recipe that had been finely honed over a number of years. Manual transmissions and naturally aspirated engines became a thing of the past when the Clio IV RS arrived – this is a reminder of just how good we had it.