2004 Renault Clio Reviews

Carsguide picks the best new and used performance cars for your money right now. As this month draws to a close, the new-car focus is on bargain buying but there are other segments with a quite healthy sales pulse, showing that Australians still like -- no, love -- cars that go.When Volvo decided to get serious about a Polestar performance push it chose Australia as the launching pad. Its Polestar S60 is already winning in V8 Supercar racing and the road-going version, after an early update and a recent price cut for Australia, is about to be rolled out around the world.The local brands are also doing great business, as Holden keeps cranking its SS Commodores, HSV does the top- end thing with the best Holden of all time, and Ford has a sellout success with its final GT 351 Falcon. Holden says its go-faster cars — the SS, SS-V and Redline — currently draw 23 per cent of buyers and a whacking 37 per cent of VF Commodore buyers want a V8 under the bonnet.But European companies such as Audi, BMW, Mercedes-Benz and even Renault are converting this need for speed, as much as you can in 2014, into driving enjoyment and hot rod hero cars for Australian drivers.There is a waiting list at BMW dealerships for the impressive new M3 and M4 we have just tested in Europe, and Audi has never had more S and RS models, but the showroom support for Renault Sport RS and Mercedes-AMG has made them much more than just spin-off divisions.In fact, RS and AMG cars are more likely to get buyers excited than any of the regular Renault or Benz machines. "Motorsport is at the heart of Renault's DNA and the Renault Sport brand enables us to transfer this racing pedigree to our passenger vehicles." In 2013, Australia was the second highest selling country in the world for the Megane RS 265," says Renault Australia spokeswoman Emilie Fadeyev. "The Renault Sport brand was first seen in Australia with the second-generation Clio RS introduced in 2001," she says. "Today, with the expansion of the Renault Sport range and the growing popularity within the Australian market, Renault Sport represents approximately 14 per cent of our total sales." The story is similar at Mercedes-Benz, where AMG is a sales winner for Australia. "We are consistently in the top five worldwide for penetration and, 2013, Australia-New Zealand was No. 1 worldwide," says Mercedes-Benz Australia spokesman David McCarthy. "So far this year, AMG models account for about 9 per cent of sales locally, which is a new high. Total demand continues to outstrip supply." HOLDEN COMMODORE SS - From $42,490 Rating: 4/5 Engine: 6.0-litre V8, 270kW/530Nm Transmission: 6-speed man/auto; RWD Thirst: 12.3L/100km The V8-powered Holden hero is a long-term favourite in Australia and has never been better for quality, comfort or driving enjoyment. It's also a relative bargain and taps everything from links to V8 Supercar racing to Holden's history as the country's favourite brand. MERCEDES-BENZ A45 AMG - From $74,900 Rating: 4/5 Engine: 2.0-litre 4-cylinder turbo, 265kW/450Nm Transmission: 7-speed auto; AWDThirst: 6.9L/100km The only thing against the A45 is the price. It's a genuine pocket rocket that was developed by AMG, one of the world's most sophisticated and experience hot-shops. It runs against the grain with all-wheel drive and turbo engine but is a rorty little funster. RENAULT CLIO RS 200 - From $29,290 Rating: 4/5 Engine: 1.6-litre 4-cyl turbo, 147kW/240Nm Transmission: 6-speed dual-clutch man; FWD Thirst: 6.3L/100km When people think of Renault Sport they usually think of the Megane, but it's the Clio that sets the new standard for fun. It's a car that's sharply focused, tweaked with the right sort of go-faster gear and is affordable for anyone who craves a car that's more than just an econobox.SECOND HAND: BMW M3 It's not gone yet, but the arrival of a new twin-turbo, six-cylinder M3 means the outgoing V8-powered car is going to become a classic. The new car is set to be an M3 landmark — the same goes for the M4 coupe — but there is still something special about a luxury compact with a thumping V8 in the nose.There are already people snapping up the last of the superseded M5 sedans with a V10, not the new-age turbo V8, and we're expecting the same thing for the M3 V8. It's a car that has incredible charisma and packs the one thing that every homegrown Aussie muscle car since the 1980s has been built around: a V8 with a rumbling exhaust note and a smile-making combination of power and torque.

Ewan Kennedy reviews the first, second, third and fourth generation Renault Clio as a used buy.

The Japanese and the Koreans hold sway in the small car segment, they have done for years, but there are now also a number of European brands, like Renault, fighting for a share of the highly competitive market.Renault returned to the market in its own right in 2001, but prior to that it had a somewhat chequered history under the control of independent importers.If you were to turn the clock back 30 years ago you’d find Renault was a well respected brand with a loyal following, but that was eroded through the ’80s and ’90s when it stuttered and stumbled along and lost the confidence of the market. Buyers could never be really sure their dealer would be there when they next took their car in for service.With that background Renault had plenty of ground to make up when it stepped in and took over the distribution of the brand itself in 2001.It hasn’t set the world on fire since it did take back control; instead it has gone along quietly without much fuss as it has worked to rebuild the brand in the eyes of the market.MODEL WATCH The Clio was a small hatch that was given a tough task when Renault launched it against the heavyweights of the small car market in a category that was traditionally price driven.To succeed Renault had to convince buyers that it was worth paying a little more for the features and refinement of a European brand.The problem for Renault was that the mostly Japanese competition had lifted their game considerably and brands like Mazda and Honda were selling some pretty hot little cars.But the Clio had plenty to offer anyone who cared to take a closer look. It was an attractive looking little car with a dash of French flair that made it stand out from the Japanese crowd; it was packed with plenty of features and was a fun little car to drive.The company first hit the market in 2001 with a handful of hot 2.0-litre Clio Sport three-door models to help kick-start the brand with a sporting image.They were followed a few months later by a facelifted model, and with that came the full range.There were three and five-door hatches, with three levels of equipment, and a number of limited edition models that came with a few extra features.Engine choices were 1.4, 1.6 and 2.0-litre, but the 1.4-litre was the only one available with an automatic transmission.The engines were all double overhead camshaft units and willing little things if you were prepared to rev them.At the entry end of the range the 1.4-litre engine put out 72 kW at 6000 revs along with 127 Nm at 3750 revs.The 1.6-litre delivered a little more power and torque, with 79 kW and 148 Nm respectively, but it was the 2.0-litre that really provided the thrills with 124 kW and 200 Nm.The 1.4-litre auto Expression five-door hatch kicked off the range in style by winning the trophy for the best small car in the 2002 ‘Australia’s Best Cars’ award.When stacked up against other small cars it was well equipped with standard features like air, adjustable steering wheel, power front windows, six-speaker sound system with cassette player, remote central locking and an engine immobiliser.Step up to the five-door Privilege or three-door Dynamique and you got the 1.6-litre engine and a five-speed manual gearbox. You also got the extra comfort of climate control air, a trip computer, lumbar adjustment for the driver’s seat, and a CD player.At the top of the range was the fun-filled Sport three-door hatch that boasted the 2.0-litre engine. Light and powerful the Sport delivered high performance with go-kart like handling and powerful braking power courtesy of its disc brakes on all four wheels.The lesser models were more biased towards ride and quiet comfort, but still handled well if not quite as direct and precise as the Sport.Being small there isn’t heaps of room inside the Clio. It was fine for those sitting in the front that enjoyed a comfortable time in supportive seats, but those in the rear found themselves a little cramped.IN THE SHOP The Clio is mostly reliable without any major problems.Those problems it does have tend to be fairly minor ones, like electrical faults, warning lights staying on, and sometimes difficult starting.Other than those there can be the odd oil leak around the engine.The engines have a cam timing belt that requires changing at 100,000 km and it’s important that it is changed. A breakage can lead to major internal damage to the engine that’s expensive to repair.It’s also worth checking where you will get your Renault serviced as there aren’t as many dealers around as there are for other makes. The big cities are pretty well covered, but the country isn’t.IN A CRASH The Clio is pretty well equipped to handle a crash. All models had dual front airbags, along with the dynamic safety of ABS antiskid brakes and emergency brake assist.ESP was added to the Sport in 2003.AT THE PUMP Premium is the recommended fuel for all Clio models.The 1.4-litre models should return 6-8 L/100 km, the 1.6-litre 7-9 L/100 km, and the 2.0-litre Sport should get 8.5-10 L/100 km depending on how hard it’s driven.OWNERS SAY Tony Muir replaced his 2002 VW Polo, which he describes as a disaster, with a 2003 Renault Clio Expression Verve 1.4. He reckons the Clio was a great little car. The upsides, he says were the road holding and braking, which made him feel safe, the French style, the interior, firm supportive seats, and good-sized boot, and the fuel economy. The downsides were the noise through the gears, the sluggish acceleration, the lack of rear seat room and low roofline that cramped the rear seat passengers. Tony also had the expensive misfortune to break a timing belt at four years and six months when the car had done 67,000 km. It did considerable internal damage to the engine and he says owners should be aware of the potential consequences of not changing the belt.THE BOTTOM LINE Sweet driving hatch with French flair, but lacks interior room and comprehensive dealer network.RATING 70/100

Something half the size and weight is going to be a much more entertaining proposition especially when it's blessed with a potent 2.0-litre engine generating 131kW/200Nm output.It also consumes considerably less juice.Renault's Clio Sport Cup is such a car, and it's an absolute hoot to drive – much more fun than something like a Holden Commodore SS which has twice the power but is almost twice the weight.The Clio Cup is a supplementary model to the Clio Sport – with stiffer suspension, a lower ride height and different alloy wheels. Cup is a more engaging drive as a result, gripping the road like the proverbial slot car and conveying plenty of information about the road back to the driver.The Cup model costs about $35,000 which is a fair old ask for such a small car but it has a big heart. Acceleration in a straight line is extremely rapid giving the Cup a David and Goliath status when stacked up against a big, high-powered, heavy hitter.Come to some tight corners and it's "bye for now."The Cup is a three door hatchback with a rigid chassis, a wheel at each corner, wide stance and massive brakes – the ideal cornering combo.The idea is to point it at a set of switchbacks, snick it into gear and fire it up for a most satisfactory driving experience. A car like this is inherently safer than a mere hatchback econobox due to its dexterity, reponsiveness and high quality components such as the Michelin tyres and sophisticated electronic controls that include ABS and electronic stability program (ESP).It also looks, feels and sounds the business.Those twin, wide spaced exhaust tips growl a stirring note, the low ride height looks like a hunkered down athlete and the dark wheels give a slightly sinister appearance to the little Cup.Inside is compact but funky with a splash of metallic fascia and trims, sports seats climate control and multi textured upholstery. The audio is average but the pedals are proper drilled items and the stering wheel has a number of controls arranged around it per- imeter.It uses a negligible amount of fuel when used sparingly, appreciably more when the wick is turned up. The engine is a non-turbo, 2.0-litre twin cam with variable intake cam timing. It has impressive performance across a broad engine speed range.Safety eqyuipment includes four air bags and auto on xenon headlights. The wipers also have an auto function. 

Not the car itself, but the colour.In the mid-1960s, Renault performance tuner Gordini turned out some pretty sharp and fast editions of the Renault 8.To distinguish the cars, a special colour was available – an eye-jarring bright blue that would have been a shocker to a conservative 1960s kind of world.Well, it's back. Not in a Gordini, but in its spiritual successor, the Renault Clio 182 Sport.Cute in a toy shop sort of way, the Clio three-door wears the Sport badge thanks to a bigger two-litre engine and substantial changes to the suspension and brakes compared with the already pleasant entry-level Clio.This engine gives the Clio a torquey heart making it a very easy car to punt around the suburbs and city.So strong is the powerplant that gear skipping is expected and third-gear corners considered as excessively revving the engine.The five-speed manual box is short, sharp and precise, while the steering is direct and boasts excellent road feel and the brakes are strong and show little fade.It's what the Renault 8 Gordini was in the 1960s – a production car body with more oomph.Expect this to have a firm ride on the road and you'd be pleasantly surprised. The seats are comfortable and the suspension compliant, though the handling is extremely surefooted.The interior is also vast, with good rear-seat accommodation and a high ceiling. But what enhances this airy and light interior is the huge glass area.Don't be modest when touring in the Clio because the side glass drops right down to your elbows. The driving visibility is probably the best of any car – it's just a little daunting that the occupants are equally as visible.On the track that torquey engine and crisp gear change combine with remarkable roadholding to make this a fun machine.It's actually hard to provoke understeer despite this being a front-wheel drive. The back also hangs on so the progress through a corner is predictable with the Michelins refusing to release their grip on the asphalt.At a shade more than 1000kg, the $32,000 Clio Sport is a featherweight fighter.The feature list is pretty good, with climatic airconditioning, four airbags, ABS, electric windows and mirrors, cruise control – though awkward to use – and a CD player.The upholstery is alcantara which, like the rest of the interior, is black. The seatbelts are a pale grey. Do these colours match? No!The exterior gets aggressive with a lowered body, twin big-bore exhaust tips and fat 16-inch alloy wheels. This is really a fun car for the enthusiast that is as good on the track as it is toddling to work.

The three-door hatch is part of a new range of hot hatches from Renault, which includes a Clio Sport 182 Cup (add $2000 for stiffer suspension, lower ride height and charcoal-coloured wheels) and its bigger brother, the Megane turbo-charged Sport.Revisions to the engine give the Clio Sport 182 an extra 7kW of power – now up to 131kW – and peak torque (200Nm) is reached at 5250rpm, 150rpm earlier than before. Now, 80per cent of this is available from 2000rpm.Torque is noticeable underfoot in all gears, with fifth gear able to carry the car from lower speeds.The Sport has a hotter exterior than the tamer Clio models and subtle changes from the previous model include the sporty twin exhausts that protrude from the rear and the different-coloured alloy wheels.The twin exhausts produce a noticeably sporty note.The five-speed close-ratio box takes a bit of getting used to but third and fourth gear encourage high-revving fun.The wheelbase has been increased by 13mm and the track widened by 12mm at the front and 16mm at the rear. The greater track sees the Clio remain stable and have lots of grip under most driving conditions.Under harsh acceleration on rough bitumen, the Clio will tend to torque-steer, though it's nothing that can't be controlled by a slight lift of the right foot.The Cup provides even more grip than the standard 182 Sport. The stiffer suspension and lower ride height means there's minimal body movement, even under heavy load.Larger bearings in the wheel hubs also contribute to increased stability in the Cup.The lower position of the steering-arm attachment points sees the Cup react quicker and more decisively than the 182 Sport, with steering quicker as well.Despite the firmer suspension and lower ride height, the Cup is no bone-rattler – the spring rate in the Cup has been increased by 20per cent, with matching damper settings for this version of the Clio providing even more incisive behaviour.The rear spring rates have been stiffened by 15per cent and the damper settings by 10per cent.Brake-wise, the Clio's 280mm vented front and 238mm solid rear discs do an admirable job but tend to fade slightly when used quickly and repeatedly.The Clio's interior is a pleasant mix of quirky and sporty, with drilled pedals, sporty Alcantra leather seats and funky gauges.The size of the boot was a pleasant surprise, with none of the weekly load of shopping having to ride shotgun.The standard safety features include driver and passenger front adaptive airbags, driver and passenger side airbags, front and rear anti-intrusion side bars, an electronic stability program and latest generation anti-lock brakes.Comfort features include remote-operated central locking, power windows and mirrors, air recycling and particle filter, height and recline adjustment on the front head restraints, leather steering wheel and height adjustment on the driver's seat.The Clio Sport 182 also features six-speaker AM/FM stereo with single CD, cruise control with speed limiter, audio controls mounted on the steering column, climate-control airconditioning, vanity mirrors and a chilled glove box.

There are two models, the Sport and the Sport Cup. The only difference is charcoal coloured alloys, lower ride height and firmer suspension on the Cup, oh, and $2 grand more on the sticker.Though not in the same performance league as a WRX, the Sport offers possibly more driving excitement because it is such an athletic little beast. You can really drive the thing and be rewarded by its stability, response and feel.The engine has more wick and is now rated at an impressive 131kW/200Nm output. It's naturally aspirated so when you push the throttle, it goes, no waiting.And rev, sheeesh, the high compression 2.0-litre twin cam loves to spin and fairly howls near the 7000rpm redline. But there's no real need to go there because it has plenty of pick-up everywhere.Part of the secret here is size and weight. The Sport is a small car, a three door hatch capable of carrying four. It weighs 1090kg and has an impressive power to weight ratio. The 0-100kmh sprint is a 7.0 second event.A five speed manual is the only transmission and it is short geared to the point where you might be looking for another cog. But as it stands, the gearing provides excellent acceleration even if the throws between ratios are too long and the stick is too far forward for tallish drivers.The passage of gases through the engine is aided by twin cams and 16 valves while out the back is a funky looking, wide-spaced dual exhaust.The thing handles like a slot car especially with the Cup's firm and low suspension. It jiggles a bit but that is a characteristic of hot hatches.The suspension is Macstruts all round, steering is power assisted rack and pinion. Stability gains have been made on this model by lengthening the wheelbase and widening the track. The wheels are pushed right out to each corner.This is the sort of car that would be ideally suited to club gymkhanas and even club motor racing events. You just want to get in and enjoy the drive. It drinks premium unleaded but sips lightly most of the time. The 50 litre tank gives a range of about 550km.I found the flat steering wheel annoying as it forces a straight arm steering position. The sound system is OK even though it has six speakers but the drilled alloy pedals are extremely cool.Standard equipment is impressive and includes goodies like climate control, automatic xenon head- lights and leather upholstery.Like all Renaults, the Sport Clio rates highly in crash testing. There are four air bags, electronic stability program and ABS in the safety inventory. 

Even Renault admits sales of the turbocharged Megane 225 and its Renault Sport stablemate, the Clio 182 (numbers represent horsepower), won't be high in Australia. It predicts monthly figures of only 25 of each.But it's supposed to be an important step towards giving the Renault brand a shot of sex appeal."We are trying to avoid setting concrete targets," managing director Rudi Koenig says."Obviously, with this type of car, initial demand is going to be high. Then, like most sports vehicles, expectation dies down."But we want to use Renault Sport to enhance our brand awareness in this country."The Megane Sport 225 has a turbocharged version of Renault's 2.0-litre engine, boosting power to 165kW and torque to 300Nm, compared with the standard Megane's 98kW and 191Nm.The twin-scroll, watercooled turbocharger has what's called a "double-incident flow" that is supposed to reduce the amount of exhaust coming back into the cylinders. Basically, it reduces turbo lag and that means the engine doesn't have to be wound up to high revs to get the most from the turbo.Apart from the turbo, the Megane Sport has 17-inch wheels, a wider track, stiffer suspension, lower ride, and four-wheel Brembo disc brakes and calipers with electronic braking distribution. The Luxury pack includes full leather trim, a sunroof and six-CD audio.The more familiar Renault Sport Clio has also had a mild boost in power (up 7kW to 131kW), along with new standard features such as leather/anthracite trim, twin tailpipes and cruise control.It also has a wider track (12mm front and 16mm rear) and wider Michelin tyres.The biggest news is the arrival of the Cup variant, a track model with stiffer suspension (20 per cent stiffer in front and 16 per cent at back).Apart from grey metallic alloys, rather than the silver of the regular Clio Sport, and a (barely noticeable) 3mm lower ride height, there's little visual difference between the Cup and regular versions.ON THE ROADIF THE Renault Sport Clio is the genuine article hot hatch, the Renault Sport Megane 225 comes across as a bit "not quite".It's not quite edgy enough to be a hot hatch in the same sense as its stablemate, the Renault Sport Clio 182, which makes it hard to work out exactly what kind of buyer would go for it.While it's undoubtedly sporty, in the sense of having a reasonably stiff suspension, the Megane loses the edge with its steering.The best description is it feels "woolly". It's not sharp as you'd expect from a car with a sporty attitude, whether it be a genuine sports car or only a hot hatch.The ride itself is a bit "midway" as well, though in this case that's not necessarily a bad thing. Grip and control is good without the choppiness you can get in cars that have a very hard suspension.The Megane 225's biggest plus is the turbo engine, which is a delight from low in the rev range to the top. No noticeable turbo lag means it's also easy to live with.Through the windy stuff the engine gives the driver plenty in reserve to fire out of corners and dart up hills.The six-speed manual, however, isn't quite slick enough to take advantage of the motor. The shift from second to third, in particular, is fairly hit-and-miss. The Clio's five-speed is much more usable.But the car's biggest letdown is its drab and not especially sporty interior. The plastics are a dull dark grey and do little to excite. The orange seatbelts only partially compensate.The instruments are sparse for a car that will sell for $42,990 and the orange-lit display might be functional and easy enough to read, but look industrial rather than sexy.In contrast, the Renault Sport Clio, even the relatively "standard" one pushes all the right buttons.After driving the turbo Megane, power and torque feel a little bit light on, but everything else screams fun.Through the Tasmanian backroads, the Clio feels like a go-kart, the grip so impressive you can maintain speed to the point that the lack of brute power is hardly relevant.The steering and transmission are much more enticing for the driver than the larger car, as is the interior with its black and brushed aluminium highlights. The personality of the car shines through, whereas the Megane feels pale.For an extra $1500 you get the Club spec version with stiffer racetrack suspension and grey-coloured wheels. The wheels certainly look the part, but, except for those who intend to use the car on the track, the Cup has a noticeably bumpier ride without any noticeable improvement in grip.Now if we could just squeeze that turbocharged engine into the Clio . . . But I guess that's just being silly.

They include a powerful, turbocharged version of the quirky Megane hatch – you know, the one with the big derriere.The second is a slightly more powerful version of the smaller but highly regarded Clio Sport.Both cars offer high levels of performance and to go with this a free "performance" driving course will be offered to buyers.Renault which has a long history with Australia made a return to this country with a flourish and brace of new models back in 2001.But it has failed to build on the initial splash, with sales slipping backwards last year and still slightly down again this year.However, it argues that it is in for the long haul and the good news is that cars like the Megane Turbo 225 and Clio Sport 182 could set tongues wagging once again."Our aim is to develop the Renault Sport name and to show buyers a more passionate side of the brand," says director of operations Rudi Koenig.Renault Sport has its own plant which specialises in performance models at Dieppe in the Normandy region of France.Both the Megane and Clio models adopt the new Renault Sport DNA which consists of twin tailpipes and a special alloy wheel design.The Clio Sport will be familiar to readers as the little hotty that spearheaded the company's return four years ago.It was initially available in very limited numbers all of which were snapped up by performance hungry punters.The new car adds a more aggressive look and 7kW of extra power, lifting engine output to 131kW or 182bhp – a fraction more than Peugeot's 206 GTi 180 (ergo the 182 tag).Torque stays the same at 200Nm but is produced slightly lower at 5250rpm.The dash from 0-100km/h has been shaved from 7.3 to 7.1 seconds.With a longer, wider footprint and five-speed manual stick the Clio goes hard and offers the enthusiast plenty of bang for their buck, with a ride and handling package that is among the best in class.An even sportier Cup version is offered this time, with even firmer, lowered suspension for better handling.Both versions are an absolute hoot to drive.Wheel size has jumped from 15 to 16 inch on both cars but the Cup can be readily identified by its smoky coloured alloys.A bright Racing Blue is a standout new colour.On the downside weight in the Clio is up from 1035kg to 1090kg and in making way for the twin exhaust system the spare wheel has been replaced by a reinflation kit.However, it is the turbocharged Megane that is the real suprise packet.A turbocharged and intercooled 2.0-litre engine transforms the stylish hatch into something a whole lot more tastier than the standard car.The engine delivers 165kW of power and 300Nm of torque from 3000rpm, catapulting the car from 0-100km/h in just 6.5 seconds.That is quick but not quite as fast as a Subuaru WRX but then again it is an entirely different sort of car.It is the smooth, almost seamless way the Megane delivers this power that is most impressive, providing plenty of get and go across the entire engine range.The engine is hooked up to a Nissan-developed six- speed manual tranny and is one of the smoothest turbos that we have driven.Mid-range acceleration is particularly strong, mak- ing overtaking a simple matter.It is this same mid-range power that makes the car a joy to push this car through twisting mountain roads.A special front suspension setup minimises the torque steer normally associated with powerful front- wheel drive cars.This is the twisting, bucking sensation that you sometimes feel as the front wheels attempt to transmit power to the pavement.The Megane's aggressive Brembo brakes take some getting used to.Ventilated fourpot 312mm front discs are fitted along with one pot 300mm rear discs.Large 17 inch wheels and low profile rubber fill out the wheel arches.Inside, the look is ultra modern with color-coded seatbelts – bright orange in the car we drove.Both are the Clio Sport 182 and Megane Turbo 225 are very well equipped with many luxury features including stability control and several airbags.The Clio Sport 182 is priced from $32,990 while the Megane Turbo 225 retails for $42,990 – both prices exclude on-road costs.

"It is a little unusual to put two models into a small-volume segment like the sports hatch at the same time but they are very different cars that will give shoppers a welcome choice," says Renault Australia's managing director Rudi Koenig."The opportunity to offer such a different choice was a big part of the decision to use the five-door variant for the Megane."Both cars come out of the Renault Sport garages at the Dieppe facility where shells and basic chassis from the garden variety cars are worked over by Renault's 500-strong performance crew.The outcome for the Clio and Megane is a Charles Atlas act. The Clio weighs in with 131kW and 200Nm while the Megane, from the same 2.0-litre 16-valve engine, manages 165kW and 300Nm, 90 per cent of which is delivered on a torque curve so flat you could sleep on it between 2000 and 6000rpm.Koenig says he accepts that the Clio and Megane Sports will not add significant volume to Renault's Australian sales (about 50 cars a month combined) but believes they have an important role to play."Renault's history in motorsport is significant and on-going and we need to leverage off that in Australia for brand recognition."We also need to continue to re-inforce the determination of Renault to be in Australia for the long haul and offering as wide a model line-up as possible is a part of that."Unlike the previous Clio Sport, 80 of which were made available as part of Renault's re-introduction to Australia in 2001, the new model will not be supply restricted.With full availability the Clio Sport 182 will go head to head with Euro-hotties like the Peugeot 206 GTi 180 and BMW's soon-to-be launched 1-Series. For the Megane 225 the targets are likely to be a fair bit more disparate ranging across a wider power/price band that covers anything from a Subaru WRX through to Mazda's RX-8.While the Renault performance pair shares the same basic engine there are plenty of differences in the cars.The Clio has a five-speed close ratio box against the six-speed shifter in the Megane. Both are very well suited to their task with the aggression of third and fourth in the naturally aspirated Clio encouraging high-revving fun. For the Megane's part the extra ratio makes cruising a dream while the huge lumps of torque on tap in any gear take care of the fun factor.With its extra grunt and weight (1361kg against 1090kg) the Megane reasonably needs better stoppers and with 312mm four-pot front and 300mm single-pot rear discs, pulling the car down from speed is not an issue.That is not to say the Clio is underbraked. Its 2800mm vented front and 238mm solid rear discs do an admirable job but tend towards a slight fade on quick-repeat use.In raw performance figures there is not a great deal between the two cars with the Megane sprinting to 100km/h in 6.5 seconds on its way to 236km/h while the Clio takes 7.1 seconds to put the 100km/h behind it on track to a top speed of 222km/h.The most noticeable difference, other than in ride where the Megane retains a softer quality than the hunker-down and get on with it Clio, is how effortlessly the turbo-charged Megane picks up in any gear short of sixth when asked for an overtaking surge.In keeping with its likely more "civilised" owner the Megane features some extra electronic wizardry with an anti-skid and understeer control program on top of the stability program and ABS. The Clio's nod to electronic aids is restricted to a switchable ESP and anti-skid brakes.Both cars carry Renault's now almost-standard five-star NCAP safety rating. The Clio has front and side airbags while the Megane adds front lateral and curtain bags to the equation.The seating in both cars is up to Renault Sport's usual high standard of comfort and bolstering. The Clio rides on 16-inch alloys with the newly developed Michelin Exalto rubber 205/45 profile. The Megane's 17-inch alloys are shod with 225/45 Continental ContiSportContact.The Renault Sport Clio 182 is priced at $32,990 with the Clio 182 Cup $34,490 (add stiffer, lower suspension). Metallic paint is a $600 option.The Renault Sport Megane 225 is $42,990. A $4000 LX pack adds sunroof, six-stacker CD and full leather.