Civic Type R vs Clio 172: Foes Reunited — PistonHeads

18 Апр 2015 | Author: | Комментарии к записи Civic Type R vs Clio 172: Foes Reunited — PistonHeads отключены
Honda CB 1000 R


When the Civic Type R sauntered on to the scene in 2001, its mission was to the nose of the Clio Renaultsport the hot hatch of the moment. But the 172 would be no Launched in June 2000, it the opposition with its combination of a 172hp motor, tremendous and starting price of Ј15,995.

The 2 version arrived a year — packing the same but complete with a newly front-end, tidied-up interior, gearing and tweaked suspension. Why a winning formula?

October and Autocar paired the two up

For Honda, the EP3 Type R was nothing less a fresh start. Its double-ton output was most definitely but that paled into compared with its VTEC’s to rev to 8,500rpm in clinically clean, Japanese style. The six-speed ratios closely stacked and was perfect for keeping its rev-hungry on the boil.

But it just oozed coolness from every Its spoilers and skirts weren’t while the red Type R badging was a nod to the The 17-inch wheels were detailed, the dash-change was inspired, and the and rear-strut braces were to behold.

Whereas the Renault presented as a keen driver’s playmate, the was a techno-fetishist’s delight.

But in 2001, two hot hatches were as good as it got the Leon 20VT and MG ZS180 potential challengers, but neither had the of response or depth of engineering of our two No, this was a straight France Japan fight.


Autocar eagerly lined-up the R against the Clio 172 from running a lavish eight-page test, with star all the way. Squeamish Renault would do well not to count up — even if our very own Harris, involved in the test, quite ‘get’ the Honda .

In of performance, the pre-launch Honda seemed justified: We expected and we weren’t disappointed. It’s a to report that the set of figures it might just consign all the hatches from the ’80s to the Strong words, but its accelerative wasn’t to be denied.

Clio at Civic’s heels but ended up

The Honda’s 0-60 and 0-100mph of 6.7 and 16.2 left the Renault in its wake. Referring to a Clio romps to 60mph from a in 7.1 seconds as off the pace seems but that’s how it feels. It’s time of 17.9 seconds be brilliant, but against this of competition, it simply isn’t Oh dear.

Dynamically, the Renault edged it, equal four-star ratings. The came in for more criticism, on account of its steering lacking and feedback. The Clio, on other has a better stab at turning up the of your mouth.

Drive back to back down the road and the Clio runs out of and damping before the Honda, but the car’s driver will be more fun.

In spite of the dynamic flourish, it was an easy for the Honda in the twin test. being more fun to hustle a series of tight bends, the has no answer to the Honda’s performance and advantages. Frankly, it’s to feel its age.

But there was a the Honda was also a little too for its own good. Look beyond it is capable of, and you’re left a car that’s more interested in its competence than drawing the into the fun. It wins its athleticism is so compelling, not because it the definite driving experience.

Overall, four stars for the and three for the Renault. And the threat the Ford Focus ST170 come along next and blow them both Hmm. Autocar’s review of the Clio 182 can be found here and the here .

You’ll find fans of both among

Previous experience

Jump a 172 today, your first are how light and airy it feels how petite it is on the road; how high position is; and how flimsy the trim But fire it up, and that coarse, yet Renaultsport engine responds to the throttle. It’s begging you to it for a thrash.

When you take a down a B-road and are really on it, you just how successfully Renault enjoyment — the steering, is brimming with feedback. scarble has a 172 as his daily driver, and what makes it so appealing. firm and torquey, and tends to and twist its self to pieces and that is why it’s cool, a class hero, he enthuses. not without compromises.

Expansion make me cringe, I avoid covers, and in six months, it’s had new top mounts, steering wheel connector, exhaust mounts and discs and pads. It’s on 100K and the engine is still as Larry. And I adore it.

The bigger Honda’s more built, and feels much coolly functional. The aluminium is gorgeous, while the race-style are uncompromisingly supportive. But, all about its engine, and the first anyone unacquainted with a drives one, there’s the danger of being disappointed by how it feels.

That is, until you rev it 5,500rpm, where it sounds an unsilenced BTCC racer. when the addiction takes

Honda CB 1000 R
Honda CB 1000 R

Quite a few PHers have the Civic and a Clio. Sutton the steering, so criticised by Autocar, is Slightly lacked feel but like the drivel is spouted it.

It’s very sensitive to the tyre, especially at the rear.

says, I personally prefer the for me it has the Clio beat in nearly area that is relevant to a good hot hatch. Not beaten by though. The Clio feels chuckable, and grips really but I can drive down the same quicker in the Civic.

The steering is in the Clio, and I’m glad I back to a Type R and I couldn’t be with it. Biscuit Bus disagrees Both are good cars excelled, but given the choice have the Clio back for though.

One thing’s clear — 15 on, both are still a riot.

had the personality but not the pace

Back to the

The Sport 172 is rarer than the R, with 6,800 Phase 1s, 2s and built. The Cup is the most focused of the and is the most in demand, which the standard car in its earliest form, the of the trio, with straight from as little as Ј1,000, and the falling between Ј1,500 and Most cheaper ones hands privately, and for many, yet to shake free of their bad boy Max reputation.

But they are recovering with the best examples now a healthy premium.

The Honda is in larger numbers, enjoys far residuals. They start at and bargains can be had, but steer of rude boy exhausts and lowered and aim instead for low-mileage, standard Ј4,000-5,000 seems to be their level at the moment.

The Renault’s term durability is more for concern than the Honda’s. But the drivetrain is fundamentally rugged, if serviced, and the belts and tensioners are up to They tend to be heavy on and gearboxes, while aftermarket aren’t necessarily a bad sign due to in the original.

Expect rattles from the and don’t be afraid to go chasing problems. For more, see our buying .

In both cases, the advice be to buy from a loving enthusiast, lavished their car with the they deserve. Both are sort of car.

In 2001, verdict went the way of the Honda, its performance, gearbox and sheer as the deciding factor, but the Renault’s to deliver slabs of feedback and fun won it even if it was outgunned. But would decision still stand

Honda CB 1000 R
Honda CB 1000 R
Honda CB 1000 R
Honda CB 1000 R
Honda CB 1000 R
Honda CB 1000 R
Honda CB 1000 R
Honda CB 1000 R
Honda CB 1000 R

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