Renault Clio Williams – French Fancy

When you think of the hot hatch, it’s only natural to have the mind’s eye wander over to the offerings of Germany. After all, it is the country that gave us the Golf GTi, which for many is hot hatch Genesis. However, der buck doesn’t stop with the Germans. Far from it in fact, as lots of other countries like to make small things go faster than they probably should. Countries like, for example, France. 

And then of course, with the mention of France you of course think of the mighty 205GTi. A car that was so good, it’s used as a hot hatch benchmark even today. But Peugeot wasn’t the only French brand to have a play in the hot hatch world. Renault waded in, too. And when it did, it took the 205 to school. Though of course, 205 owners will tell you the opposite. We’ll let you decide. 

The Clio was Renault’s answer to the 205. Same size, same sort of weight, same market being targeted. And just like the Peugeot, the Clio was a car that had a welcome place in motorsport, specifically Group A and N rallying. But of course, in order to enter the little Clio into said disciplines, there would need to be a homologation model that could sit in showrooms. 

Homologation is, in essence, a bit of a cheat. A manufacturer can enter any old car into motorsport, but said car has to be based on the road car. Ergo, if you build a hotter, angrier, faster version for general public consumption, you have a ‘production’ car that you can enter into motorsport. Whether or not these homologation cars sell is moot. They just need to exist on a stock sheet, 2,500 of them in the case of the Clio. However, there are exceptions where demand rears and up floods dealerships. The Clio Williams was one.  

Based on the already impressive Clio 16V, the Williams boasted an extra 200cc of capacity, pushing it up to a motorsport satisfying 1,988cc (the cap for its class was 2,000cc). The engine was tough, too. Renault Sport threw in the crank from the diesel Clio, which was stronger. The stroke was increased as was the bore to get it up to the desired capacity. The cams were uprated, the cylinder head too. The rods and pistons were higher grade kit, and there was even a lightweight exhaust manifold fitted. It was and still is a seriou little engine. 148bhp on tap, delivered through an uprated five-speed gearbox with tougher internals and revised ratios. Tasty.  

The suspension was stiffer, lower and bolted to a front subframe from a Cup racer. The gold Speedline alloys were wider, as was the track. The brakes, bigger, the rear torsion arms and anti-roll bars, thicker. The body, care of the 16V model, boasted inflated arches and a bonnet bulge of impressive heft. The whole thing, whether you liked it or not, was painted ‘449’ Metallic Sports Blue. 

Homologation cars can be a bit of a nightmare, mainly because they exist to satisfy regulations, no customers. However, that wasn’t the case with the Clio Williams. Renault Sport knocked it out of the park and built a car so tight, so agile and so fun that it sold at an unprecedented rate. To such an extent that Renault built thousands more than planned, just to satiate the market’s need. Based on the later facelift cars, they were known as the Clio Williams 2 and Clio Williams 3. 

Of course, it’s the early cars that really get people’s pulses racing. Mainly because of the 2,500 built, 390 were sent to the UK in right hand-drive specification, and as such, were fitted with numbered plaques. It’s those rare, early, numbered cars that the collectors really want. However, they’re getting thin on the ground. Age, rust and the modified car scene have all colluded to thin out numbers. However, collectors are on the case now, rescuing and restoring any Williams that becomes available. 

There are of course examples out there that are still box fresh and ready to go, as per the car pictured here, which is currently for sale with Wizard Sports and Classic. Number 372 of 390, this is a very special car indeed. Immaculate in its presentation, it’s lived a life free of garish modifications, plus it has been enjoyed, not thrashed to death. It could be one of the best out there. 

But then there’s the matter of the price. At a hair under twenty grand, it’s not a cheap proposition. Get in it though, fire up that throaty 2.0 engine and take it for a blast and the price will become irrelevant. This is a hot hatch in the purest sense. Light (just 931kg), a wheel at each corner, perfectly weighted steering, grip for days and a chassis that tugs and teases you to push it harder and go faster. It’s a terrier of a car, giddy for any attention, and determined to make you love it. And love it you will. It’s pure. No electronics in the way, no turbo to worry about, just power (148bhp), torque (126lb ft) and you. It’s man and machine. 

If you want a little slice of motoring history, and one that you can enjoy with ease, this is it. Look after it, keep that ‘449’ paint looking its best and keep on top of servicing and you’ll not lose a penny of that twenty grand. In fact, you might make a few quid, because prices for cars like this, in this condition, are only going one way.