I came across an 8 page article on [v6plaque]19[/v6plaque] in French magazine GTI TECH in the July, August, September 2012 issue.
There are some good photos and lots of details about the Trophy cars. The Journo clearly didnt get a chance to drive it, but its great as a reference point in the cars history.
I have uploaded scans of the full article:
View attachment GTI TECH08 July-August-Sept 2012 p1-2.pdf
View attachment GTI TECH08 July-August-Sept 2012 p3-4.pdf
View attachment GTI TECH08 July-August-Sept 2012 p5-6.pdf
View attachment GTI TECH08 July-August-Sept 2012 p7-8.pdf
For the history file, the blue inlet plenum you can see and red pedals are now in car [v6plaque]135[/v6plaque], which the last owner Mr Raimbaud (it's his and his sons initials in the rear windows) still owns.
Google translated article below:
In 1998 when the Spider Trophy was promised a well-deserved retirement, a new race car destined to take over. Following the mythical open top sports car with a traditional “coupe" is not a small matter, Renault Sport followed it with 280HP V6 in the back of a Clio!
The concept is simple. It is a question of proposing a season of racing with drivers, beginners or not, at the wheel of the same cars. Thus, with equal weapons, there is no dominion from a particular stable. The novices all have a chance to win by making the difference through driving. The battle is guaranteed! Moreover, this has economic and public virtues not negligible for the builder who ensures at the same time the promotion of one of a model. Since 1966, the first year of the Gordini Cup, the French and European circuits see their asphalt crowd with many a Renault. Starting with the R8, then the R12, relayed by the R5 LS, Alpine, Alpine Turbo and GT Turbo. Then it was the turn of the R21 in the Europa Cup, the Clio 16S, or the Megane ... Without mentioning all of them, it can be said that most competitors struck a diamond, or almost, had their hour of glory and ensured the show at a given moment. Until 1998, for example, the Spider was the feast in its trophy version, several weekends a year, until what would replace it the following year: a very muscled version of the small Clio 2..
IT’S SWOLLEN!
Muscular is not the word. She was a real athlete! She no longer had much in common with the serial model. If I am today at Chrono Plus, a race car preparer in Loiret (45), it is precisely because he is responsible for the maintenance of one of these cars. Is not this a very good opportunity to rediscover it? First impression on sight of the machine, it is inflated! This is a very wide Renault. Since the use is strictly reserved for the track, it does not make any concession in terms of its ground clearance. The front spoiler is equipped with an adjustable blade to reinforce. Four composite wings have grafted to the four corners, the rear wings are directly bolted to the hull to facilitate their replacement. They include two scoops that are born in the doors. They channel fresh air to the engine. To this we add two very enveloping sills, and we obtain a clever mixing of a simple Clio to a monster of the circuit. The body kit was developed in partnership with the MOC company, which had previously worked on the Espace F1. The 18” wheels are by Cromodora in magnesium. They are mounted with slicks 21/65R18 on the front and 24/65R18 on the rear. They house ventilated brake discs 320mm diameter, which are stopped by Brembo 4-piston calipers.
Just behind, we can see suspensions that are infinitely adjustable. While the front end uses a classic McPherson system, the rear has a three-axis multi-barcode technology. Respectively, there are enlargements of the tracks of 108 and 125 mm. This v6 Trophy has remained in the same state as in its last season, in the yellow and red colors of an Italian team, it even keeps the stickers of some common sponsors and official Cup. Among Michelin Magnetti-Marelli... This system of sponsoring imposed on certain places of the car allowed Renault to keep the prices down. On the rest of the body, the owners were free to paste the advertisements of their choice.
If despite this plumage it still looks a little like the Clio RS (the base) inside it quickly forgets the road car. There is nothing left.
LONG LIVE THE SPORT
Here we are far from the good old Gordini Cup and its original R8 barely evolved. Contrary to what was done at the time, that is to take a road car to make a competition car, the Clio V6 Trophy was born to race. She gave birth to a road model, but at the core she set up for asphalt. So zero comfort, 100% sport! The roll cage goes in all directions. Along the dashboard, towards the trunk, towards the hood, at no time was the rigidity and safety of the pilot neglected. A Renault Sport by OMP bucket seat and a single harness, circuit breaker, of course, everything is there. The dashboard being of the most rudimentary and carbon, the control switches are on a small box placed near the gear lever. The oil pressure, the water temperature and the gear ratio engaged are shown in the small digital dial next to the tachometer. As a co-pilot, there is a fuse box with diagnostic sockets. In 1998, we were indeed under the era of electronics. Just above, two, management boxes. A first one that takes care of the engine in general (injection, ignition ...) stamped Magneti-Marelli and a second box stamped Mannesmann VDO carries the inscription Twin-Gaz .. Twin Turbo we know, Twin Spark has already seen but Twin- Gas, whats this? You have to dive under the bonnet engines to understand.
A GREAT BOX.
From an old reflex, I pull on the safety fasteners, I lift. Here is a nice cooler radiator .. Luckily I opened this hood, otherwise I wouldn’t of seen the impressive reinforcement device place between the front chassis legs with my own eyes. Well, now I go around to the back. Here I am face to face with this devil of V6 24 valves in the transverse position. Derived from the series, it received numerous modifications to see its power pass to 280 horses. Camshaft shafts allow a better filling, specific piston increases compression rates. The exhaust is designed to measure the flow of gas. The top, comes to meet a speculative management that brings us back to this famous twin-gas box seen in the cockpit. This is actually the intake plenum for the throttle bodies! There are two, managed by electronics and no longer by a cable. In this way, the intake air flow is monitored continuously and the overall engine management is modified accordingly to ensure optimum performance. Even if It announces enticing figures, notably a peak torque of 30 m/kg at 5800 rpm, it is not this engine that has put the Clio Trophy in the big league. What made it famous to many amateurs is its six-speed sequential gearbox. A robotic box on a Clio, was a first! Unfortunately for lack of circuit to accommodate us, I did not have pleasure to put all the theory of this Dieppe creation in practice. Its hunting ground at the time ranged from Spa-Francorchamp to Monaco, via Estoril or to the Nurburgring: circuits of F1 ... In other words, to exploit it, I would have had to reserve one of these Playgrounds well in advance. Nevertheless rest assured this is only part delivery. I will come back! Meanwhile, if we had to summarise the Clio V6 Trophy in one sentence, I was trying to say that from its release, it perpetuated marvelously the tradition of the Renault promotional forums. Keen drivers, prestigious circuits to the calendar and especially beautiful machines! Thanks to the workshop of Chrono Pure for the reception and the disposal of this beautiful Clio V6 Trophy.
There are some good photos and lots of details about the Trophy cars. The Journo clearly didnt get a chance to drive it, but its great as a reference point in the cars history.
I have uploaded scans of the full article:
View attachment GTI TECH08 July-August-Sept 2012 p1-2.pdf
View attachment GTI TECH08 July-August-Sept 2012 p3-4.pdf
View attachment GTI TECH08 July-August-Sept 2012 p5-6.pdf
View attachment GTI TECH08 July-August-Sept 2012 p7-8.pdf
For the history file, the blue inlet plenum you can see and red pedals are now in car [v6plaque]135[/v6plaque], which the last owner Mr Raimbaud (it's his and his sons initials in the rear windows) still owns.
Google translated article below:
In 1998 when the Spider Trophy was promised a well-deserved retirement, a new race car destined to take over. Following the mythical open top sports car with a traditional “coupe" is not a small matter, Renault Sport followed it with 280HP V6 in the back of a Clio!
The concept is simple. It is a question of proposing a season of racing with drivers, beginners or not, at the wheel of the same cars. Thus, with equal weapons, there is no dominion from a particular stable. The novices all have a chance to win by making the difference through driving. The battle is guaranteed! Moreover, this has economic and public virtues not negligible for the builder who ensures at the same time the promotion of one of a model. Since 1966, the first year of the Gordini Cup, the French and European circuits see their asphalt crowd with many a Renault. Starting with the R8, then the R12, relayed by the R5 LS, Alpine, Alpine Turbo and GT Turbo. Then it was the turn of the R21 in the Europa Cup, the Clio 16S, or the Megane ... Without mentioning all of them, it can be said that most competitors struck a diamond, or almost, had their hour of glory and ensured the show at a given moment. Until 1998, for example, the Spider was the feast in its trophy version, several weekends a year, until what would replace it the following year: a very muscled version of the small Clio 2..
IT’S SWOLLEN!
Muscular is not the word. She was a real athlete! She no longer had much in common with the serial model. If I am today at Chrono Plus, a race car preparer in Loiret (45), it is precisely because he is responsible for the maintenance of one of these cars. Is not this a very good opportunity to rediscover it? First impression on sight of the machine, it is inflated! This is a very wide Renault. Since the use is strictly reserved for the track, it does not make any concession in terms of its ground clearance. The front spoiler is equipped with an adjustable blade to reinforce. Four composite wings have grafted to the four corners, the rear wings are directly bolted to the hull to facilitate their replacement. They include two scoops that are born in the doors. They channel fresh air to the engine. To this we add two very enveloping sills, and we obtain a clever mixing of a simple Clio to a monster of the circuit. The body kit was developed in partnership with the MOC company, which had previously worked on the Espace F1. The 18” wheels are by Cromodora in magnesium. They are mounted with slicks 21/65R18 on the front and 24/65R18 on the rear. They house ventilated brake discs 320mm diameter, which are stopped by Brembo 4-piston calipers.
Just behind, we can see suspensions that are infinitely adjustable. While the front end uses a classic McPherson system, the rear has a three-axis multi-barcode technology. Respectively, there are enlargements of the tracks of 108 and 125 mm. This v6 Trophy has remained in the same state as in its last season, in the yellow and red colors of an Italian team, it even keeps the stickers of some common sponsors and official Cup. Among Michelin Magnetti-Marelli... This system of sponsoring imposed on certain places of the car allowed Renault to keep the prices down. On the rest of the body, the owners were free to paste the advertisements of their choice.
If despite this plumage it still looks a little like the Clio RS (the base) inside it quickly forgets the road car. There is nothing left.
LONG LIVE THE SPORT
Here we are far from the good old Gordini Cup and its original R8 barely evolved. Contrary to what was done at the time, that is to take a road car to make a competition car, the Clio V6 Trophy was born to race. She gave birth to a road model, but at the core she set up for asphalt. So zero comfort, 100% sport! The roll cage goes in all directions. Along the dashboard, towards the trunk, towards the hood, at no time was the rigidity and safety of the pilot neglected. A Renault Sport by OMP bucket seat and a single harness, circuit breaker, of course, everything is there. The dashboard being of the most rudimentary and carbon, the control switches are on a small box placed near the gear lever. The oil pressure, the water temperature and the gear ratio engaged are shown in the small digital dial next to the tachometer. As a co-pilot, there is a fuse box with diagnostic sockets. In 1998, we were indeed under the era of electronics. Just above, two, management boxes. A first one that takes care of the engine in general (injection, ignition ...) stamped Magneti-Marelli and a second box stamped Mannesmann VDO carries the inscription Twin-Gaz .. Twin Turbo we know, Twin Spark has already seen but Twin- Gas, whats this? You have to dive under the bonnet engines to understand.
A GREAT BOX.
From an old reflex, I pull on the safety fasteners, I lift. Here is a nice cooler radiator .. Luckily I opened this hood, otherwise I wouldn’t of seen the impressive reinforcement device place between the front chassis legs with my own eyes. Well, now I go around to the back. Here I am face to face with this devil of V6 24 valves in the transverse position. Derived from the series, it received numerous modifications to see its power pass to 280 horses. Camshaft shafts allow a better filling, specific piston increases compression rates. The exhaust is designed to measure the flow of gas. The top, comes to meet a speculative management that brings us back to this famous twin-gas box seen in the cockpit. This is actually the intake plenum for the throttle bodies! There are two, managed by electronics and no longer by a cable. In this way, the intake air flow is monitored continuously and the overall engine management is modified accordingly to ensure optimum performance. Even if It announces enticing figures, notably a peak torque of 30 m/kg at 5800 rpm, it is not this engine that has put the Clio Trophy in the big league. What made it famous to many amateurs is its six-speed sequential gearbox. A robotic box on a Clio, was a first! Unfortunately for lack of circuit to accommodate us, I did not have pleasure to put all the theory of this Dieppe creation in practice. Its hunting ground at the time ranged from Spa-Francorchamp to Monaco, via Estoril or to the Nurburgring: circuits of F1 ... In other words, to exploit it, I would have had to reserve one of these Playgrounds well in advance. Nevertheless rest assured this is only part delivery. I will come back! Meanwhile, if we had to summarise the Clio V6 Trophy in one sentence, I was trying to say that from its release, it perpetuated marvelously the tradition of the Renault promotional forums. Keen drivers, prestigious circuits to the calendar and especially beautiful machines! Thanks to the workshop of Chrono Pure for the reception and the disposal of this beautiful Clio V6 Trophy.
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