can anyone tell me the exact differences between a trophy ,182 and 182 cup....no suprise the dealers have chucked all the old brochures and havent much of a clue about anything technical
cheers
cheers
differences between trophy,182 and 182 cup ???
- Thread starter son of solo
- Start date
Essentially, a Trophy is based on a 182 Cup with Capsicum Red Paint, Trophy stickers, Recaro Semi-Racing Seats, Speedline Corse Lightweight Racing Alloys wrapped in specifically designed Michelin Pilot Exalto 2 tyres and Sachs Remote Resevoir Dampers. They made 525 of them between May and September last year and 500 came to the UK, the remaining 25 left hand drive models went to Switzerland.
It's £15,500 new compared with £13,800 for the Cup and £14,800 for the "Full Fat" Version.
So for an extra £700 you're getting 1.3kg per corner less unsprung weight, £850 worth of recaro seats, £4000 worth of Suspension components and a set-up that built upon the already brilliant 182 Cup won the car EVO's real world Performance Car of the Year Award. Oh, and ownership of one of only 500 of the greatest hot hatches ever made. Oh, and it'll retain it's value better than a standard 182 so you'll make that £700 saving if you sell the car after a few days.(Which is unlikely unless you're a muppet who doesn't actually enjoy driving.)
It's £15,500 new compared with £13,800 for the Cup and £14,800 for the "Full Fat" Version.
So for an extra £700 you're getting 1.3kg per corner less unsprung weight, £850 worth of recaro seats, £4000 worth of Suspension components and a set-up that built upon the already brilliant 182 Cup won the car EVO's real world Performance Car of the Year Award. Oh, and ownership of one of only 500 of the greatest hot hatches ever made. Oh, and it'll retain it's value better than a standard 182 so you'll make that £700 saving if you sell the car after a few days.(Which is unlikely unless you're a muppet who doesn't actually enjoy driving.)
And don't forget a lot of the full fat 182's have the cup goodies (suspension kit etc.) too, just to confuse things....
Its more like 490 cars now, some have been wrapped round a tree 
And the front ride height on the Trophy is 10mm lower.
Oh, and it has the rear spoiler from the v6.
Oh, and it has the rear spoiler from the v6.
And there were actually 501 sold in this country because, according to Jeremy Townsend from RenaultUK, a pre-production car was sold with the number 000/500. This car has recently been for sale on the net.
OK, overall it runs something like this:
182 Non cup (otherwise known as full fat) - Heaviest and highest of the lot, but has Xenon headlights, automatic climate control, all the bells and whistles.
Then comes cupped 182 full fat. This is a full fat with factory fit options. You retain the extra toys (and weight) but get spoiler, stiffened and lowered suspension, better wheels etc.
Next is the 182 cup. This is a slightly stripped full fat with non xenon headlights and manual ac (which does the job) and comes with the suspension, spoiler and tweaked wheels. This only comes in Inferno metallic (a rather nice pearlescent orange, hard to describe) and solid blue, often with optional white stripes.
Towards the end of the run, small numbers of all 3 of these had Recaros factory fitted, but there weren't many.
Finally is the Trophy. It's based on the cup, but is lowered a little further, has tweaky dampers (of use on track and bumpy roads) the spoiler from the V6 (so the hatchback doesn't open all the way up) and subtle side skirts. More importantly, it is lightened even further, with Recaro seats (albeit cheap ones) and speedline alloys (unsprung weight saving=good) also has a little more soundproofing etc ripped out, and is several kg lighter than the cup. The trophy was also a limited run, with 500/501 in right hand drive sold in the UK only and 50 (it was initially 25, but people moaned) left hand drive for Switzerland. You could say it was a cynical attempt to make sure they flogged all the engines and chassis they had in the Dieppe factory, but very few people payed rrp (I paid less than £13K new) and it is nicer than the cup, especially in terms of the wheels and seats.
Several RHD Trophies have already been binned, and some people have sold theirs at a profit. It won't be a car that will be an investment, but seems to hold value significantly better than the other 2.0 16v's. Only downsides are:
Group 17 insurance (others are 16) - No biggie
Hatch doesn't open all the way due to spoiler - No prob once you get used to it.
Chav's seem to want to race you in their Saxo VTSs and Poorly modded Novas.
Overall, if you can get one, do it. The seats and wheels make such a difference, and the nice thing is that it can be used as a day to day car, and not just a track toy.
182 Non cup (otherwise known as full fat) - Heaviest and highest of the lot, but has Xenon headlights, automatic climate control, all the bells and whistles.
Then comes cupped 182 full fat. This is a full fat with factory fit options. You retain the extra toys (and weight) but get spoiler, stiffened and lowered suspension, better wheels etc.
Next is the 182 cup. This is a slightly stripped full fat with non xenon headlights and manual ac (which does the job) and comes with the suspension, spoiler and tweaked wheels. This only comes in Inferno metallic (a rather nice pearlescent orange, hard to describe) and solid blue, often with optional white stripes.
Towards the end of the run, small numbers of all 3 of these had Recaros factory fitted, but there weren't many.
Finally is the Trophy. It's based on the cup, but is lowered a little further, has tweaky dampers (of use on track and bumpy roads) the spoiler from the V6 (so the hatchback doesn't open all the way up) and subtle side skirts. More importantly, it is lightened even further, with Recaro seats (albeit cheap ones) and speedline alloys (unsprung weight saving=good) also has a little more soundproofing etc ripped out, and is several kg lighter than the cup. The trophy was also a limited run, with 500/501 in right hand drive sold in the UK only and 50 (it was initially 25, but people moaned) left hand drive for Switzerland. You could say it was a cynical attempt to make sure they flogged all the engines and chassis they had in the Dieppe factory, but very few people payed rrp (I paid less than £13K new) and it is nicer than the cup, especially in terms of the wheels and seats.
Several RHD Trophies have already been binned, and some people have sold theirs at a profit. It won't be a car that will be an investment, but seems to hold value significantly better than the other 2.0 16v's. Only downsides are:
Group 17 insurance (others are 16) - No biggie
Hatch doesn't open all the way due to spoiler - No prob once you get used to it.
Chav's seem to want to race you in their Saxo VTSs and Poorly modded Novas.
Overall, if you can get one, do it. The seats and wheels make such a difference, and the nice thing is that it can be used as a day to day car, and not just a track toy.
Portland - a good write up, very informative for owners and prospective owners (tup)
As Clarkson once said in a review for the Times '...the Clio Trophy was a last hoorah before the new Clio came along. You are therefore hard pressed to find one. But if you can, go ahead and buy it. It’s a very human car in a very complicated world.'
G
Guest
The difference of the trophy and 182 cup is the lap times around Bedford (or so i have heard in Croatia)
Yup, think hub carriers were part of the "tweaking" of the cup setup.
Here's some press release blurb re Trophy suspension in general:
The suspension is based on the Cup set-up. As a reminder, over the normal Renaultsport 182, this has lower ride height, stiffer springs (20% front, 15% rear), re-rated dampers (+20% front, +10% rear), strengthened front wheel hub carriers and revised steering geometry.
The Trophy suspension is lowered a further 10mm at the front with shorter springs. The dampers are supplied by Sachs Race Engineering and have a unique damping force/velocity curve. Normally only used in competition cars, these dampers cost 10 times more than a conventional road car damper and feature a remote reservoir to accommodate nearly 50% of the oil and gas. This remote reservoir provides three benefits:
It liberates enough space to package a thicker and therefore stiffer damper rod, thus increasing camber compliance. The increased oil volume brings better thermal stability, to enable the damper to maintain optimal performance at all times. The space liberated allows the hydraulic components and damper valving to work more effectively
Another unusual feature of the damper is that a hydraulic bump stop replaces the usual physical elastometric one. This gives a much more progressive stiffness rate once the bump stop starts to work and thus allows a lower ride height without compromising bump travel. The objective of the lower ride height is to improve the turn in and reduce understeer.
Overall, these chassis modifications give the Trophy much improved damping control at all speeds, improved traction and reduced body movements (roll and pitch). This is particularly noticeable on poor quality roads i.e. typical English B roads
These dampers are much more expensive than those normally used on road cars and their use will always be restricted to specialist performance cars.
Glad folks have found this useful, there are so many mk II permutations, it's unreal!
Here's some press release blurb re Trophy suspension in general:
The suspension is based on the Cup set-up. As a reminder, over the normal Renaultsport 182, this has lower ride height, stiffer springs (20% front, 15% rear), re-rated dampers (+20% front, +10% rear), strengthened front wheel hub carriers and revised steering geometry.
The Trophy suspension is lowered a further 10mm at the front with shorter springs. The dampers are supplied by Sachs Race Engineering and have a unique damping force/velocity curve. Normally only used in competition cars, these dampers cost 10 times more than a conventional road car damper and feature a remote reservoir to accommodate nearly 50% of the oil and gas. This remote reservoir provides three benefits:
It liberates enough space to package a thicker and therefore stiffer damper rod, thus increasing camber compliance. The increased oil volume brings better thermal stability, to enable the damper to maintain optimal performance at all times. The space liberated allows the hydraulic components and damper valving to work more effectively
Another unusual feature of the damper is that a hydraulic bump stop replaces the usual physical elastometric one. This gives a much more progressive stiffness rate once the bump stop starts to work and thus allows a lower ride height without compromising bump travel. The objective of the lower ride height is to improve the turn in and reduce understeer.
Overall, these chassis modifications give the Trophy much improved damping control at all speeds, improved traction and reduced body movements (roll and pitch). This is particularly noticeable on poor quality roads i.e. typical English B roads
These dampers are much more expensive than those normally used on road cars and their use will always be restricted to specialist performance cars.
Glad folks have found this useful, there are so many mk II permutations, it's unreal!
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Here is the original press release from Renault for the Trophy. I'm sure that in there are a few gems you can throw in over a pint at the pub.
http://www.allvehicles.co.uk/press_clio_trophy.htm
http://www.allvehicles.co.uk/press_clio_trophy.htm
MickD said:
Can't believe I forgot the spoiler, and I claim to be a Trophy enthusiast. Didn't know about the extra 25 to Switzerland, need to change my username on cliosport to 298/551. that's why I love these forums, trivia-obsessed, any of you read 'Does anything eat wasps?' ?. Great book, you'd love it.
I saw a guy hooning a 1.2 clio airport car around venice airport yesterday, shame the Italians didn't get the Trophy, they would have loved it.
So are the "only" differences between a non cup 182 and a 182 cup the stiffened dampers (are springs the same?) and front hubs?
What exactly is the difference in the front hubs?
The reason I am asking is to find out what makes better financial sense, get a standard 182 and fit new Bilsteins all round etc to refresh the suspension or a Trophy that has had its dampers rebuilt?
Can someone that has driven a standard 182 and Trophy advise?
I am going to drive a Trophy this afternoon (I drove one 2 years ago but the driving position put me off) but I have not driven a 182.
Decisions decisions...
What exactly is the difference in the front hubs?
The reason I am asking is to find out what makes better financial sense, get a standard 182 and fit new Bilsteins all round etc to refresh the suspension or a Trophy that has had its dampers rebuilt?
Can someone that has driven a standard 182 and Trophy advise?
I am going to drive a Trophy this afternoon (I drove one 2 years ago but the driving position put me off) but I have not driven a 182.
Decisions decisions...
I think its the bolt spacing for the dampers on the front hubs that differs non cup - cup and trophy they may also have wider track.
The cup has different springs (lower) than the FF
The cup has different springs (lower) than the FF
Ok I got it, means the PCD between non Cup and Cup is different too?
I test drove a Cup 200 this afternoon followed by a 182 Cup.
The 200 was a total disappointment. You felt detached when driving it, the steering was too light, the car is completely gutless below 5/5.5k rpm, even then it doesn't move (the DBW throttle and extra weight don't help I guess) and the particular one I drove was crunching when selecting 4th gear.
The 182 Cup on the other hand was fun to drive, it pulled really well from low down, the brakes felt good, throttle response was instantaneous, it reminded me of my 205 GTi.
I am going to test drive a Trophy tomorrow and decide whether it is worth the extra over a 182 Cup.
I test drove a Cup 200 this afternoon followed by a 182 Cup.
The 200 was a total disappointment. You felt detached when driving it, the steering was too light, the car is completely gutless below 5/5.5k rpm, even then it doesn't move (the DBW throttle and extra weight don't help I guess) and the particular one I drove was crunching when selecting 4th gear.
The 182 Cup on the other hand was fun to drive, it pulled really well from low down, the brakes felt good, throttle response was instantaneous, it reminded me of my 205 GTi.
I am going to test drive a Trophy tomorrow and decide whether it is worth the extra over a 182 Cup.