Renault Clio
FIRST DRIVE All-new version of French favourite has Ford Fiesta firmly in its sights
THE Renault Clio has been the bestselling French car in the world since 1990. More than 15 million examples have hit the road since it was launched, and over five generations it has established itself as a common sight on British roads.
This new version is aiming to hit the Ford Fiesta head-on for pure driving fun in the popular supermini market. Renault has also targeted the Volkswagen Polo from a quality and practicality perspective.
While there are clear visual similarities between old and new models, this car is totally fresh, and even sits on a brand-new platform. Called CMF-B, this architecture has been developed by the RenaultNissan-Mitsubishi Alliance and is also found under the latest Nissan Juke.
A hybrid Clio is due next year and a hot Renaultsport version is likely, too. From launch, however, the new car arrives with three different petrol options and, going against the grain for superminis, a diesel as well. The most popular option will be the TCe 100. It uses a three-cylinder 1.0-litre turbo petrol engine developing 99bhp and 160Nm of torque, and sends its power to the front wheels through a five-speed gearbox.
But before you even start the engine, you’re presented with the new Clio’s biggest step-change: the interior. Renault has majored on improving the cabin with an emphasis on quality materials, improved infotainment and user-friendly functionality.
Iconic trim is the middle spec in the new Clio range, but the dashboard and many of the touch points in the cabin are now made from softer, plusher plastics. It’s not quite Polo levels of quality, and you’ll still find hard and scratchy trim if you look for it, but it’s a big step forwards.
Space up front is good, and while Renault also claims an improvement in the rear, it’s still a little tight back there; taller drivers will make the back row a squeeze for those behind them. The 391-litre boot is a very good size and the opening is wide, but there’s a huge lip to contend with, which could make loading heavy objects a hassle.
In contrast to the subtly updated exterior, the design of the interior changes quite
drastically. The dash is formed around a new infotainment system with a central display angled towards the driver, which is underlined by a row of rocker switches.
The basic Play model features a colour radio set-up, but Iconic cars get a seven-inch display with Android and Apple connectivity. Step up to S Edition or R.S. Line, and the portrait-orientated screen swells to 9.3 inches. A seven-inch digital instrument panel appears in these cars, too, but the configurable 10-inch cluster is extra. Still, it’s a feature the Fiesta doesn’t offer, while a similar set-up in the Polo is optional.
In fact, the level of standard kit is one of the latest Clio’s trump cards. All versions come with cruise control, automatic folding mirrors, LED lights and autonomous emergency braking. Iconic cars add parking sensors and that touchscreen, as well as 16-inch alloy wheels and tinted windows.
Get on the move and one curio sticks out: the gearbox. While most rivals get a six-speed manual, the Clio TCe 100 uses a five-speed box. Yet the ratio of the final gear seems long enough to ensure that the Clio can cruise quietly on the motorway. Engine noise is well suppressed, but that makes wind whistle and road roar more noticeable.
The nose of the Clio is satisfyingly pointy, however, and pairs up nicely with positive steering. It feels planted, but lacks the ultimate sparkle that the Fiesta has in this area. It rides well, though, trading a little comfort in favour of good body control.
The 0-62mph dash takes 11.8 seconds, so the Clio isn’t fast; a comparable Fiesta EcoBoost manages this sprint more than a second quicker. There’s no denying the Polo, SEAT Ibiza and Skoda Fabia feel more mature, too, but the Renault’s engine is relatively well behaved and fuel economy is good.
Above this 1.0 sits a 1.3-litre four-cylinder TCe 130 petrol, developing 128bhp. We tried it in R.S. Line guise, paired with a seven-speed dual-clutch box. With a bit more power, the Clio’s chassis and steering set-up makes even more sense, and the step up in performance makes a big difference.
While prices more or less match the Fiesta’s, dip into the finance calculators for a two-year deal and you’ll find the Renault’s monthly payments are cheaper, but the final balloon payment is larger.