Clio hybrid’s in pole position
CLAIMED links between a company’s Formula One cars and its road cars need to be approached with scepticism. The idea that racing improved the breed was valid in the 1950s and 1960s but less so in the following decades as technology in road cars almost overtook that used in motor racing.
But then electrification came to F1 and, more purely, to Formula E, and once again lessons from racing are being passed down to the showroom, as Renault is keen to point out when talking about its new
E-tech hybrids.
The hybrid newcomers are the Clio, the Captur and the Megane Tourer, the last two of which are plug-in hybrids. We’ll come to the others in the range at a later date but this week we’re testing the Clio E-tech: Renault’s answer to the Toyota Yaris and Honda Jazz, both of which are also new this year.
Renault was in on the electric vehicle (EV) game right at the beginning with its Zoe, and over the last 10 years has sold more EVS in Europe than anyone else. The job of these new E-tech models is to provide a stepping stone for those not yet ready to go fully electric.
Let’s first delve under the bonnet for a sniff of F1 tech. We won’t find it in the Clio’s internal combustion engine because it’s a straightforward 1.6-litre petrol engine that produces 138bhp. It’s not even turbocharged because a) it would have
added cost, b) by the time the electronic gubbins had been fitted there wasn’t much room for one and c) the engineers didn’t think it needed a turbocharger. The transmission, however, is where the F1 influence has played a part.
The E-tech models (the hardware is the same in the plug-in models, except for a larger battery) have two electric motors: one is an integrated starter/generator and the other – which is larger – is a drive motor.
WHEREAS both the Yaris and Jazz use constantly variable transmissions (CVT) the Renault uses a gearbox with “dog” gears as used in motor sport, but no clutch. Four gears are used with the petrol engine and another two for the electric motor which, with reverse, gives a total of 15 possible ratios. The car always starts in electric mode as there’s no clutch to take up the drive of the petrol engine. So how does it work in practice?
Very well is the answer. For starters there’s not the irritating rising and falling of
revs that you get with a CVT transmission; the car’s computers select the correct ratio for the situation and the changes between gears are seamless. It sounds complicated but in use it’s very simple.
The Clio can go up to 40mph in electric mode only and will coast to save fuel and speeds higher than that. Renault reckons the Clio will be able to make 80 per cent of urban journeys in EV mode. The petrol engine will only chime in if you are heavy with your right foot or the battery is depleted. A switch on the dashboard prevents the engine from taking part for a few miles of gentle driving.
Until a Renault Sport or hotter version comes along the E-tech is actually the most powerful Clio you can buy. Don’t think of it as a high-performance model though as you’ll never achieve the official fuel consumption of 64.2mpg. On our test drive over a 50-mile route of mainly A and B roads we managed a smidgeon over 60mpg with no town driving.
You lose a small amount of luggage space because of the battery: down from 391 litres to 301 litres, but otherwise all of the Clio’s practicality is intact. There’s an E-tech badge on the tailgate and blue trim around the centre console and air vents and they, apart from the energy use display on the instrument panel, are the only things different from the “conventional’” Clios.
Finally, some really good news. Instead of sticking the hybrid powertrain in the top of the range model it’s available from base level upwards. That means a starting price of £19,595 for an E-tech Play. Our test car was in French specification but was the equivalent of an S-edition in the UK which retails at £21,595. It’s a tempting package if you’re considering a hybrid supermini.