RENAULT

FREE AND EASY The latest Renault Clio is at its most affordable in Freeway form but can this entry-level trim retain the feel-good factor of the plusher models? Steve Walker reports.

It’s the higher specification derivatives in any car range that star in the advertisements, take pride of place in the showrooms and claim the most column inches in the press. However, it’s often a vehicle’s more modest guises that actually turn the bigger profits. Having wowed the country’s performance car enthusiasts with their range-topping 197bhp Renaultsport Clio, Renault devised the Freeway specification to bring up the rear. It’s aim, to separate budget conscious buyers from their closely-guarded cash.

The Freeway is based on the erstwhile entry-level Clio offering, the Authentique, but it superseded that five-door only car at the base of the range by virtue of its three-door bodystyle. Cheaper and sportier thanks to its ditching of that extra pair of doors, the Freeway renders the Clio range more accessible to buyers who had resigned themselves to a budget badged supermini or a bijou city scoot. Predictably, given its positioning at the more cost-conscious end of the line-up, the Freeway is fitted with the smallest and least powerful engine that Renault have seen fit to plumb into their cash cow Clio. It’s a 1.2-litre 16-valve unit and its 74bhp maximum power output is produced at 5,500rpm. The 0-60mph sprint takes 13.4s and there’s a 104mph top speed. The Clio is a big car, even by modern supermini standards. It weighs-in at well over a tonne and progress can be sluggish with the 1.2-litre powerplant doing the legwork but drivers who spend most of their time pottering around town probably won’t see a problem. It’s on the open road that the unit has to be worked hard to keep pace up inclines or pass dawdling traffic but it’s nippy enough and won’t disgrace itself on the motorway. The engine can become noisy when pressed but otherwise the refinement in the cabin is very impressive with minimal wind and road noise. Despite the absence of the power to really exploit it in the Freeway derivative, the Clio serves up an enjoyable driving experience with tenacious grip and taut body control that invites swift cornering. The ride quality is also very good, whether on the flat or over the multifarious traffic calming measures that plague our urban areas.

"The Clio’s safety provision is hard to beat."

You wouldn’t call the Clio’s styling adventurous, at least not in comparison to some of Renault’s other recent designs but it’s an appealing shape that’s rendered more dynamic in three-door form and the Renault DNA is always evident. The Freeway derivative manages not to betray its entry-level status too readily with only the wheel trims dropping the clanger that this is the bargain basement option. Inside, the Clio reveals its party piece – one of the roomiest interiors in the class. There’s plenty of capacity for a full complement of four adults to get in and access to the rear is dignified even in this three-door car. The facia design is relatively unadventurous and the materials quality in the Freeway is noticeably inferior to derivatives further up the Clio ladder but it’s all solidly assembled and, the rather small stereo buttons notwithstanding, easy to use. The Clio’s safety provision is hard to beat. Even the Freeway trim level comes with six airbags, ABS with brake assist and pretensioner seatbelts with load limiters for the front seat occupants. Equipment levels on the Clio Freeway are not to be sniffed at, even if the more advanced features that lend an extra air of opulence to the plusher models in the range have fallen victim to this model’s economy drive. There’s a multi-function trip computer that dishes out all manner of handy stats about your journey, a remote central locking system that incorporates Renault’s RAID anti-intruder device and a CD stereo with column-mounted controls. The Clio Freeway is priced at a highly reasonable £7,485 and that gets you the 1.2-litre 16v engine with the three-door bodystyle. No other derivatives are available with the entry-level spot in the five-door range being taken by the broadly similar Authentique model. Four body colour options are available and the Freeway derivatives can be easily identified by their silver ‘Freeway’ badges on at the bottom of the B-pillars. No 1.2-litre supermini is going to bankrupt its owner overnight with excruciating running costs and the 1.2-litre Clio Freeway is no exception. The car matches its reasonable upfront price with a combined fuel economy figure of close to 48mpg and CO2 emissions of 139g/km. Even if, like many Freeway buyers, most of your motoring is likely to be comprised of short trips in urban areas, you can still expect to average over 35mpg. A low insurance grouping of 2E is another boon for buyers on a budget. The Freeway might be the cheapest model in the line-up but it comes refreshingly free from that nagging feeling that you’re missing out on the Renault Clio’s best bits. It has the interior space, the handsome styling and the safety provision that allow the Clio to stand out in its competitive market sector. Sure, some of the more desirable options and luxurious trim materials are absent but the Freeway doesn’t feel overly Spartan, especially at this sub £8,000 price point. The 1.2-litre engine won’t satisfy those looking for exhilarating performance but it’s peppy at low speeds and can cope with longer journeys without undue drama. The Clio’s handling and refinement are both out of the top draw and the enjoyable driving experience makes you wish that the Freeway’s engine had a bit more about it. Buyers can opt for the Renault Clio Freeway safe in the knowledge that despite being the base model in the range, it still offers the majority of what makes the Clio such an accomplished product.

Facts At A Glance CAR: Renault Clio Freeway PRICES: £7,485 - on the road INSURANCE GROUPS: 2E CO2 EMISSIONS: 139g/km PERFORMANCE: Max Speed 104mph / 0-60mph 13.4s FUEL CONSUMPTION: (Combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: Length/Width/Height: 3986/1707/1462mm

LITTLE VAN ON CAMPUS The Clio Campus Van might be due a long service medal but when it comes to cutting costs, it’s right on the pace. Steve Walker reports…

With modern superminis growing progressively larger and more complex, is the simple, affordable supermini-derived van a dying breed? If it is, many operators will mourn its passing, these nimble load-luggers having been widely adopted as perfect antidotes to the perpetual gridlock and parking headaches that characterise urban motoring today. Whatever the future holds for the supermini-based commercial vehicle, the present is in safe hands with the likes of Renault’s Clio Campus van.

Take a look at Renault’s current Clio, the third generation in the marque’s small car dynasty, and at this stage in its lifecycle, it’s hard to imagine it striped out and converted into a van. The focus of supermini designers over recent years has been firmly fixed on generating that illusive ‘big car feel’ and to this end, materials and build quality have been ramped-up considerably in the latest models. There’s a whole raft of high-tech features integrated into these modern small cars as well, ensuring that products like the Clio III feel far more grown-up propositions than their predecessors. Of course, the game will continue to move on, as is the nature of the automotive industry, and what’s fresh and exciting today will quickly lose its lustre. The chances are that we will see a Clio III commercial vehicle in the not too distant future but Renault are quite rightly reluctant to tarnish their successful supermini’s image with a downmarket commercial version just yet. Instead, they’re persevering with the Clio Campus Van we feature here, a familiar model based on the more utilitarian Clio II. This Clio might not have the general sophistication of the model that has superseded it but it is economical, reliable, and affordable, three qualities that always maintain a prominent position on the wish lists of van buyers. The van, as we’ve established, is based on the Clio II supermini which is still available in passenger car form badged as the Clio Campus. As tends to be the case with supermini-derived commercial vehicles, space is limited. You get a load volume of just under 1m3 where the rear seats used to be, with a load height of 63cm and a 1.3m load length. The maximum payload of 535kg is unlikely to be approached by most operators given the modest amount of room available, although a few boxes of gold bullion would do it.

"Equipment levels look very generous, especially once you’ve reminded yourself that this is a commercial vehicle"

Under the bonnet lies Renault’s 1.5dCi common-rail diesel engine, a unit that’s particularly well-suited to light commercial vehicle applications. We’ve seen it crop up in a number of different guises over the years but here it’s doing a healthy 68bhp with 160Nm of torque from 1,700rpm and in the lightweight Clio Campus Van, that translates into surprisingly lively acceleration. Indeed, this is a commercial vehicle that really can entertain its driver with that raw-edged, almost go-kart style feel to the handling which has been largely been bred out of modern supermini products. Driving the Clio Campus Van, you can even get a flavour for why the hot hatch Renaultsport versions of this Clio remain such well-respected drivers’ cars. Although undoubtedly a welcome diversion for the employees behind the wheel, a spirited driving experience is hardly the point of this kind of vehicle. The people paying the bills will be far more enamoured by the engine’s headline-grabbing 65.7mpg average fuel economy along with emissions measured at a lowly 115g CO2/km. Over longer runs, you can expect fuel economy that’s better still and while the firm ride and cabin noise mean the Clio Campus Van isn’t the ideal long distance companion, it shouldn’t be solely thought of as a city runabout. In terms of styling, the Clio Campus Van represents what should be the final incarnation of a Clio II design that has been through numerous revisions across its lengthy lifecycle. There’s a sporty look to the front end with the low under bumper hosting three yawning air intakes which are mirrored above by the twin dark recesses of the latest Renault family grille. At the back, there’s the trademark bulge of the rear windscreen and a restyled bumper while thick side rubbing strips protect against parking mishaps. Inside, the Clio Campus Van isn’t the last word in functional design and although its construction seems tough enough, the cab area does feel dated. The light grey plastics do a good job of masking the grime that can build up over time in a working van but storage space is limited and this tends to cause its own build-up of miscellaneous items on the passenger seat. Equipment levels look very generous, especially once you’ve reminded yourself that this is a commercial vehicle. As standard, all buyers get a multi-function trip computer that will allow you to keep track of your average fuel economy and the distance left to the next fill-up. There’s also remote central locking and the RAID anti intruder device that locks all the doors once a speed of 5mph is reached. ABS with brakeforce distribution and brake assist is also included, as are twin front airbags. You’ll need to pay extra for a CD stereo and air-conditioning - £100 and £500 respectively - while front fog lamps and a metal grille bulkhead are a reasonable £75 each. One interesting option is the Sport pack which, for £1,100, gives the Clio Campus Van a pronounced racy edge. It’s all cosmetic but the 14" alloy wheels, full bodykit and body-coloured door mirrors will be seen as a worthwhile investment by many, especially if the van is to double-up as domestic transport on weekends. At prices starting from £8,485, the well-equipped and economical Clio Campus Van represents strong value for money. Its aging underpinnings are evident at times but the impressive engine and engaging handling go a long way towards making up for this. Enjoy it while it lasts.

Facts At A Glance VAN: Renault Clio Campus van FUEL CONSUMPTION: 65.7mpg CO2 EMISSIONS: 115g/km MAXIMUM PAYLOAD: 535kg WILL IT FIT IN YOUR GARAGE? Length/Width/Height 3773/1385/1286mm

SAFE CRACKER Bigger, Safer And Cleverer Than Before, Renault’s Latest Clio Has Certainly Grown Up. Andy Enright Checks Out The 5-Door Version

If you’re the sort of person who is convinced that Mars Bars are getting smaller and that we’re constantly getting less for our money, you might want to run the rule over Renault’s five-door version of the Clio III. Substantial doesn’t even begin to cover it. In fact, as I noosed up behind an old Megane on the press launch, I had the distinct impression I was sitting in the bigger car.

This question gnawed at me on the flight home and digging out some old press material threw up some interesting statistics. Although the Clio III is a fair bit shorter, there’s only 5mm between the two car’s wheelbase figures and the newcomer is both taller and wider. Get inside and the story illustrates quite how much this sort of car has changed in the past ten years or so. Everything in the Megane feels thin and basic compared to the Clio. In order to not only attain a Euro NCAP five star rating and a convincing perception of quality, everything in the Clio’s interior seems supersized. The seats are beefier, the dashboard bigger, the pillars chunkier and the doors twice as thick. Drop into the driver’s seat and the door thunks shut behind you in a way that was reserved for top-end Mercedes models back in 1996. The way this perception then trips your brain into thinking you’re in a bigger car is a double edged sword. You begin to expect a genuine big car luxury ambience which the Clio just can’t offer. The dashboard is well laid out but the plastics deteriorate in quality as they get further from the driver. An initial pang of disappointment is staved off only when you remind yourself that this car isn’t going head to head with cars like the Ford Focus, the Honda Civic and the Volkswagen Golf. It’s a Vauxhall Corsa and Ford Fiesta rival. Suddenly the Clio III seems almost extravagantly over-engineered.

"Renault has supersized the Clio but buyers needn’t feel guilty about going large"

The five-door version that we take a look at here doesn’t look quite so dynamic as the three-door bodystyle but it’s still worthy of consideration even if you’re one of those who buys purely on aesthetics. Renault recognise that the three-door car will mop up about 85 per cent of all UK Clio sales but the five-door car adds a useful string to the car’s bow, especially for family buyers. Having driven both variants, I’d have to say that for the time being at least, the five-door looks the better buy. It’s a car with some serious shoes to fill, the two previous generations of Clio racking up over 850,000 sales in the UK since 1991. This represents a mere 10 per cent of total Clio production with sales split broadly equally between Clio I and II. What’s rather surprising is that initial designs of the Clio III resembling a shrunken Megane haven’t been carried through. The Clio is instead a far more conservative design than its bustle-backed big brother, the five-door car in particularly looking remarkably conventional for Renault, a company that prides itself on design innovation. Nevertheless, it’s still an undoubted good looker with broad shoulders that frame the rear light clusters and a more sculpted appearance at the front end. The Clio III five-door is offered with a wide array of petrol and Euro IV-compliant common rail diesel engines. The petrol engine range comprises a 75bhp 1.2-litre, a 100bhp 1.2-litre turbo and a 138bhp 2.0-litre VVT, while the 1.5-litre dCi diesel engine comes in a choice of two power outputs: 86bhp and 106bhp. The list of available transmission options for Clio III is the same as for Modus and includes a six speed manual on the most powerful dCi 106. For the first time, a robotised "quick-shift" gearbox commanded by paddles located behind the steering wheel will also be available. Prices start at £10,365 and five trim levels are available: Expression, Rip Curl, Dynamique Dynamique S and Initiale. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brake force distribution (EBD) and emergency brake assist (EBA). Other options include electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation. Along with the Modus, the Clio III is the first car in its segment to offer additional beam cornering headlamps, while double distance xenon headlamps are also available for enhanced night visibility. The Clio III's structure includes a number of programmed deformation zones and has been designed to function with Renault's third-generation System for Restraint and Protection. This includes up to eight airbags, incorporating two adaptive front airbags complete with load limiter and double pretensioners for the front seats. If you must crash, at least have the foresight to do it in a Clio III. The five-door Renault Clio III makes an extremely convincing family choice. It’s not particularly sporty in feel, but buyers in this market don’t tend to seek out tarmac-scorching performance or bone-jarring ride. That’s why it feels a better fit for its market than the similarly soft-riding but aggressively styled three-door car. You also get a lot of metal for your money when compared with rivals. It may not be glamorous but the Clio III five-door is going to take a heck of a lot of beating.

Facts At A Glance CAR: Renault Clio III five-door range PRICES: £10,365-£16,050 - on the road INSURANCE GROUPS: 2E-5E CO2 EMISSIONS: 125-163g/km PERFORMANCE: [1.5 dCi 86] Max Speed 108mph / 0-60mph 12.7s FUEL CONSUMPTION: [1.5 dCi 86] (Combined) 65mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: Length/Width/Height: 3986/1707/1493mm

THE CLIO GETS THE BOOT Renault’s Clio Sport Tourer tries to marry the Clio supermini’s best bits to a bigger boot. Steve Walker reports.

The idea of a Renault Clio with a bigger boot might not be enough to set your pulse racing but The Clio Sport Tourer makes plenty of real world sense. Retaining the polished driving experience of the Clio hatch but adding useful extra cargo space, it’s a great solution for family buyers who thought fun, low cost supermini motoring went out the window as the stork flew in.

Car buyers with lots of stuff to transport will be forgiven for thinking that an estate version of a supermini may not be the solution to all their problems. Many will presume, quite reasonably, that a supermini is a small car and no amount of estate-ification is going to render it big or practical enough to carry everything they need to. Renault’s Clio Sport Tourer is just such a vehicle - an estate version of the marque’s popular Clio supermini - but before you dismiss it as lacking capacity, it might pay to put your pre-conceptions to one side and take a closer look. There are plenty of MPV products based on small cars that concentrate on providing a roomier, more versatile space for families and if it’s a larger quantity of luggage you want to carry then surely a larger car might be the thing. Renault’s Clio Sport Tourer sets out to offer the nimbleness and verve of the Clio from a driving point-of-view but with an extended load bay tagging along behind to increase the amount you can take with you on the journey. Renault has proven with the various Renaultsport versions of its Clio that the supermini can be transformed into a grade one hot hatchback via a few well-judged modifications. The Clio Sport Tourer doesn’t have these but the basic Clio DNA is very much in evidence. There’s nothing to suggest that you’re piloting an estate version once you’re in the driving seat, the Tourer turning, gripping and accelerating with all the alacrity of its close relative. The engine range is comprised of five units and opens with a 75bhp 1.2-litre. Next comes, possibly the star of the show, Renault’s 1.2-litre TCe 100bhp turbocharged engine which has a vigorous turn of pace despite its small capacity. Then there’s the 1.6-litre VVT-i unity that comes with an automatic gearbox. The diesels are Renault’s trusty 1.5-litre units in 86bhp or 106bhp form both are appealing choices with good flexibility and exemplary refinement.

"With 439-litres available, the boot’s 50% larger than a standard Clio’s…"

The Clio Sport Tourer’s compact size makes is a breeze to get around town in with the torque of the diesels and the eagerness of the TCe petrol engine making stop/start progress that bit more enjoyable. Take to the open road and despite the lack of serious power form any of the engines offered, the Clio is just as impressive. The power-assisted steering is very light and this doesn’t help you position the car with confidence at speed but the ride is comfortable and progress is extremely quiet even with those diesel engines installed. Doubts about whether the Clio Sport Tourer will be big enough to meet your requirements can be allayed to an extent by the fact that the Clio is one of the largest and more spacious superminis on the market. Only to an extent, however, because the Sport Tourer is still one of the smallest compact estates. The car is 4,202mm long which is just over 200mm longer than a standard Clio but it has an identical wheelbase of 2,575mm. This tells us that the extra capacity of the estate version has been achieved by hanging a bit more out behind the rear wheels. The pugnacious stance of the supermini has been lost in this process but the Sport Tourer’s extra size has been well integrated into the clean lines that are unmistakably Clio. The crux of the whole Sport Tourer concept is the boot and with 439-litres available, it’s 50% larger than a standard Clio’s. Fold the seats down and 1,277m3 is opened up. The Sport Tourer’s load area is well shaped and thought has gone in to making it easy to use. The rear seats split 60:40 and are simple enough to fold down. Renault claims that with the smaller section folded the Clio can still accommodate four adults with a load length of 1,450mm but the two adults in the rear had better be small ones. The sill height, at 581mm, is low enough to hoist heavy items onto and the boot comes with a clever under-floor compartment. This allows the load cover to be stored out of the way when not in use or can be opened-up to increase the load volume by 72-litres. The Clio Sport Tourer comes in two trim levels – the budget Expression and the sporty Dynamique. Expression allows buyers to express themselves with electric windows, the removable load floor, 15" alloy wheels, electric door mirrors and a height adjustable driver’s seat. The Dynamique models look much more appealing with the addition of a leather steering wheel and gearknob, air-conditioning, automatic wipers and automatic headlamps. The premium of nearly £900 you pay for the Dynamique will be viewed as a worthwhile one by many, not least because of that model’s classier interior trim. The Clio Sport Tourer is pitted against a raft of small cars that major on practicality. There are mini-MPVs, van based MPVs and the more directly comparable compact estates, so the choice available to buyers is considerable. The relatively premium pricing of the Clio will even open up the possibility of larger estate cars so despite its considerable qualities, the Sport Tourer will have a fight on its hands to sell in big numbers. With only one engine edging over the 100bhp barrier, it’s safe to say that low costs are more of a Clio Sport Tourer strength than raw pace. This, of course, is exactly how it should be considering this utility vehicle’s target market. Fuel economy and emissions are extremely good. Combined cycle tests show the 1.2-litre entry-level unit returning 47.9mpg and 139g/km emissions but the livelier TCe petrol is actually more efficient with 48.7mpg and 137g/km. The diesels still trump the petrol units with both coming in over 60mpg on the combined cycle. The 86bhp offering actually getting 64mpg and 117g/km making is a very affordable car to run and the most cost-effective choice for those covering moderate to high mileages. The resale values of Renault’s Clio tend to be comparatively strong and there’s no reason to expect the Sport Tourer version to falter from that path. Insurance costs are low thanks to the moderately powered engine range and although Renault has a hit and miss reliability record, the Clio Sport Tourer’s components are proven. If you want to carry a lot of stuff, a small car like Renault’s Clio probably isn’t the ideal starting point but if you’d like an increased luggage capacity married to the compact dimensions and nimble handling of one of the market’s leading superminis, the Clio Sport Tourer could be the answer. The Tourer offers real extra practicality over the standard hatchback and with its economical engines yielding low running costs and hushed refinement, there’s a lot to like. Think of the Clio Sport Tourer as a Clio with a bigger boot and you’ll be very near the mark. Is that worth paying the premium Renault asks? Well, the Tourer’s similarity to the hatchback in all respects bar its extra space makes it a very adept product, fun, frugal and refined. Add on the increased luggage space and you have an extra dimension with no real drawbacks. For some, the space available won’t be sufficient but if you can fit everything you need to inside, the Clio Sport Tourer will make a fine family companion.

Facts At A Glance CAR: Renault Clio 1.2 Turbo 100 TCE range PRICES: £11,215-£14,495 - on the road INSURANCE GROUPS: 2-5 CO2 EMISSIONS: 117g/km – 137g/km PERFORMANCE: [1.2 TCe] 0-60mph 11.2s / Max Speed 114mph FUEL CONSUMPTION: [1.2 TCe] (urban) 38.2mpg (extra urban) 58.8mpg (combined) 48.7mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: Length/Width/Heightmm: 4202/1719/1513

THE ‘MIQUE SHALL INHERIT THE EARTH In sporty Dynamique trim, Renault’s Clio III promises a welcome dose of verve. Andy Enright reports…

Put yourself in Renault’s shoes. Its previous generation Clio sold on the basis of cheeky styling and a driving experience that few of its rivals could approach. Since that car was developed, the goalposts have shifted. Size and safety are also required by demanding supermini customers and marrying this with a sporty look and feel is no easy task. Renault thinks it has pulled it off with the Clio III Dynamique models.

I’m not so sure. The balance seems to have swung away from the sporty side of things to a focus that’s a little more middle-aged. While younger buyers may groan, the Clio III is undoubtedly a more competent all-round proposition than its predecessor and there are seriously sporty versions to satisfy the petrolheads. Therefore it’s not worth getting too harsh on the Dynamique’s lack of sporting credentials. Take it as a normal Clio that just looks a little sharper and you’re off on the right footing. Three engines are offered in Dynamique trim. The first is a 1.2-litre 16v 75bhp petrol unit you should try and ignore in favour of the more modern 1.2 TCe turbocharged petrol engine, priced from £11,395, which cranks out 100bhp. The promise behind the 1.2 Turbo 100 is that it offers the torque of the old 1.6 VVT 111 engine, the power of the old 1.4 16v unit and the economy and emissions of the Clio’s 1.2 16v 75 lump. That is quite some requirement for one engine to fulfil but the little 1.2 Turbo 100 just about manages it. Serving up some 145Nm of torque at 3,000rpm, this is an engine that needs a few revs on the board to give its best, and when the turbo comes on stream there’s an almost diesel-like sense of midrange urge. The combined fuel economy figure of 47.9mpg will come as a welcome sight to drivers who want to keep fuel bills down but don’t want to drive a diesel. Likewise, emissions are pegged at just 140g/km which will mean cheap road fund licence, netting the private buyer a saving over both the 14-litre and 1.6-litre engined Clios that this model replaced.

"The Clio III is undoubtedly a more competent all-round proposition than its predecessor"

The diesel engine offered with this Clio is the 86bhp 1.5-litre dCi. It’s aggressively priced at £12,345 and gets a super-low group 3E insurance rating. There’s also the option of a Sport Tourer estate bodystyle, sitting alongside the more familiar three and five-door hatches, offering around 50% more luggage capacity at prices around £900 more than the comparable 5-door hatch. Whichever bodystyle you choose, you’ll want to know exactly what you get when you opt for this trim level. Sixteen-inch ‘Canasta’ alloy wheels are supplied as standard as is a CD stereo with controls mounted adjacent to the steering wheel. Sports headlamps and front fog lamps are also fitted and there are also auxiliary driving lights to make the front end look a little more purposeful. The interior benefits from aluminium detailing to visually lift the fascia and there’s electric front windows, air conditioning and central locking. Comfortably bigger than the outgoing model, Renault have now been able to take a leaf out of General Motors’ book and allow the utility models (like the Modus) to concentrate on family duties, freeing the Clio up – as Vauxhall has done with its Astra – to be a bit sassier than before. Therefore the lines are sharper and sleeker than the rather bulbous previous two generations and there’s greater production emphasis on the sportier three-door model, a car which is expected to account for over 75 per cent of UK sales and which works well with the Dynamique branding. At 3.99m long, the Clio III is a full 174mm longer than its predecessor and despite those elegant lines, 45mm of extra height has been slyly grafted in. The result is a car that’s a far more spacious proposition without appearing frumpy or gawky. Peugeot tried this and failed with the 307 and SEAT only just managed it with the Leon but Renault have worked the compromise between space and styling better than both. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brake force distribution (EBD) and emergency brake assist (EBA). Other options insclude electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation. Along with the Modus, the Clio III is the first car in its segment to offer additional beam cornering headlamps, while double distance xenon headlamps are also available for enhanced night visibility. The Clio III's structure includes a number of programmed deformation zones and has been designed to function with Renault's third-generation System for Restraint and Protection. This includes up to eight airbags, incorporating two adaptive front airbags complete with load limiter and double pretensioners for the front seats. If you must crash, at least have the foresight to do it in a Clio III. The Dynamique trim level is a decent compromise between pared-down French charm and a decent level of creature comforts. The pricing is realistic and the range uses four of Renault’s best engines. Although a little of the Clio’s personality may have been excised along the way, the Clio III is a very impressive proposition. The Dynamique looks the best of the current bunch.

Facts At A Glance CAR: Renault Clio III Dynamique range PRICES: £10,695-£12,345- on the road INSURANCE GROUPS: 3E-5E CO2 EMISSIONS: 117-158g/km PERFORMANCE: [dCi106] Max Speed 118mph / 0-60mph 11.1s FUEL CONSUMPTION: [1.5dCi 86] (Combined) 64.2mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: [3dr] Length/Height: 3986/1462mm

THE BIGGEST SMALL CAR ON THE BLOCK Renault’s Clio Dynamique S 138 offers a number of big car attributes in a compact package. Andy Enright reports

It’s not often that an American can deliver a pithy quote about cars to a European and get away with it but when it comes to engines, the old adage that ‘there’s no substitute for cubes’ is a wise aphorism. Big engines in small packages are always a promising formula and a big-boned 2.0-litre engine in the latest Renault Clio III is a formula that just can’t fail. Say hello to the Dynamique S 138.

As you may have guessed, this Clio packs a 138bhp punch from its 2.0-litre VVT (variable valve timing) engine and it’s a package that plays to all of the Clio III’s strengths. Although the punchy Clio Renaultsport 197 may hog the headlines, it’s a car that I’m not hugely fond of. From my personal perspective, the things it excels at – refinement, ride and interior space – are attributes that are well down my tick sheet when it comes to buying a hot hatch. They are, on the other hand, right about prime when it comes to choosing a less focused three-door supermini which is why the Dynamique S 138 seems a more appealing package. With a modest price of £13,280, you’re buying a lot of quality for not a huge sum. Open the door of a Clio and it feels Germanic; heavy and impeccably constructed. The same can be said of the interior with high quality plastics and an impressive attention to detail. Where this Dynamique S is really smart is in leveraging its EuroNCAP five star rating and excellent security provision to offer bargain basement group 9E insurance despite having the mumbo to accelerate to 60mph in 8.2 seconds. Wondering where the smart money goes in this sector? Now you know.

"The Dynamique S 138 is a superior selection for the discerning downsizer"

Balancing the triple requirements of a low price, cheap insurance and a punchy motor would be enough for most manufacturers. Renault is different and it really puts the thumbscrews on its rivals with a very healthy-looking equipment list for this particular variant. Sixteen-inch Lyria alloy wheels are a unique touch and there’s also standard air-conditioning, a hands-free keycard and reach-adjustable steering, part-leather trim and a leather-trimmed steering wheel. On top of that lot, there are front and rear carpet mats, a Zinc grey centre console and matching dashboard inserts and air vent surrounds. That’s on top of the standard Dynamique S-level trim list which includes items like extended sports front wings, tinted rear windows, a CD stereo with wheel-mounted controls, sports headlights, front fog lights and satin chrome door handles. Small wonder that the Dynamique S 138 looks significantly more upmarket than the Clio you’d pick up from an airport Avis. This Clio is comfortably bigger than the model it replaced, Renault has been able to take a leaf out of General Motors’ book and allow the utility models (like the Modus) to concentrate on family duties, freeing the Clio up – as Vauxhall has done with its Astra – to be a bit sassier than before. Therefore, the lines are sharper and sleeker than the rather bulbous previous two generations and there’s greater production emphasis on this sportier three-door model, a car which now accounts for over 75 per cent of UK sales and which works well with the Dynamique S branding. At 3.99m long, the Clio III is a full 174mm longer than its predecessor and despite those elegant lines, 45mm of extra height has been slyly grafted in. The result is a car that’s a far more spacious proposition without appearing frumpy or gawky. Peugeot tried this and failed with the 307 and SEAT only just managed it with the Leon but Renault have worked the compromise between space and styling better than both. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brake force distribution (EBD) and emergency brake assist (EBA). Other options insclude electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation. Along with the Modus, the Clio III is the first car in its segment to offer additional beam cornering headlamps, while double distance xenon headlamps are also available for enhanced night visibility. The Clio III's structure includes a number of programmed deformation zones and has been designed to function with Renault's third-generation System for Restraint and Protection. This includes up to eight airbags, incorporating two adaptive front airbags complete with load limiter and double pretensioners for the front seats. If you must crash, at least have the foresight to do it in a Clio III. This Clio Dynamique S 138 is a very intriguing vehicle. If you feel the financial burden of running a larger car is becoming increasingly onerous, there aren’t too many supermini-sized cars that I could recommend with hand on heart. Most are too compromised in terms of space, comfort and perceived quality. This Renault would probably be my number one pick. It’s quite a package.

Facts At A Glance CAR: Renault Clio III Dynamique S 138 PRICE: £13,280 - on the road INSURANCE GROUP: 9E CO2 EMISSIONS: 173g/km PERFORMANCE: Max Speed 127mph / 0-60mph 8.2s FUEL CONSUMPTION: (Combined) 38mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: Length/Height: 3986/1462mm

CHARGING LESS A tiny turbo is the key to Renault’s 1.2-litre TCE engine as fitted to the latest Clio range. Andy Enright investigates

At first glance, turbocharging seems a rather crude 1980s solution to solving issues of engine efficiency. Back in the bad old days, insurers would double premiums as soon as they heard the word ‘turbo’ and most turbocharged cars had all the subtlety of a TGI Fridays cocktail menu. Spool forward to today and turbocharging is returning to vogue, albeit in a different form. Yes, there are still the performance fans who want the adrenaline hit of a big turbo but nowadays there are also light pressure turbochargers that can massage a small capacity petrol engine’s power figures up modestly without unduly affecting fuel economy and emissions.

That’s the logic behind the 1.2-litre Turbo Control Efficiency (TCE) engine as fitted to the Renault Clio. Replacing both the 1.4-litre 16v 98 and the 1.6-litre VVT 111 engines, this powerplant has a sizeable and daunting brief. The promise behind the 1.2 Turbo 100 is that it offers the torque of the 1.6 VVT 111 engine, the power of the 1.4 16v unit and the economy and emissions of the 1.2 16v 75 lump. That is quite some requirement for one engine to fulfil but the little 1.2 Turbo 100 just about manages it. Serving up some 145Nm of torque at 3,000rpm, this is an engine that needs a few revs on the board to give its best, and when the turbo comes on stream there’s an almost diesel-like sense of midrange urge. The latest, facelifted Clio is a big car, even by modern supermini standards. It weighs-in at well over a tonne and while progress can be sluggish with the normally-aspirated 1.2-litre powerplant doing the legwork, the turbocharged version gives it a welcome shot in the arm. This engine does its best work in the midrange and can become noisy when pressed but otherwise, the refinement in the cabin is very impressive with minimal wind and road noise. As with all Clio IIIs, there’s tenacious grip and taut body control that invites swift cornering. The ride quality also wouldn’t seem out of place in a car a class higher.

"With the turbo breathing rather than blowing, performance gets a subtle boost and the green bits aren’t dealt a knockout punch"

You probably wouldn’t call the Clio’s styling adventurous, at least not in comparison to some of Renault’s other recent designs but it’s an appealing shape that’s rendered more dynamic in three-door form and the Renault DNA is always evident. Both three and five-door variants are offered although the lower entry pricing for the three-door version looks set to win it bigger sales. At 3.99m long, the Clio III is a full 174mm longer than its predecessor and despite those elegant lines, 45mm of extra height has been slyly grafted in. The result is a car that’s a far more spacious proposition without appearing frumpy or gawky. Peugeot tried this and failed with the 307 and SEAT only just managed it with the Leon but Renault has worked the compromise between space and styling better than both. Inside, the Clio reveals its party piece – one of the roomiest interiors in the class. There’s plenty of capacity for a full complement of four adults to get in and access to the rear is dignified even in this three-door car. The facia design is relatively unadventurous and the materials quality is hit and miss but it all feels very well screwed together and, the rather small stereo buttons notwithstanding, easy to use. Three-door versions of the Clio 1.2 Turbo 100 are offered in Dynamique and Dynamique S guises starting at £11,060 on the road. This engine is available in five-door form in the Expression, Dynamique and Dynamique S trim levels. As well as the usual five-door hatchback bodystyle, there’s also the option of a Sport Tourer estate bodystyle with around 50% more luggage space, offered at a premium of around £900 over the standard five-door hatch. All models get power steering, a trip computer, body-coloured bumpers and side mouldings, remote central locking and a height adjustable steering wheel. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brakeforce distribution (EBD) and emergency brake assist (EBA). Other options insclude electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation. Where the Renault Clio 1.2 Turbo 100 really scores is in the field of cost of ownership. The combined fuel economy figure of 47.9mpg will come as a welcome sight to drivers who want to keep fuel bills down but don’t want to drive a diesel. Likewise, emissions are pegged at just 140g/km which will mean cheap road fund licence, netting the private buyer a saving over both the 14-litre and 1.6-litre engined Clios that this model replaces. The inevitable upshot of this is that residual values will be good. The Clio range as a whole already enjoys some of the healthiest used prices of any supermini models and once word gets out that this 1.2-litre Turbo 100 is the engine to have in the petrol Clio range, pence per mile figures will inevitably reduce. Insurance is also very reasonable, turbocharger notwithstanding. Fitting a turbocharger to an existing engine doesn’t at first strike one as the most effective way to guarantee excellent efficiency and cleanliness but inspecting Renault’s installation in the Clio 1.2-litre Turbo 100, it’s clear that the French company has worked hard to manage exactly that. The key is in not getting too greedy with the power output the turbo can deliver. Sure, if you turned up the wick a bit, this engine would probably be able to punt out a reliable 130bhp but emission and economy figures would take a hit as a result. With the turbo breathing rather than blowing, performance gets a subtle boost and the green bits aren’t dealt a knockout punch. While the engine is undeniably effective at what it sets out to do, it’s important to remember the rest of the car’s qualities. Bigger than the average supermini and better riding to boot, the Clio is also one of the more cost-effective, with the range opening at a highly affordable level. Aside from the rather conservative styling, there’s not a lot to gripe about here.

Facts At A Glance CAR: Renault Clio 1.2 Turbo 100 TCE range PRICES: £11,065-£12,580 - on the road INSURANCE GROUP: 4 CO2 EMISSIONS: 137g/km PERFORMANCE: Max Speed 114mph FUEL CONSUMPTION: (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: [3dr] Length/Height: 3986/1462mm

STORM IN A 16V CUP Possessing arguably the biggest grin factor of any GTi Hot Hatch, the Clio Renaultsport 197 Cup is also sparkling value. Andy Enright reports

By the measure of today’s hottest hatches, 197bhp isn’t a whole hill of beans. When some superhatches are nudging ever closer to 300bhp, it would seem that the Clio Renaultsport 197 Cup has been cast adrift in the power stakes. Think again. Not only is the Cup one of the quickest of all hatches in a straight line but it’s also the one imbued with the biggest fun factor when it comes to the twisty stuff. The best bit? You can buy one with a budget of around £15,000.

Whereas many hot hatches are defined by their engines, Renault have been in this game long enough to know that big power isn’t the target they should be aiming at. With bigger and more complex engines come a number of other design compromises. Instead, the French company has concentrated on honing the things that really matter. They’ve shaved weight, optimised the steering still further and sharpened the handling to the extent that this Clio is capable of notching off the sprint to 60mph in a claimed 6.9 seconds. If anything, this is a conservative claim and the Clio Cup certainly feels a good deal quicker. This is a slightly more extreme version of the limited-edition Clio 197 F1 Team R27 model which went down well with hot hatch enthusiasts in the UK. The Cup version features the same reduced ride height of 7mm and stiffer springs and dampers (27% at the front and 30% at the rear). Buyers of both standard Clio Renaultsport 197 and R27 models requested taller 5th and 6th gear ratios, so these have been raised in the Cup variant (and in the standard 197 model) from 16.1mph/1000rpm to 17.1 in 5th and from 18.9mph/1000rpm to 20.5 in 6th.  Another customer request the Cup answers is for the availability of white as a paint finish. Renaultsport wheels in anthracite are standard whilst satin black Speedline wheels are available as an option. Inside, air conditioning is moved to the options list for those who want to reduce the car’s weight as much as is possible. Lightweight Renaultsport Recaro seats are also available as an option. 

"If you thought all modern hot hatches had become bloated and boring, the Clio Renaultsport 197 Cup comes as a very refreshing tonic"

If you’re used to hot Clios, the 197 Cup is more – or indeed less – of the same. The steering feels livewire, the gumball tyres transmitting the slightest response from the wheel to the road. Performance from the 197bhp engine is suitably vivid, and a well driven Cup would likely embarrass the exotic old-shape Clio V6 around most race tracks but it’s the chassis that holds all the aces. Compliant enough for road use yet perfectly suited to a thrash around any race track you care to mention, the Cup 197 is a great car to earn your track day wings. I recently tried following one around the Nurburgring. I was in a 340bhp Mitsubishi Evo and still couldn’t hold onto the tail of the demonically piloted Renault. There aren’t many more enjoyable hot hatches than this one when the road gets twisty. An open B road is hugely enjoyable, though if it gets any tighter than that, the slightly baulky gearchange can get in the way a little. Fuel consumption? Well, as ever with these cars, it depends just how much you’re able to restrain yourself. Renault quotes 31.7mpg on the Combined cycle but if you achieve that too often, then you probably shouldn’t have bought this car in the first place. The one aspect that irks some enthusiasts about Clio 197s is the fact that for much of the time they don’t feel particularly thrilling. Much of that has to do with a power delivery that really only gets juicy at the top of the rev range. Others will see this as a good thing and it’s entirely possible to drive this Clio much like any other shopping hatch and return very decent fuel figures. The other good thing about this sort of engine characteristic is that you aren’t egged on to drive it like a banshee all the time which could well save a few quid in speeding fines. The interior is light years ahead of the previous generation Clio, offering plenty of space and a driving position that feels as if it’s been modelled on a normal human being rather than somebody from a medical case study book. The sports seats offer decent lateral support, the perforated leather wheel sits nicely in the hands and the spacing of the pedals seems very good indeed for enthusiastic driving. A very purposeful touch is the way the digits on the rev counter get bigger as they approach the 7,500rpm redline. This is territory customers will be spending a lot of time in. It’s still not perfect though. Like all 197s, the steering could use a bit more feel, high speed cruising is seriously loud and unless you’re really quick with the stick, it’s easy to drop out of the engine’s power band on hilly routes. Still, if you thought all modern hot hatches had become bloated and boring, the Clio Renaultsport 197 Cup comes as a very refreshing tonic. Here’s a car that feels permanently livewired and only the most jaded will find it possible to resist. Right about now, the best hot hatches around blend the best of modern engineering with a slightly old school fun factor. The Clio 197 Cup is the prime exponent.

Facts At A Glance CAR: Renaultsport Clio 197 Cup PRICE: £14,995 - on the road INSURANCE GROUP: 15 CO2 EMISSIONS: 209g/km PERFORMANCE: Max Speed 134mph / 0-60mph 6.9s FUEL CONSUMPTION: (Combined) 31.7mpg STANDARD SAFETY FEATURES: Twin front airbags / ABS WILL IT FIT IN YOUR GARAGE ?: Length/Width/Height 3991/1768/1484mm

VA-VA3 Renault’s Clio is still one of the strongest superminis out there. Andy Enright reports on the Clio III

Sometimes we all have to bite the bullet. Renault realised that if it was to compete as a global player, it needed to invest in new factories, new cars and new staff. One of the first fruits of this huge spending spree was the Clio III. Put baldly, Renault just could not afford for this car to fall flat on its face but looking at the vehicle, there was never much danger of that.

The figures are nothing short of stunning. Renault invested nearly a billion Euros in research, development and tooling new factory facilities to produce the Clio III. Built in Turkey and France, the Clio III is part of a root and branch reappraisal of Renault’s small car philosophy that began with the Modus and was completed with the latest Twingo citycar. What’s even more staggering is that this billion Euros didn’t even buy a new car platform, the Clio running on the shared Renault-Nissan Alliance developed B-platform. This latest, facelifted Clio is comfortably bigger than the old Clio II. Renault have now been able to take a leaf out of General Motors’ book and allow the utility models (like the Modus) to concentrate on family duties, freeing the Clio up – as Vauxhall has done with its Astra – to be a bit sassier than before. Therefore, the lines are sharper and sleeker than the rather bulbous previous two generations and there’s greater production emphasis on the sportier three-door model, a car which is expected to account for over 75 per cent of UK sales. That’s not to say that the Clio II is dead and buried. Budget-priced ‘Campus’ models are still offered for sale as entry-level Clio versions. Renault dealers will either have to work very hard with the pricing on these variants or segregate their showrooms because once buyers clap eyes on the Clio III, the old car tends to look very old indeed. At 3.99m long, the Clio III is a full 174mm longer than its predecessor and despite those elegant lines, 45mm of extra height has been slyly grafted in. The result is a car that’s a far more spacious proposition without appearing frumpy or gawky. Peugeot tried this and failed with the 307 and SEAT only just managed it with the Leon but Renault have worked the compromise between space and styling better than both.

"Renault has invested a lot of money in this car. It’s easy to see where a lot of those Euros have been spent"

What’s rather surprising is that initial designs of the Clio III resembling a shrunken Megane were not carried through. The Clio is instead a far more conservative design than its bustle-backed big brother, the five-door car in particular looking remarkably conventional for Renault, a company that prides itself on design innovation. Nevertheless, it’s still an undoubted good looker with broad shoulders that frame the rear light clusters and a more sculpted appearance at the front end. The Clio III is offered with a wide array of petrol and Euro IV compliant common-rail diesel engines. The petrol engine range comprises a 75bhp 1.2-litre, a 101bhp turbocharged 1.2-litre TCE unit, a punchy 111bhp 1.6 VVT unit, a hefty138bhp 2.0-litre unit and a knockout 2.0-litre 197bhp offering, while the 1.5-litre dCi diesel engine comes in a choice of two power outputs: 86bhp and 106bhp. The list of available transmission options for Clio III is the same as for Modus and includes a six speed manual on the most powerful dCi 106. For the first time, a robotised "quick-shift" gearbox commanded by paddles located behind the steering wheel is also available. Prices start at under £10,000 and the trim level range is split between the sporty 3-door and the practical 5-door cars although buyers can also get a Sport Tourer estate. The 3-door line-up runs from Extreme to Rip Curl, Dynamique and Dynamique S while the 5-door model is offered in Expression, Rip Curl, Dynamique, Dynamique S or Initiale form. All models get power steering, a trip computer, body-coloured bumpers and side mouldings, remote central locking and a height adjustable steering wheel. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brake force distribution (EBD) and emergency brake assist (EBA). Other options insclude electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation. Along with the Modus, the Clio III is the first car in its segment to offer additional beam cornering headlamps, while double distance xenon headlamps are also available for enhanced night visibility. The Clio III's structure includes a number of programmed deformation zones and has been designed to function with Renault's third-generation System for Restraint and Protection. This includes up to eight airbags, incorporating two adaptive front airbags complete with load limiter and double pretensioners for the front seats. If you must crash, at least have the foresight to do it in a Clio III. Is it enough to better the Honda Jazz or Ford Fiesta? Renault have a billion Euros riding on the fact that it is.

Facts At A Glance CAR: Renault Clio III range PRICES: £9,615-£16,170 - on the road INSURANCE GROUPS: 2E-15 CO2 EMISSIONS: 119-209g/km PERFORMANCE: [1.5 dCi 106] Max Speed 118mph / 0-60mph 11.1s FUEL CONSUMPTION: [1.2 16V] (urban) 37.2mpg / (extra urban) 57.6mpg / (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: [3dr] Length/Height: 3986/1462mm

CLIO TAKES DIRECTION Renault’s latest attempt to drum up more sales for its Clio supermini is the TomTom special edition. Steve Walker reports…

Over the space of just a few years, satellite navigation has risen from an expensive curiosity reserved for high-end luxury vehicles to become the ultimate must-have accessory for buyers of mainstream cars. If you can’t afford the manufacturer’s integrated system, there are neat aftermarket alternatives and if you can’t summon-up the finances for one of those, you can always get one for free with a Renault Clio TomTom special edition. The days of the dog-eared road atlas could be numbered.

How we managed before sat nav became available to the masses is anyone’s guess. The nation’s ring roads and one-way systems must have been jammed with tormented souls condemned to endless orbits in fruitless search of the right exit. Lay-bys and roadside verges must have resembled battlegrounds as distressed motorists wrestled with the folds of their billowing OS maps. At least, that’s the conclusion that one could reasonably draw following the dramatic uptake of satellite navigation in the UK - the technology’s rapid spread suggesting that there must have been a big void there for it to fill. In reality, most motorists managed quite adequately without the dulcet tones of a sat nav box chiming in at regular intervals but even the most ardent technophobe would admit that there are many situations where a bit of automated route guidance can be invaluable. Sat nav is now so accessible that they’re giving it away with £9,000 superminis. The Renault Clio TomTom comes complete with a portable TomTom ONE system – it’s made by industry-leading manufacturer TomTom, just in case you hadn’t already twigged. It’s one of these compact units that you’ll doubtless have observed stuck to the dash or windscreen of cars you pass on the motorway. The box can be removed from the car and used while you’re on foot or simply taken inside so you can programme it with your next route at your leisure. These removable systems have become a big target for opportunist thieves and the advice is to remove it from the car completely when you park up. It also pays to take the mounting kit with you as the criminal element will often break into a car where the bracket is left on show to see if the unit itself has been hidden in the glovebox or under a seat. You have been warned.

"The Clio TomTom is one of the cheapest ways to get satellite navigation on a new car"

The Clio TomTom is based on the Extreme trim level and aside from the sat nav equipment, it also features that staple of special editions everywhere, the leather steering wheel and gearknob ensemble. The door handles, both inside and out, are finished in satin chrome, as are the instrument surrounds while there are blue inserts to enliven the dash and centre console. TomTom badging rounds off the Clio TomTom package which is available for £9,260 in 1.2-litre petrol guise or for £10,230 with the superior 1.5-litre dCi 68 diesel engine. Both of the available engines are very strong in terms of economy and emissions but might disappoint buyers who like their small hatchbacks to come with a bit of poke. The 1.2-litre petrol can return an average economy figure of 47.9mpg and 139g/km CO2 emissions but its 13.4s 0-60mph acceleration is less than brisk. The more expensive dCi 68 engine is slower still with a laborious 15.2s required to reach 60mph. This doesn’t quite tell the whole story, however, because the oil-burner’s powerful mid-range torque ensures that it feels faster than the figures suggest under normal driving conditions. Then there’s the 63mpg average economy and 120g/km emissions that make this Clio one of the most environmentally-friendly cars on the road. You wouldn’t call the Clio’s styling adventurous, at least not in comparison to some of Renault’s other recent designs, but it’s an appealing shape that’s rendered more dynamic in three-door form and the Renault DNA is always evident. This TomTom derivative manages not to betray its entry-level status too readily with only the wheel trims dropping the clanger that this is the bargain basement option. Inside, the Clio reveals its party piece – one of the roomiest interiors in the class. There’s plenty of capacity for a full complement of four adults to get in and access to the rear is dignified even in this three-door car. The facia design is relatively unadventurous and the materials quality in the Freeway is noticeably inferior to derivatives further up the Clio ladder but it’s all solidly assembled and, the rather small stereo buttons notwithstanding, easy to use. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brake force distribution (EBD) and emergency brake assist (EBA). Other options insclude electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation. Along with the Modus, the Clio III is the first car in its segment to offer additional beam cornering headlamps, while double distance xenon headlamps are also available for enhanced night visibility. The Clio III's structure includes a number of programmed deformation zones and has been designed to function with Renault's third-generation System for Restraint and Protection. This includes up to eight airbags, incorporating two adaptive front airbags complete with load limiter and double pretensioners for the front seats. If you must crash, at least have the foresight to do it in a Clio III. The TomTom One sat nav system that Renault have thrown in with their Clio TomTom is available for £179 in the shops so it’s unlikely to attract many buyers who didn’t have their heart set on a Clio anyway. For the money, buyers receive a fine-handling and spacious supermini with a good quota of equipment given the price point. The two engine choices are amongst the most economical you’ll find anywhere and with the TomTom sat nav’s input, you should never get lost again, thus saving you even more fuel. The Clio TomTom is one of the cheapest ways to get satellite navigation on a new car and that’s enough to make it a worthwhile addition to the range.

Facts At A Glance CAR: Renault Clio III TomTom range PRICES: £9,260-£10,230 - on the road INSURANCE GROUPS: 2 CO2 EMISSIONS: 120-139g/km PERFORMANCE: [1.2 16V] Max Speed 104mph / 0-60mph 13.4s FUEL CONSUMPTION: [1.2 16V] (Combined) 48mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: [3dr] Length/Height: 3986/1462mm

POWER BROKER Replacing A Legend Is Never Easy, But Renault Are Talking a Good Fight With The Latest Clio Renaultsport 197. Andy Enright Reports…

As much as I loved the old Clio Renaultsport 172 and 182 models, it was immediately apparent what was wrong with them. Forget about the so-so interior materials quality or the rather odd driving position. The big problem was that not enough dentist’s daughters drove them. Think about it. The hot Clios sold pretty well to testosterone-charged blokes who liked to harass Porsche Boxster drivers at trackdays but that’s a market that can rapidly become saturated. For true commercial success, you need a car with wider appeal. Your dentist’s daughter or some other young middle-class female might drive a MINI Cooper S or even a Honda Civic Type-R if she’s really got some attitude but rarely would she ever drive a hot Clio. Renault is now looking to change that.

The trouble with broadening appeal is that hardcore customers will dig their heels in and proclaim from the rooftops that the car has gone soft, that Renault are selling out in search of filthy lucre. One suspects the Clio Renaultsport 197 isn’t going to pan out like that. For a start, Renault have resisted the urge to pointlessly chase big horsepower figures. The old Clio 182 differentiated itself in terms of value for money and moving too far from that market position wouldn’t prove hugely profitable for Renault. After all, the company has to accommodate its hot Megane versions in a workable price framework. This means that although the Clio III body is bigger and heavier than the old Clio, the Clio Renaultsport 197 will still campaign against much the same rivals. In other words, expect a ding dong sales battle between this car and Honda’s latest Civic Type-R. Models like the Fiesta ST, MINI Cooper S and the SEAT Ibiza Cupra are supermini-based hot-hatches like the Clio but they can’t match its power output.

"Quicker than a Golf GTI but £4,000 less, this Clio looks a guaranteed success"

Renault’s stylists have done a great job with this car, endowing it with some subtle go-faster cues without turning it into a caricature. The front and rear wings are slightly wider than the standard Clio III and profiled side skirts, a deeper front spoiler and 17-inch alloy wheels all feature as standard. The extractor vents on the trailing edge of the front wheelarches help cool the air under the bonnet. The most notable styling point is the rear diffuser system. These have been used for some years now in Formula One and this system adds 40kg of downforce to the rear axle of the car. In effect, it means that the latest Clio Renaultsport has no need for a rear spoiler. It works by channelling the air flow rapidly, lowering pressure and therefore creating a suction effect underneath. The interior is light years ahead of the old Clio 182, offering plenty of space and a driving position that feels as if it’s been modelled on a normal human being rather than somebody from a medical case study book. Sports seats offer decent lateral support and there are Renaultsport logos on the clocks, the door sills and the front seats. The perforated leather wheel sits nicely in the hands and the spacing of the aluminium pedals seems very good indeed for enthusiastic driving. A very purposeful touch is the way the digits on the rev counter get bigger as they approach the 7,500rpm redline. This is territory customers will be spending a lot of time in. The engine that powers the Clio isn’t a whole lot different to that which saw service in the Clio 182, although Renaultsport have teased the power output up by 15bhp to achieve that hallowed ‘100bhp per litre’ figure - the preserve of the best engine designers. The details of what has been changed are quite technical. The inlet acoustics have been uprated, the camshaft has been modified, and the combustion chamber and pistons have been modified to give a slightly higher compression ratio. Finally, Renaultsport have also improved the variable valve timing system. Below 5,000rpm, the engine has been designed to be benign in its feel, which makes it perfect for day-to-day driving. Get above 5,000rpm, however, and Renault’s engineers have worked in some serious attitude, the twin exhausts giving a real sporting bark and the throttle response sharpening quite considerably. Renault quote a sprint to 60mph in just 6.9 seconds and a top speed of 134mph. The 209g/km probably won’t put this Clio at the top of company car wish lists but that was never its agenda. A combined fuel consumption figure of 31.7mpg is fair for a vehicle with this sort of performance. The 1,240kg weight figure means that the Renault has a power to weight ratio of 158.8bhp per tonne, a little bit down on the old 182, but this latest model scores in terms of driveability. If it’s a little less fierce in feel, much of that can be attributed to a more sophisticated suspension design, the double-axis strut front suspension offering many benefits over a conventional MacPherson strut setup, the key one being reduced torque steer. The eradication of this unwanted side-effect of putting plenty of power through the front wheels was a primary concern for the Clio’s chassis engineers. Uprated anti-roll bars and a beefier torsion beam for the rear suspension also give this Renaultsport Clio 197 some serious cornering capability. The brakes have come in for some attention too with 312mm discs at the front, 300mm rotors at the rear and big Brembo callipers to get a grip on them. Renault has made a very smart move in toning the Clio down in terms of visual excess but giving it some serious potential under the skin. Those who want a wilder looking car can always turn to the aftermarket or get the Renaultsport F1 Team edition, while the rest of us can appreciate what is a very good-looking car that doesn’t draw too much attention to itself. It’s now a model with far wider appeal.

Facts At A Glance CAR: Renaultsport Clio 197 PRICE: £15,995 - on the road INSURANCE GROUP: 15 CO2 EMISSIONS: 209g/km PERFORMANCE: Max Speed 134mph / 0-60mph 6.9s FUEL CONSUMPTION: (Combined) 31.7mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: Length/Width/Height 3991/1768/1484mm

SURF’S UP In sporty Rip Curl trim, Renault’s special edition Clio should appeal to the young at heart. Steve Ghosley reports

Renault has joined forces with the renowned surf and activity clothing specialist Rip Curl to produce a special edition Clio that should appeal to the younger car buyer with an active lifestyle. The manufacturer has been shrewd enough to choose a partner with which their target market can readily identify and packaged the car in a way that will appeal to the younger driver on a limited budget.

This sporty, yet affordable, model is probably Renault’s attempt to address the perception that the Clio III has become a little ‘middle aged’ when compared to its predecessor. The latest, facelifted Clio III is undoubtedly a more competent all-round proposition than the previous car but this only makes it a better platform for producing targeted models like the Clio Rip Curl. Based on the Dynamique trim level, the Rip Curl Special Edition offers a well-equipped car in both three and five-door form. With sensible engine options, it looks to provide economical motoring with a bit of style and panache. Three engines are offered in Rip Curl trim. The first is a 1.2-litre 16-valve petrol unit, priced from £10,315 in 3-door form, which cranks out 75bhp. This sixteen-valve powerplant represents the entry-level Rip Curl and is good for 104mph and a sprint to 60mph in 13.4 seconds. These figures may not be not earth shattering but are respectable enough to offer an exciting drive without being outrageously dangerous. A low insurance rating of just 2E proves the point. Next up is the 1.2-litre, 16-valve ethanol option.

"With sensible engine options, it looks to provide economical motoring with a bit of style and panache"

The diesel engine available in the Clio Rip Curl line-up is the 1.5-litre dCi common-rail diesel, priced at £11,965 for the 3-door. This unit develops 86bhp but where it really stars is on low emissions and parsimonious fuel consumption. So what does the Clio Rip Curl offer by way equipment? It is well-suited to younger drivers who put music at the top of their agenda. The Rip Curl features a 2x15W radio CD MP3 compatible player with two speakers, two tweeters and fingertip remote controls with multi-function TunePoint. The TunePoint’s anchorage connection point is concealed in the glove box and allows MP3 players such as iPods to be plugged in and played. Specific Rip Curl graphics are featured on the tailgate, side mouldings, door sills, inserts on the dashboard, centre console and upholstery as well as Rip Curl tags on the front headrests making the Clio Rip Curl unique and ensures that the fashion conscious Clio drivers stand out from the crowd. Other features that normally come with the standard Dynamique trim level are body-coloured electric heated door mirrors, a leather steering wheel, a leather gearknob, electric front windows with driver one touch control, ‘see me home’ headlamps, 60:40 split folding rear seats, three rear headrests and 15" ‘Mahonia’ alloy wheels. The Clio Rip Curl is also offered with five value-for-money option packs including the City Pack Plus which at £1,200 includes automatic lights and automatic windscreen wipers, parking proximity sensors and the Carminat ‘Turn by Turn’ satellite navigation system. Comfortably bigger than the outgoing model, this Clio is a strong design. Renault have been able to take a leaf out of General Motors’ book and allow their more practically-orientated small cars (like the Modus) to concentrate on family duties, freeing the Clio up – as Vauxhall has done with its Astra – to be a bit sassier than before. Therefore the lines are sharper and sleeker than the rather bulbous previous two generations and there’s greater production emphasis on the sportier three-door model, a car which is expected to account for over 75 per cent of UK sales and which works well with the Rip Curl branding. At 3.99m long, the Clio III is a full 174mm longer than its predecessor and despite those elegant lines, 45mm of extra height has been slyly grafted in. The result is a car that’s a far more spacious proposition without appearing frumpy or gawky. Peugeot tried this and failed with the 307 and SEAT only just managed it with the Leon but Renault has worked the compromise between space and styling better than both. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brake force distribution (EBD) and emergency brake assist (EBA). Along with the Modus, the Clio III is the first car in its segment to offer additional beam cornering headlamps, while double distance xenon headlamps are also available for enhanced night visibility. The Clio III's structure includes a number of programmed deformation zones and has been designed to function with Renault's third-generation System for Restraint and Protection. This includes up to eight airbags, incorporating two adaptive front airbags complete with load limiter and double pretensioners for the front seats. If you must crash, at least have the foresight to do it in a Clio III. The Clio Rip Curl Special Edition is a product aimed at a very specific market, namely the young motorist. As a package, Renault would appear to have got the balance of performance, equipment and price just about right. The Clio has a history of appealing to the young and with the Rip Curl Special Edition version, Renault could be about to extend this love affair for a little longer.

Facts At A Glance CAR: Renault Clio III Rip Curl Special Edition PRICES: £10,315-£12,565 - on the road INSURANCE GROUPS: 2E-3E CO2 EMISSIONS: 120-139g/km PERFORMANCE: [1.2] Max Speed 104mph / 0-60mph 13.4s FUEL CONSUMPTION: [1.5dCi 68] (Combined) 62.8mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: [3dr] Length/Height: 3986/1462mm

IT COULD STILL BE A CONTENDER With The Arrival Of Renault’s Clio III, Many Observers Marked The Clio II down As Yesterday’s News. Far From It, The Car Continues In Budget Campus Form With much of Its Appeal Intact. Steve Walker Reports…

It’s a tough old business the motor industry. As each lustrous new model arrives on the scene to the media clamour and the fanfare of the PR machine, so the death knell sounds for an old stager. Once superseded, these elderly models slip easily from the memory, shoved out of the showrooms to rust in peace populating the nation’s used car lots and small ads sections. Just occasionally, however, a model is allowed to soldier on into its dotage. Usually it’s because there are units left to shift or sometimes a model is deemed still to have something to offer as a budget alternative to it’s bigger, shinier replacement. Renault seem to hold the later opinion of their Clio II because they’ve given it a stay of execution. It continues to be manufactured and offered alongside the Clio III badged as the Clio Campus.

What goes around comes around. Back in the 90s, the arrival of the first generation Clio relegated the popular Renault 5 to Campus status. It was sold alongside its successor for some time with reduced prices and juiced-up equipment lists acting as incentives for buyers to forgo the less tangible benefits of the more modern product. Today, it’s the second generation Clio that has come over all Campus on us in the wake of the Clio III’s arrival. If buyers can’t stretch to the headline-grabbing III perhaps the tried and tested II will do. We’re assured that this is no short-term marketing ploy to help clear the remnants of unsold Clio II stock that’s still clogging-up Renault dealerships. The Clio Campus range will apparently have a tenure of years rather than months with Renault pointing out that the car remains in production at their Slovenian manufacturing plant, while the French factories turn their attentions on meeting demand for Clio III derivatives. The Clio Campus range is massively simplified from the time when this car filled the role of Renault’s supermini standard-bearer. Back then, the need to cater for every conceivable taste in small cars saw a myriad of engines and trim levels sub-divided into collections and forming a line-up with a formidable power to perplex. Nowadays, it’s three engines, two trim levels and two bodystyles. Easy.

"If buyers can’t stretch to the headline-grabbing III perhaps the tried and tested II will do."

The most popular bodystyle is the three-door one and it’s a sensible choice because here the Clio II is at its sassy, sporty best. Roominess never was a particular Clio II strongpoint and the five-door shape always tended to underline this shortcoming but you can still get it if you must have those extra entry options. That said, the Clio III is a significantly larger car and buyers valuing space and practicality would do better to redirect themselves there. When it is finally pensioned off, the Clio II will be remembered for its firebrand 172 and 182 performance incarnations which were always three-door models as well as for the lunatic 255bhp rear-engined Clio V6. An involving driving experience, simple good-looks and a young, fun image were facets shared by all the models in the old range and these Campus derivatives play-up to that. The pair of trim levels that are being offered are known as Campus and Campus Sport. The more affordable Campus kicks off its equipment list rather disappointingly with an RDS radio cassette player and things don’t pick-up much from there. You can safely mark any car that mentions a 60:40 split rear seat, height adjustable headrests and 14" steel wheels amongst its ‘highlight’ features down as a poorly specified one. Although, the Campus does redeem itself to some extent by featuring ABS with EBD, twin front airbags, height adjustment for its driver’s seat and steering column and body-coloured bumpers as standard specification. The Campus Sport is a bit more like it with a range of largely cosmetic additions that raise the tone and evoke a little of that Clio II hot hatchback heritage. There’s a rear spoiler, body-coloured door mirrors, front fog lamps, sports front seats, a multi-function trip computer, leather steering wheel, leather gear knob and chrome surrounds for the instruments. Presumably, many buyers would have quite happily given up some of that body-colouring or chrome detailing for a CD stereo but they won’t get the choice. As with the Campus, it’s a £100 option but there is a Chill Pack that will install air-conditioning and that upgraded stereo system to your Campus Sport for £500. By now, you’ll be getting the feel for these Renault Clio Campuses as low-cost, budget models and you’d be right. They have obviously been conceived to operate in a lower echelon of the market to the Clio III and to in no way impinge on its territory. The engine options confirm this positioning for the car with Campus buyers able to select only from the lower cost options of the powerplants that were offered with the Clio II in its pomp. Campus buyers are given the choice of either the 60bhp 1.2-litre engine or the 68bhp version of Renault’s 1.5-litre diesel while the Campus Sport crowd can have that same oil-burning unit or get to grips with the 75bhp 1.2-litre 16-valve engine. Predictably, all of the power options have excellent economy in common with the petrol choices both recording combined fuel consumption figures in the region of 48mpg and the diesel ensuring you’ll always be a stranger on your local filling station forecourt with a 66mpg average. The 1.2-litre 16v engine is quickest with a 13s 0-60mph time and while the other two both offer pedestrian 15s times for the same sprint, the diesel’s extra torque ensures it feels usefully muscular around town. The Clio II definitely has a few more years left in the tank. It was one of the most enjoyable superminis to drive in its heyday and the market hasn’t progressed to the extent that its keen dynamics are without charm today. Where things have leapt forward is in terms of practicality and build quality with the Clio III and the leading supermini alternatives looking and feeling much more substantial than the Clio Campus models. Of course, they have substantial prices to match and it’s not hard to imagine some buyers attracted by the value propositions of the £7,995 Clio Campus or the £8,925 Campus Sport. Anyone who feels their head being turned, should remember the sparse equipment provision on these cars and factor in cost options like a CD stereo and air-con, if required, but a Campus should still look like a cost-effective choice. With the Clio having grown-up considerably in its third generation guise and in the absence of a citycar product to prop-up their range, the Clio II still has a key role to play for Renault.

Facts At A Glance CAR: Renault Clio Campus range PRICES: £7,995-£9,795 - on the road INSURANCE GROUP: 2-5 CO2 EMISSIONS BANDS: 115-143g/km PERFORMANCE: [1.5dCi] Max Speed 100mph / 0-60mph 15.0s FUEL CONSUMPTION: [1.5dCi] (urban) 52.3mpg/ (extra-urban) 76.3mpg/ (combined) 65.7mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, Brake Assist WILL IT FIT IN YOUR GARAGE ?: Length/Width/Height 3770/1640/1417mm

THREE KINGS At its best with dCi diesel power, Renault’s Clio III is both big and clever. Andy Enright reports

Sometimes choosing a diesel car comes down to simple arithmetic. You work out how much more the diesel option is over the equivalent petrol car, calculate how many miles you’re likely to drive the car in your ownership period and then figure out if the diesel premium is worth it. That presupposes two things. Firstly, that the petrol and diesel models are equally attractive to drive and secondly, that the manufacturer has been helpful enough to make direct comparisons possible. With their latest, facelifted Clio III, Renault have been agreeably transparent..

On an executive car, this premium would be mere bagatelle. Not only would it represent a smaller proportion of the overall cost, but given that bigger cars tend to cover bigger mileages, you’d recoup the difference back rather quickly. With the Clio, it’s not such a cut and dried deal. Take the entry level versions as an example. In Extreme trim, the 75bhp 1.2-litre petrol three-door Clio costs £9,495. Choose the 86bhp 1.5dCi diesel engine and you’ll need to fork out £11,145. But how many miles would you need to drive before the diesel car paid for itself? If you drive 10,000 miles per year and keep the car for three years, it’s not even close.

"With two variations on the 1.5dCi diesel theme, Renault are hoping to cover their bases in a cost-effective manner"

There are other attractions that swing the balance back towards the diesels. There’s not too much difference in residual values so we can leave that one alone. Company car user choosers will prefer the diesels for the benefit-in-kind saving they’ll make but private buyers will often prefer them for their sheer ease of use. Let’s look at the entry level cars again. The 1.2-litre petrol manages to generate 78lb/ft of torque whereas the starter diesel is vastly superior at 147lb/ft. This means that in typical urban/suburban driving, the diesel car pulls away more cleanly, feeling stronger and sprightlier off the mark. It’ll also have an easier time merging with faster traffic on main roads. Then you’ve got the added convenience of a much bigger range to factor in. If I could cut my petrol station visits by a third, I’d probably also cut my consumption of crisps, fizzy drinks and chocolate bars by a corresponding amount! Renault bring two versions of the 1.5-litre dCi diesel engine to the Clio III. First up is that 86bhp version of that unit that sees action in Extreme, Expression, Rip Curl Dynamique and Dynamique S trims. The range-topping 106bhp powerplant is reserved for the exclusive Initiale variant, with prices topping out at £16,050 for a five-door Initiale fitted with a six-speed gearbox. More representative, for UK buyers at least, will be a solid mid-range like the three-door Dynamique dCi 86, priced at £12,945. These prices look competitive compared with rivals and although they are a little higher, model for model, compared with the old second generation Clio, which continues as a new car in slightly cheaper five-door ‘Campus’ form but with the older dCi 65 engine. We’d go for the more modern Clio design. It’s not that much more expensive and not only are you getting a more up to date engine but it’s also worth remembering that the Clio III’s increased safety and security means that it’s in a lower insurance group than the older car. Over a typical three year ownership period, this will make it cheaper to run. Let’s take a look at a few of those standout safety functions in a little more detail. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brake force distribution (EBD) and emergency brake assist (EBA). Other options include electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation. Along with the Modus, the Clio III was the first car in its segment to offer additional beam cornering headlamps, while double distance xenon headlamps are also available for enhanced night visibility. The Clio III's structure includes a number of programmed deformation zones and has been designed to function with Renault's third-generation System for Restraint and Protection. This includes up to eight airbags, incorporating two adaptive front airbags complete with load limiter and double pretensioners for the front seats. If you must crash, at least have the foresight to do it in a Clio III. Comfortably bigger than the outgoing model, Renault have now been able to take a leaf out of General Motors’ book and allow the utility models (like the Modus) to concentrate on family duties, freeing the Clio up – as Vauxhall has done with its Astra – to be a bit sassier than before. Therefore the lines are sharper and sleeker than the rather bulbous previous two generations and there’s greater production emphasis on the sportier three-door model, a car which is expected to account for over 75 per cent of UK sales. The Renault Clio III offers a more sensible and cerebral package than its predecessor, ruthlessly targeting the key supermini buying criteria. That’s why the diesel models will prove so popular. It remains a car that you’ll buy with your head rather than your heart but on any objective basis, the latest Clio diesels more than measure up.

Facts At A Glance CAR: Renault Clio III 1.5dCi range PRICES: £11,145-£16,050- on the road INSURANCE GROUPS: 3E-6E CO2 EMISSIONS: 115-123g/km PERFORMANCE: [dCi106] Max Speed 118mph / 0-62mph 11.1s FUEL CONSUMPTION: [dCi86] (Combined) 64.2mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: [3dr] Length/Height: 3986/1462mm

WHAT’S IN A NAME? Strange how the most cumbersome car title around is attached to one of the nimblest cars sensible money can buy. Andy Enright checks out this hot Clio’s other curiosities.

Talk about hot Clios and there will still be a generation of drivers who go all dewy eyed at recollections of the old Renaultsport 172 and 182 models. Anyone who’s been to a track day in the UK will probably have their own stories of being thoroughly embarrassed by one of these pocket rockets, marrying as they did brilliant handling balance with light weight and seemingly unburstable engines. Then we got the Clio Renaultsport 197, a car that suddenly became more mature. While still capable, some of the excitement had definitely gone.

Even at the press launch for that car, senior Renault suits already seemed to be getting their retaliation in first, promising the demanding hacks who had just punted it round Portugal’s Braga circuit something with a bit more focus and it’s now here in the pert shape of the awkwardly named Clio Renaultsport 197 F1 Team R27. There will be a contingent of potential buyers who instantly spot that this F1 Team R27 edition isn’t making any more power than the standard car and will write it off as a marketing gimmick. Understandable in a way, with Renault keen to cash in on their Formula One successes of recent years, but wrong. Yes, the power figure is the same and set against the stopwatch, this special edition model is no quicker in a straight line, hitting 60mph in 6.9 seconds and running onto a top speed of 134mph but as any hot hatch driver knows, any fool can drive fast in a straight line. It’s the corners that matter and Renault has put a dent in its overtime budget here. The ride height has been dropped by 7mm to lower the centre of gravity and reduce load transfer for more effective cornering. The springs have also been beefed up by 27 per cent at the front and 30 per cent at the rear to improve body control when cornering. The suspension bump stops have been changed and the bending stiffness of the double-axis strut suspension has been increased by 10 per cent.

"Stage one of hotting up the Clio 197 is a qualified success"

Renault’s stylists have done a great job with this car, endowing it with some subtle go-faster cues without turning it into a caricature. The front and rear wings are slightly wider than the standard Clio III and profiled side skirts, a deeper front spoiler and 17-inch alloy wheels all feature as standard. The extractor vents on the trailing edge of the front wheelarches help cool the air under the bonnet. The most notable styling point is the rear diffuser system. These have been used for some years now in Formula One and this system adds 40kg of downforce to the rear axle of the car. In effect, it means that the latest Clio Renaultsport has no need for a rear spoiler. It works by channelling the air flow rapidly, lowering pressure and therefore creating a suction effect underneath. The interior is light years ahead of the old Clio 182, offering plenty of space and a driving position that feels as if it’s been modelled on a normal human being rather than somebody from a medical case study book. Sports seats offer decent lateral support and there are Renaultsport logos on the clocks, the door sills and the front seats. The perforated leather wheel sits nicely in the hands and the spacing of the aluminium pedals seems very good indeed for enthusiastic driving. A very purposeful touch is the way the digits on the rev counter get bigger as they approach the 7,500rpm redline. This is territory customers will be spending a lot of time in. Renault charges £17,250 for one of the 500 197 F1 Team R27 models that will make landfall in the UK which is a hefty premium over the standard 197. So apart from the trick suspension, what do you get? Quite a fair whack actually. The 17-inch anthracite coloured alloy wheels make the 197 F1 Team R27 look as if it’s just emerged from a track shakedown session and there’s also tinted windows, red painted brake callipers and Renault F1 Team decals to add to the effect. You can choose to keep or delete the decals over the doors and roof. A special Liquid Yellow paint finish is offered as well as five other hues. The interior benefits from a stereo upgrade to a 60W radio and MP3 compatible CD player with four speakers, two tweeters and controls mounted adjacent to the steering wheel while there’s also a numbered plaque on the dash. My favourite additions are the Recaro sports seats that are normally an £850 option. These offer incredible support and also feature harness cut-outs and save six kilos of all-up weight. Should you want to further personalise your Clio, Renault offer a range of options including a Clio Cup racer rear spoiler, twin exhaust pipes and a racier front bumper design. The one aspect that irked some enthusiasts about the Clio 197 was the fact that for much of the time it didn’t feel particularly thrilling. Much of that has to do with a power delivery that really only gets juicy at the top of the rev range. Others will see this as a good thing and it’s entirely possible to drive the Clio much like any other shopping hatch and return a very decent 31.7mpg. The other good thing about this sort of engine characteristic is that you aren’t egged on to drive it like a banshee all the time which could well save a few quid in speeding fines. Insurance is also surprisingly good for a vehicle with this sort of capability, the group 15 rating being two full groups lower than its key rival, the Honda Civic Type-R. The Renault also looks set to do well in terms of residual value, the exclusivity of this special edition model helping to prop up used prices. Few cars target quite such a tiny sub-niche as the Clio Renaultsport 197 F1 Team R27. It’ll be bought by people who want a car that has been engineered by a company that knows hot hatches but which doesn’t make frantic demands 100 per cent of the time. All too often, capability comes packaged with the sort of puppyish enthusiasm that gets a little wearing after a while. This vehicle offers a dual personality. It can be driven sedately when the mood strikes you and then up its game dramatically when the chevron signs appear and the road twists, dips and throws a few curve balls at you. It’s still not perfect though. Like all 197s, the steering could use a bit more feel, high speed cruising is seriously loud and unless you’re really quick with the stick, it’s easy to drop out of the engine’s power band on hilly routes. Stage one of hotting up the Clio 197 is a qualified success. Serious trackday fiends will wait for this chassis in the Clio 197 Cup which will be a whole lot cheaper.

Facts At A Glance CAR: Clio Renaultsport 197 F1 Team R27 PRICE: £17,250 - on the road INSURANCE GROUP: 15 CO2 EMISSIONS: 209g/km PERFORMANCE: 0-60mph 6.9s / Max Speed 134mph FUEL CONSUMPTION: (Combined) 31.7mpg STANDARD SAFETY FEATURES: Twin front/side airbags, ABS, brakeforce distribution, ESP WILL IT FIT IN YOUR GARAGE ?: Length/Width/Height 3991/1768/1484mm

SIZE MATTERS Models Covered: 3/5dr hatchback (1.2, 1.4, 1.6, 2.0, 3.0 petrol, 1.5 diesel [Extreme, Authentique, Dynamique, Dynamique S, Privilege, Initiale, Renaultsport 197, Renaultsport 197 R27])

BY ANDY ENRIGHT

If there’s one thing that contemporary sales of small cars has shown us, it’s that buyers don’t like small cars. That might seem odd given the skyrocketing sales of superminis and city cars but bear with me here. In each respective class, it’s often the car that stretches the size limits at the top of the class that wins out in terms of sales. Renault has cottoned onto this fact, which is why the Twingo is one of the larger city cars, and the Clio III that we examine here went straight to the top of the supermini tree in terms of size when it was launched in 2005. As a used buy it makes a lot of sense. It’s big, well built and extremely safe.

Although its predecessor had only been on sale for four years, Renault realised that the Clio formula needed a radical freshening rather than a nip and a tuck here. Huge incremental sales increases for cars like the Honda Jazz had shown that when it comes to superminis, size mattered. Customers were no longer content with rear seats that fitted only children, nor were they particularly interested in luggage bays that forced them to buy a roof box if they were going away for anything longer than a weekend. Making a suitably sizeable car and making it feel well built and safe at the same time as being sprightly and economical may have seemed like an unsolvable task to Renault’s designers at first but the compromises they thrashed out work extremely well. The Clio III lifts the car into a new realm of sophistication and buyers have responded. The three-door cars started arriving in dealerships in September 2005 with some diesel engines delayed until November of that year. January 2006 saw the introduction of the more family-friendly five-door models but it wasn’t until June 2006 that we got the racy Renaultsport 197 three-door car, followed by the even more focused R27 version in June 2007. Slotted between these two fire breathers came the high-spirited 138bhp Dynamique S trim in November 2006. In Summer 2007, Renault introduced a 100bhp 1.2 TCE powerplant charged with replacing both the 1.4-litre 16v 98 and the 1.6-litre VVT 111 petrol engines. Winter 2007 saw the arrival of the Renaultsport 197 Cup model. A stripped down version of the 197 with firmer suspension, this model was aimed at trackday fans. At the same time, all Renault 197 models were given taller 5th and 6th gears to answer criticism that the car was noisy when cruising at high speeds. The Sport Tourer estate model made its debut in summer 2008 with 50% extra boot space in tow. Whatever Clio III you want, finding a used example shouldn’t be too hard. There is a lot of stock to choose from, so be fussy and negotiate hard. In August 2008, Renault introduced a new line-up for the Clio III, with improved specification and more standard equipment. The Clio three-door range consisted of four trims, Extreme, Rip Curl, Dynamique and Dynamique S, whereas the five-door now had five trims: Expression, Rip Curl, Dynamique, Dynamique S and the range-topping Initiale. Prices were changed to include more standard equipment for a lower price. In August 2008, Renault announced a change the trim level line-up in the Clio 111 range. Extreme became the entry-level trim for the three-door models while Expression became the starting point for the five-doors. Rip Curl, Dynamique, Dynamique S and the range-topping Initiale completed the line-up.

At 3.99m long, the Clio III is a full 174mm longer than its predecessor and despite those elegant lines, 45mm of extra height has been slyly grafted in. The result is a car that’s a far more spacious proposition without appearing frumpy or gawky. Peugeot tried this and failed with the 307 and SEAT only just managed it with the Leon but Renault have worked the compromise between space and styling better than both. What’s rather surprising is that initial designs of the Clio III resembling a shrunken Megane were not carried through. The Clio is instead a far more conservative design than its bustle-backed big brother, the five-door car in particular looking remarkably conventional for Renault, a company that prides itself on design innovation. Nevertheless, it’s still an undoubted good looker with broad shoulders that frame the rear light clusters and a more sculpted appearance at the front end. The trim level range is split between the sporty 3-door and the practical 5-door cars. The 3-door is line-up runs from Freeway and Extreme to Expression, Dynamique, and Dynamique S before topping out at the blistering Clio Renaultsport 197, while the 5-door model is offered in Au