Renault is rebranding the Clio. While the finishes alter and the number of available variations diminishes, a new configuration lowers the model’s base price and makes the E-Tech hybrid engine more affordable.
Renault modifies the names and specifications of its finishes on a model-by-model basis. Following the Zoe, the Clio will now be offered in Authentic, Equilibre, Evolution, and Techno trim levels in addition to Zen, Business, Limited, and Intens. Despite the removal of the Renault Sport badge, the RS Line with its athletic appearance keeps its identity for the time being. The pricing for the adaptable city car has been altered substantially.
The Authentic configuration is a new entry-level offering, bringing Clio‘s entry price down to € 16,550. It is only available with the SCe 65 petrol engine, has 15-inch steel wheels with hubcaps, and is not eligible for the Easy Link multimedia system with its 7-inch display. However, it comes equipped with a vehicle radio, manual air conditioning, automatic lights and wipers, and one-touch electric front windows. It has black side moldings and door handles.
The second trim level has a 7-inch screen.
Clio Equilibre owners get the Easy Link 7″ with smartphone replication and two-tone hubcaps. Its side mirrors are glossy black, as are the door handles, which are body-colored. It is capable of housing not only the TCe 90 engine but also the E-Tech hybrid engine, which boosts 5 horsepower to provide 145, as found on the Captur and Arkana E-Tech. The Clio’s electric form now begins at €1,500 less than it did before.
The previous Business and Limited finishes have been “melted” into an Evolution finish that is available to both professionals and people.
The most direct comparison between the old and new ranges, the Clio RS Line is no longer available with the TCe 90; it is now available with the TCe 140 for 150 € less. It has 17-inch diamond-cut alloy wheels, chrome-free windows, a 10-inch digital dashboard, and a 9.3-inch central touch screen, among other features. The overall number of possible combinations of finish and engine decreases from 25 to 14. Orders for these new models will begin on February 1, 2022.
It’s hard to imagine, but the Renault Clio has been on the market for almost 30 years. Renault was able to sell around 15 million cars during this time period to males and often to women as well. The present fifth generation maintains success in an unbroken line. Why? Because the compact automobile not only looks excellent but also performs well.
Externally, the fifth-generation Clio retains the styling cues of its 2012 predecessor but is considerably more present and athletic than the fourth generation: the body is now three centimeters lower. However, the outward dimensions remain compact.
Clio number five has grown to a length of 4.05 meters. The rear door handles are also buried in the C-pillar at the level of the window on the new model, giving the five-door vehicle the appearance of a sleek three-door. The back door knobs remain inconvenient.
Although the Clio is 1.2 cm shorter than its predecessor, Renault has added at least 2.6 centimeters of knee space for back passengers, thanks to thinner front seats that allow rear passengers to enter comfortably through their own doors (standard).
Overall, the capacity is quite modest for a compact car: if the front seat is configured for a person of 1.85 meters in height, the back seat has ample legroom for people slightly under 1.75 meters tall. It looks great from the front: When there are no passengers, the driver’s seat may be slid back to accommodate individuals up to 1.95 meters tall.
The trunk has a substantial size for a compact vehicle, holding 250 liters up to the trunk lid (factory standard 340) when the variable loading floor is in the lowest position, according to tests. When folded entirely flat, the Clio has a cargo capacity of 915 liters with a load to the roof. Additionally, there are storage chambers inside that can hold an additional 26 liters.
With the exception of the entry-level model, the interior has a huge screen measuring 7.0 or 9.3 inches in portrait format on the center console, which may be used as a tablet. This is the primary control point for the majority of the infotainment system’s features.
Renault has avoided too complicated menus, and the majority of the information is self-explanatory. The material quality has also improved significantly: there is a world of difference between the predecessor’s harsh plastic and the new model’s wonderfully soft surfaces. Inductive charging is available for smartphones in the center console.
When driving, the Clio seems to be a large vehicle; it rides well without losing driving characteristics. Even on rough roads, there are no rattles – it nearly seems premium. The Clio astonishes with its exceptional driving stability. It not only passed the avoidance test safely because to its neutral handling and very sensitive ESP control but it can also be circled around the pylons astonishingly swiftly due to its neutral handling and highly sensitive ESP control. On public roadways, the same image is visible. The little automobile has excellent straight-line stability and is unaffected by prominent ruts.
The model range now comprises four petrol engines ranging in output from 67 to 91 hp, a 100 hp LPG variant, and the all-new hybrid E-TECH 140. (see below).
The test vehicle was the initially 100 horsepower three-cylinder TCe 100, which has been downgraded to 91 hp after the switch to the new Euro 6d emissions standard and is so-referred to as the TCe 90. The engine matches the Clio well and has remarkable elasticity: it accelerates without complaining even at low speeds of approximately 1000 tours, allowing it to be driven quite leisurely without altering gears.
The TCe 100’s driving performance is more than enough; the urge for additional power seldom arises, even if the TCe 100 is not among the quickest cars, taking an average of 11.8 seconds to reach 100 km/h. Its temperament has suffered just a little setback as a result of the conversion to the TCe 90: It is currently capable of completing a normal sprint in 12.2 seconds.
The Clio TCe 100 performed poorly in our consumption tests. The Frenchman used an average of 6.3 liters of Super per 100 kilometers in the Eco test. That seems a little excessive for a new tiny automobile equipped with modern engine technology.
The 67-horsepower petrol engine is better suited to city driving. In any case, the entry-level model functions solely as an eye-catcher for the price list: at a reasonable 14,000 euros, it delivers little equipments (steel rims, no radio, no touchscreen).
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Exemplary: All Clio models are equipped with an emergency brake, lane departure warning system, and traffic sign recognition. Unfortunately, Clio purchasers must tolerate the very broad C-pillar, which makes it impossible to glance over one’s shoulder while turning right and renders bicycles invisible – an unpleasant feature for a tiny vehicle that is often used in the city. However, there is nothing else to criticize about the new Clio. The Ford Fiesta, Opel Corsa, Peugeot 208, and Volkswagen Polo all face stiff competition from the Clio number five.
If you want to sit a bit higher and have a roomier inside, Renault Captur’s second generation is a fantastic option.
This also applies to the market’s two remaining hybrid compact cars: the Honda Jazz and Toyota Yaris, which are now facing competition. As an alternative, the Clio Hybrid, dubbed E-TECH 140, is now available. A 1.6-liter petrol engine generating 67 kW/91 hp, in conjunction with two electric motors and a 1.2-kWh battery, transforms the Renault into a complete hybrid vehicle that uses 40% less fuel than a pure petrol engine.
Renault estimates that the focused technology will be able to cover 80 percent of the city’s roads entirely electrically. The drive is provided by a 36 kW/49 hp electric motor, while the second with 15 kW/20 hp begins and accelerates the petrol engine to the needed speed for a seamless transition between the drives.
This works quite well, as seen by the first test drives. The changes are fairly seamless, and if you’re not paying careful attention, you’ll miss the fact that the Clio is powered by an electric motor or a gasoline engine.
Only in one driving condition does the otherwise highly nimble drive seem to be slightly constrained: When a truck approaching at 60 or 70 km/h on a rural road pushes the accelerator pedal, there is a brief delay before the Clio Hybrid accelerates away.
With his prudent driving technique, the Frenchman often drives entirely on electricity. Although, like with any true hybrid, just a few kilometers at a time. However, the gasoline engine requires a surprising amount of maintenance.
Very pleasant: there is no unpleasant wailing of the petrol engine when you step on the throttle (like in the Toyota Yaris and Honda Jazz). Reason: In electric mode, there are two switching phases; in petrol/hybrid mode, there are more.
Consumption is typically between 3.6 and 4.0 gallons per 100 kilometers. On the test lap through the country and into the city, the compact vehicle used an average of 3.9 liters. Not awful at all. To save money, however, you must dig a bit further into your purse and pay at least 22,650 euros in the hybrid version, as well as accept a somewhat smaller trunk: the hybrid lacks a double bottom.