Renault Clio

The Renault Clio is a supermini/subcompact produced by the French automaker Renault. Originally launched in 1990, it is currently in its third generation. The Clio has seen substantial critical and commercial success, being consistently one of Europe’s top-selling cars since its launch, and it is largely credited with restoring Renault’s reputation and stature after a difficult second half of the 1980s.
The Clio has been sold as the Renault Lutecia in Japan, as Honda owns the right to the name Clio in Japan (being one of Honda’s sales networks in Japan). A four-door sedan was developed for certain markets where sedans are traditionally preferred over hatchbacks and was sold under names Renault Clio Symbol, Renault Clio Sedan, Renault Clio Tricorps, and Renault Thalia. It is also sold under the Nissan nameplate in some Latin American markets as the Nissan Platina with slight changes in the front of the car to make it resemble the Nissan Altima. Both the Renault Clio (5 door hatchback) and the Nissan Platina (4 door sedan) are marketed in Mexico, each by their respective manufacturer.
The Clio was introduced at the Paris Motor Show in June 1990 and sales in France and the rest of the continent began then, although sales in Britain did not begin until March 1991. The Clio largely replaced the Renault 5 (which continued to be built in lower volumes until 1996 in Slovenia as a budget alternative). The engine range available at launch included 1.2 L and 1.4 L E-type “Energy” gasoline I4 engines (first seen in the R19) and 1.7 L and a 1.9 L diesel (both based on the F-type unit) engines. The gasoline engines all received a fuel injection system in place of carburettors in 1992, in order to conform to new pollutant emission regulations.
A minor trim facelift occurred after only a year of being on sale. A new “smooth” version of the Renault diamond badge (the previous “ribbed” badge was being phased out at the time) and a new front seat design were the only changes. The altered design did not constitute a new ‘phase’. In March 1994 the Phase 2 model was launched, with small updates to the exterior and interior of the Clio. Most noticeable was the change in the front grille from two metal ribs to a single colour-coded slat grille. The bump strips were made slightly larger and rounder, and the car’s trim level badge was incorporated into the bump strips. The badges on the tailgate strip were moved up onto the tailgate itself and the tailgate strip was given a carbon fibre look. The rear light clusters were given a slightly more rounded ‘bubble’ shape to them, giving the Clio a more modern look. The clusters, however, are physically interchangeable with Phase 1 clusters.
In 1996, with the arrival of the Phase 3 ‘facelift’ Clio, the 1.2 L Energy engine was replaced by the 1149 cc D7F MPi (Multi Point Injection) ‘DiET’ engine, first used in the Renault Twingo; for some time also, versions were available with the older 1239 cc “Cléon” unit from the original Twingo. The cylinder head design on the 1.4 L E-Types was also slightly altered for the Phase 3 models in a bid for better fuel economy. This resulted in the engines producing slightly less power than their earlier versions.
The Phase 3 Clios had a slightly more noticeable update than the Phase 2’s. The Phase 3 has different, more rounded headlights, incorporating the turn signal in the unit with the headlight. The bonnet curved more around the edges of the lights. The tailgate incorporated a third brake light and a new script “Clio” name badge, following the same typeface as contemporary Renaults. Some mechanical improvements were also made.
During 1991, a 1.8 L 16-valve engine producing 137 hp (also first seen in the R19) capable of propelling the car to 130 mph (210 km/h) was introduced to the Clio engine range. This was simply called a ‘Clio 16v’ but also commonly known as a “Valver”. As well as having higher top speed than a regular Clio, the 16v sported wider plastic front bumpers, an offset bonnet vent, wider rear bumpers and uprated suspension and brakes, and colour-coded front mirrors and bumpers.
Renault also released a “warm-hatch” version of the Clio. It was aesthetically very similar to the Clio RT & 16v, but with the addition of a 110 hp (82 kW) 1.8 L 8-valve engine, side skirts and disc brakes on all wheels. This was badged as the ‘RSi’. As with the VW golf MK2 8v and 16v GTI variants the 1.8l 8v had more torque low down and was more of a “drivers car” on winding roads. The 16v always needed a gear change to accelerate, however the 16v could deliver it torque higher up the powerband and had a higher top speed.
The 1.8l 8v and 16v engines were shoe-horned into the engine bay (they were renowned for being very diffcult to work on due to space constraints) and produced so much torque that the mild-steel bolts used on the top engine mount quite often would shear and break off. Replacing them with high tensile bolts solved the problem.
The Clio was voted European Car of the Year for 1991, and soon became one of Europe’s best-selling cars, as well as the first Renault to be consistently among the top-10 best sellers in the United Kingdom. UK sales were helped by a famous television advertising campaign by Publicis shot in France, featuring the two main characters of Nicole (played by Estelle Skornik, who was not French nor did she have a driving licence at the time) and Papa.
In 1993, the Clio Williams was launched with a limited run of just 400 right hand drive cars in the UK. The car was named after the then Renault-powered Formula One team WilliamsF1 but Williams had nothing to do with the design or engineering of this Clio; the modifications to the Clio 16v on which it was based were the work of Renault Sport - Renault’s motorsport division. It had a 2.0 L 16-valve I4 engine rated at 110 kW (150 bhp DIN) and a top speed of 135 mph (217 km/h), with performance-tuned ride and handling. Renault later released the Williams 2 and Williams 3 special editions, much to the chagrin of those owners who had been assured of the exclusivity of the “original” Williams. The differences between the three versions of the Williams were largely a reflection of phase changes across the Clio range e.g. the gradual addition of enhanced safety features and cosmetic variations. Other than this, the Williams 1 and 2 had no sunroof and were painted in 449 Sports Blue. The final Williams 3 was painted in a slightly brighter shade of blue and finally gained a sunroof which had long been standard on virtually all previous Clios. The original Williams was the lightest of the three, lacking the electrics necessary for the sunroof or the mirrors but was the only one to sport a metal plaque stating the build number (out of 400). However, the rarest model was actually the Willams 3 with official Renault figures in the UK putting it at well below the 400 original cars and therefore more ‘limited edition’. The Williams 3 also had ABS as standard equipment. Respected motoring journalists consistently rate the Williams as one of the very best ‘hot hatches’ ever made, regardless of era. One common mistake people can make is thinking that the 2.0 16v (F7R) used in the Williams is simply a bored out 1.8 16v (F7P), whereas, in reality the two engines are similar but are two separate lumps with different size valves, different cams, different crank etc. Other differences between the Williams and the Clio 16v it is based on include a wider front track with some parts borrowed from the Renault 19. wider speedline alloys, uprated (jc5) gearbox, bespoke four-to-one manifold, firmer suspension and some cosmetic differences on the exterior and interior, though it does use the same body panels as the Clio 16v (including the plastic front arches).
Sales across Europe were strong throughout its production life, and a decade after its demise it is still a common sight on Europe’s roads.
From 1991 to 1994 the United Kingdom and Europe versions were similar. From 1994 to 1998, the trim levels were individual to the specific European country of sale.
The all-new second generation of the Clio was launched in the spring of 1998, with considerably more rounded and bulbous styling than its predecessor. Part of the radical concept of the new Clio were many components made of unusual materials to save in weight and repair costs[citation needed]. For instance, the front wings were made of plastic and the material of the bonnet was aluminium in some versions. Originally the engine lineup was similar to before, with 1.2 L, 1.4 L and 1.6 L petrol engines and a 1.9 L diesel. In early 1999, a sportive 16V version equipped with a new 1.6 L 16-valve engine was introduced, and eventually, all the older petrol engines were upgraded to more powerful and more economical 16-valve versions. Also worth a mention[neutrality disputed] - opinion is the 1.6i 16v RSi, due to its rarity only a limited number of 1000 were produced between late 1999 to 2001. They featured a light-weight alloy bonnet (also used on some of the Ph1 172’s) and the same ‘Taurus’ design alloy wheels fitted to the 1.6 16v models. The interior was half leather with blue print fabric and leather rimmed steering wheel, leather head rests were a dealer option on this model.
In 1999, Renault launched the 172 hp (128 kW) Clio RS (short for Renault Sport), named Clio Renault Sport 172, with a 2.0 L 16-valve engine and a top speed of 220 km/h (137 mph). But in this form, the car is capable of surprisingly good handling and performance[neutrality disputed] - opinion. The top-of-the-range Clio however was the exotic mid-engined, rear-wheel drive Clio V6 Renault Sport, which placed a 166 kW (230 hp) 3.0 L V6 engine sourced from the Renault Laguna behind the front seats, with a top speed of 235 km/h (146 mph).
A facelift of the Mk2 occurred in the spring of 2001 which saw the exterior restyled (most visibly the headlights were made more angular), the interior quality improved and a 1.5 L direct-injection diesel engine added.
Renault decided to continue selling the Clio II until 2008, probably 2009; the Clio II is sold alongside with the Clio III; but with a smaller price and known as the Clio Campus or Clio Storia. Only initaially available as a 3 door, Renault later produced a 5 door variant of the Campus as was available previously. The Campus range is also limited to three 4 - cylinder engine choices. A 1.2L 8v 60 hp petrol engine only available in the Campus, a 1.2L 16v 75 hp petrol engine in the Campus Sport and Campus Sport iTune and also a 1.5L 8v 68 hp diesel engine also avilable in the Campus Sport and Campus Sport iTune. The Campus Sport iTune has the same specification as a Campus Sport, albeit with a better stereo system and rear privacy glass as standard.
In 2006 the Mk2 phase 2 model was facelifted with a restyled front and rear. The number plate moves from boot (or trunk) to bumper and a better specification on all Campus models introduced. This was an attempt to give the Mk2 a final boost of appeal[citation needed], until production is finally stopped in 2009 (See above). Renault also introduced the Clio Campus Van, which is esentially a Clio Campus with no interior in the rear and panels instead of rear windows. Available in different trim levels, it also has a number of options such as alloy wheels, front fog lights and metalic paint.
In 2001 Renault launched the sedan version of the Clio II, named Clio Symbol (Turkey, Romania and Bulgaria), Thalia (the rest of Eastern Europe), Symbol (Colombia) or Clio Sedan (Southern Cone). Originally, the car was intended for sale in developing countries, but due to demand, it was later made available in countries where sedans were traditionally preferred over hatchbacks, most notably Spain and a few countries in Eastern Europe. In Eastern Europe, the Thalia is cheaper than the Clio, but is still about 30% more expensive than the Dacia Logan, which is also sold by Renault in that market but is a low cost model. In a few markets where Renault was not present, the sedan was offered as the Nissan Platina (manufactured in Aguascalientes Mexico at a Renault-Nissan factory and sold throughout Latin America), with three exceptions being Chile, the Dominican Republic, and Costa Rica, where both the Nissan and Renault models are present.
Beginning in 2007, an improvised third-generation Clio Symbol has been offered in Turkey and Bulgaria as Renault Symbol. This model features the interior of the facelifted Clio II with very minor parts commonality with Megane II, as well as new standard and optional equipment, such as automatic air conditioning and a CD player. The model earned moderate reception in the domestic market. Nonetheless, it is expected to remain in production until late 2008, when a sedan version of Clio III is expected.
The Clio was launched in Mexico in 2000; these versions have the 1.6 16v petrol engine.
An all-new third generation Clio was unveiled in 2005. It uses a platform co-developed with Nissan (which Renault has a share in) that is shared with the Renault Modus, the current Nissan Micra and the Nissan Note. It is considerably larger and 130 kg (287 lb) heavier as well as more expensive than the Clio II, and at nearly 4 metres in length has almost outgrown the ’supermini’ class. This was the result of a decision to move the Clio upmarket. It also brings the trademark “Renault Card” keyless immobiliser to the Clio for the first time. The outgoing Clio II will continue to be sold as a budget option known as the Clio Campus. The new Clio achieved a 5-star EuroNCAP safety rating, joining the rest of Renault’s family of top-rated consumer motors - with the exception of the Kangoo and Twingo - which all have the maximum safety rating. Sales of the 3-door model began throughout Europe in October 2005, with a 5-door model following in early 2006. It was voted European Car of the Year 2006, and was considered by the judges to be the car which will set the benchmark for quality, safety and style for a car in this class.
In June 2006 the sales of the third generation Clio Renaultsport started in France for the price of €23000. The Clio Renaultsport is equipped with a new naturally aspirated 16-valve 2 liter engine based on the earlier version used in the second generation Clio Renaultsport and a 6-speed gearbox. The engine develops 145 kW (197 hp) at 7250 rpm. The top speed is 215 km/h (134 mph) and 0-100 km/h takes 6.9 seconds.
Renault exhibited a Hi-Flex Clio Mk II with a 1.6 L 16-valve engine at the 2006 Paris International Agricultural Show. This vehicle, which addresses the Brazilian market, features Renault-developed flex-fuel technology, with a highly versatile engine that can run on fuel containing a blend of gasoline and ethanol in any proportion (0% to 100% of either).
An estate version, the Sport Tourer, was unveiled in March 2007 but is not yet available to purchase.
According to Auto Express magazine in the UK, the fourth generation Clio will go on sale in early 2009. It will be a fully face-lifted version of the current model, with better quality materials used in the interior and will be better equipped than the current model.
In April 2006, UK consumer affairs TV programme Watchdog aired details of incidents involving a number of Clio Mk2’s in which the bonnet flew open without warning whilst being driven - The problem was traced to a faulty safety catch.
The problem was originally brought to the attention of Watchdog by a member of an independent Renault community (RenaultForums) whose members have been involved in campaigning to have the problem more thoroughly investigated.
By March 2007, Watchdog had received a further 1,000 cases.
Renault has apparently stated there is no fault with the catch and refuses to replace those in circulation. However, a new design catch has been fitted to the Mk3.
Renault is now writing to all Renault Clio Mk2 owners inviting them to bring their car back to a garage for inspection of the bonnet latch.
In March 2007 an online government E-Petition had been created to petition the Prime Minister to order an independent enquiry into the problem.
A Group has been set up on Google to create a central register location for people to join who have been affected by this issue, available here: Clio Action Group.
The UK received its first imports of the Clio in March 1991. At this stage, Renault was in its early years of being a popular brand with British buyers, and was still a long way off matching the sales success of British marques Ford, Vauxhall and Rover. The Clio seemed ideal for increasing Renault’s UK market share, as it was streets ahead of many of its rivals in terms of quality, comfort, refinement, equipment and space.
Although it failed to reach the top 10 for British car sales in 1991, it did so the following year with 34,000 sales making it the tenth most popular new car in Britain. Sales continued to increase over the years and by the time the second generation Clio went on sale in May 1998, the Clio had almost single handedly achieved a massive sales boost for Renault.
The second generation Clio continued where its predecessor left off, and the 2001 facelift only sought to improve its sales success. It was still selling well on the arrival of its successor in October 2005, and continued to be available as a budget alternative.
The Clio’s third incarnation was an instant hit with buyers, and in April 2007 it received an impressive showing for reliability in an Auto Express customer satisfaction survey. Of 100 cars surveyed, it was rated as the 49th most satisfying car to own. This was a welcome achievement for Renault, who had been rated among the least satisfying cars to own in a string of recent customer satisfaction surveys. Importantly, it was placed ahead of key competitors including the Ford Fiesta, Vauxhall Corsa, Peugeot 206 and Volkswagen Polo.
In 2007, the Clio was Britain’s ninth best selling car with nearly 54,000 sales.
Renault Clio Renault Sport