 Renault
sold 4 million units of the original Clio and 4.5 million units of Clio
II, so this model is definitely the most important car to the French
car maker. Clio III was developed in just 28 months, a record for
Renault. This is made possible by using Nissan's computer simulation
technique and the use of the group's B-platform which has already given
birth to Nissan March (Micra), Cube and Renault Modus. In particular,
the Clio and Modus share 20% common components to reduce purchasing
costs. However, they are built at different locations - the Modus at
Spain while the Clio III at France (Flins) and Turkey (Bursa). The new Clio has a pleasing exterior design. It does not look as radical and imposing as Megane II. Instead, it looks softer, cleaner yet not lack of style. This new styling direction has been previewed by concept car Wind and Fluence. There are several body style: five-door hatch, 3-door hatch, 4-door sedan (to be built in Turkey exclusively) and a wide-track Renault Sport 3-door hot hatch. The latter will be assembled at the ex-Alpine plant at Dieppe.  Clio III has grown a lot from
its predecessor. At 3986 mm long, 1707 mm wide and 1496 mm tall, it is
easily the biggest car of the B-segment. Only the recently launched
Fiat Grande Punto can compare with it. Its 2575mm wheelbase is just 3
mm shorter than Volkswagen Golf, which belongs to a class above. These
extra dimensions give the Clio a spacious cabin. Although it is not
exactly in the league of Golf, it can comfortably carry four adults up
to six feet tall.  The cabin feels light and airy
because of large window area, especially if the optional panoramic
glass roof is selected. As in most other Renaults, the cabin is
extensively trimmed with soft materials and the light color promotes a
warm ambience in French traditions. It feels more expensive than the
competition – Volkswagen included. There are also many upmarket
equipments, such as keyless entry, button engine start, climate
control, adaptive cruise control, active cornering headlamps and a lot
of safety features. The new Clio should achieve the top 5-star rating
for Euro NCAP crash test, considering the remarkable track record of
Renault. This is another strong selling point nowadays.Unfortunately, the upgraded space, quality and safety have a side effect on Clio III: it gained 150 kilograms from its predecessor. Even compare with the similarly sized Fiat Grande Punto, it is still some 100 kg heavier. As a result, the Clio III no longer feels energetic on the road. It offers 3 petrol engines (75hp 1149cc 16V, 98hp 1398cc 16V and 112hp 1598cc 16V VVT). None of them are new development and none of them match the performance image established by Renault's winning F1 team. These engines are quite sweet and eager, but they don't cope well with the hefty Clio. Naturally, the smallest 1.2 engine is easily forgettable for its sluggish performance. Even the 1.6-litre engine, helped with continuous intake variable valve timing, cannot deliver real excitement. In fact, it is not much faster than the 1.4-litre engine.  In the
diesel side, Renault offers a 1.5-litre 8-valve iron-block engine in 3
states of tune: the cheapest one employs the first generation
common-rail injection technology and a fixed turbocharger to produce 68
hp; the middle engine upgraded to second generation common-rail
injection (with 1600 bar injection pressure instead of 1350 bar) to
deliver 86 hp. The most powerful one also employs a larger turbocharger
with variable geometry turbine to generate 106 horsepower and as much
as 177 lbft of torque. Unfortunately, its power curve is peaky,
producing too little punch below 2000 rpm and therefore less flexible
than the 86 hp version, which is pick of the bunch. With 1.2 ton of
weight to pull, neither diesel engines can claim itself quick. Well, at
least they are refined and quiet. Like
other B-platform cars, Clio's chassis is rather conventional.
Suspensions are MacPherson strut up front and torsion-beam axle at the
rear. Their tuning bias strongly towards the safe side, having no
intention to inspire keen drivers. Like the Clio II, its steering is
assisted by pure electric, no wonder it refuses to communicate.
However, the car's long wheelbase does provide a grown-up ride quality,
while wider tracks improves cornering stability. This means driving the
Clio III is easy and comfortable, but not very interesting.In the new Clio, we see Renault's new strategy is to go the upmarket route, offering more comfort, quality and safety than mainstream competitors and asking for a slight price premium. In other words, the same strategy as Volkswagen used to adopt (it backed off recently with the Fox). It many ways the migration to higher market status is successful, but in the eyes of car enthusiasts, the continue decline of driving fun from the original Clio to Clio II and then Clio III has nothing to applaud. Let's pray for the forthcoming Renault Sport Clio... |
| The above report was last updated on 25 Oct 2005. All Rights Reserved. |
"Small
hatch, big power" has been the winning formula of fast Clios. Its
history started in 1993 by the Mk1 Clio Williams and lifted to a new
height 7 years later by the Mk2 Clio RS (Renault Sport). The RS was
powered by a 2-litre 16V engine pumping out 172 horsepower (eventually
upgraded to 182hp). Serving a car weighing only 1 ton, it was a real
pocket rocket, capable of doing 0-60mph in merely 6.5 seconds. The
stunning performance was supplemented by an agility only available in a
car so compact. In this way, the Clio RS established a reputation as
the most exciting hot hatch in Europe, taking the crown from fast
Peugeots, Volkswagen GTI and Honda Type R.
Fortunately,
it compensates the deficit in performance by better chassis dynamics.
The new Clio III's stiff monocoque is a base point. Renault Sport
widened its tracks by 48mm up front and 50mm at the rear, then fitted
stiffer springs, revalved dampers and thicker anti-roll bars to its
suspensions, 215/45 tires and large diameter 4-pot Brembo brakes.
Outside, the Clio RS has different air intakes compare with the regular
car. In particular, it added a hot air extraction outlet at each side
behind the front wheels to help engine cooling while reducing
aerodynamic turbulence. At the tail, a racecar-like diffuser is added
under the tail to generate up to 40 kg downforce at high speed. To make
space for the diffuser, the twin exhaust pipes are separated and
located at either side of the diffuser, while the spare wheel has been
deleted.
On the
road, all these modifications lifted the handling of Clio RS. The
biggest advance over the old chassis are composure and precision. On
the one hand, it suspensions deal much better with rough
surfaces on typical B-roads, providing a supple ride and good
suppression of noise can't imagined by the old car. At the same time,
the car rolls less in corner. It retains the agility and playfulness of
its smaller predecessor, which is a triumph. In additional to that is
new found precision and refinement. For example, it has completely got
rid of torque steer. It has very little understeer to speak of unless
you push it to the limit. It has a slick-shifting gearbox and a much
more natural driving position to ease the pain, so you can concentrate
on pushing the car to higher limit. Its cornering limit is definitely
higher than the old car, thanks to the wide-track chassis, grippy tires
and excellent brakes. The only let down is the numb steering. However,
the old RS was not famous for steering feel either.
The
latest example is Renault Clio. On this facelift,
Renault created two different faces – as shown in the pictures – the
regular car with a square mouth, and the Renault Sport (RS) model with
a black tongue. Unfortunately, neither look handsome. Both have a nose
that looks uncomfortably long, and both noses do not fit well into the
original body. If this is the definitive work of Patrick Le Quement,
who is going to retire later this year, then we will be very
disappointed. 
The biggest changes are found in
the Renault Sport model. An ugly little duck it might look like, it is
still the most exciting driving machine in B-segment (superminis),
especially now its high-revving 2.0-liter 16V engine has received new
cylinder head and revised ECU to boost low down torque. Renault said it
produces 20 percent more torque below 3000 rpm, which feels exactly the
same way in reality. Acceleration is also enhanced by shorter ratios
for the first 3 gears. Meanwhile, its top speed is boosted to 141 mph,
thanks to the combination of 3 more horsepower at the top end and a
revised nose that cuts drag by 3 percent.