For almost 30 years now, Renault has been a key player in the compact segment with its Clio. The original hatchback appeared in 1990 and has now made it to showrooms in its fifth appearance. Time to bring all the five generations together for a comparison.
By choosing a name rather than a number and by giving the body a totally new shape, the first Clio of 1990 vintage certainly seemed to be all-new. However, this was not the case. Under its skin, the model shared its mechanicals with the Renault Super 5 of 1984, which on its own was the Renault’s first compact car with its engines placed in east-west direction. The Clio did use a number of new power sources though. Firstly there were now 1.2- and 1.4-litre ‘Energy’ four-cylinders. The 1.7-litre variant of the 5 GTX and -Baccara grew to a 1.800 cc capacity, while the fast 16V and 16S came with a 16-valve variant of the same power source. Furthermore, the 1.6-liter diesel used in the Renault 5 grew to a volume of 1.9litre.
But while the Renault 5’s styling still was angular, the first Clio looked much more rounded. The car’s ‘hips’ were now also more pronounced to give the car a wider appearance. The front looked almost to be closed with just a tiny grille opening above the bumper, with the majority of the air supply being guided through a large opening in that same bumper. Just like with the Renault 5, the Clio’s bonnet hinged forward. The hidden door handles, however, disappeared to be replaced by ordinary handles in black, identical on the three and five-door models. A dark grey strip connected the rear light units. Depending on the equipment level, the bumpers were supplied in grey plastic or painted in body colour.
Renault offered a large selection of equipment variants. Base version was the RL followed by the RN and RT, while the undisputed top-of-the-range followed later in the shape of the Baccara with its standard leather upholstery. On the sporting side, 16V and 16S variants became successors of the 5 GT Turbo. Turbo technology appeared to be in decline, with a 16-valve 1.8 that was good for 137 hp. This model served as a basis for a number of variants that were used in motor sport.
From 1989, Renault became active in Formula 1 through the Williams team, and this was the reason for coming up with the extra Clio Williams of 1993. Its 1.8 litre engine had now been enlarged to a capacity of 2 litres. Partly due to this increase, power grew to 150hp, rather a lot for a car that weighed under a thousand kilos. Renault came up next with a whole series of sporting variants, starting with the Clio S and RSi with 1.8-litre multipoint injection engines.
The one that we found for a Losange Magazine photoshoot is owned Corné Broeders, who bought it in 1997. Corné: “It is a German phase II car, wearing its number 4067 on the dashboard. I bought it with 70,000kms on the odometer, which now reads out 120,000kms. Apart from replacing the clutch and a crankshaft seal, I have never experienced anything unusual. But then I use the car for hobby purposes and when it rains it remains in its garage.”
By 1998 a Clio of the second generation was unveiled, appearing as a three- and five-door model from the start. The car was shaped even rounder now, with triangular rear lights and headlamps, which, just like the very last editions of the original Clio, had been pulled up higher onto the bonnet. The design was powerful and sporty. Underbonnet the 1.6-litre version with 16-valve head was initially marketed as the fastest of the Clio-family. But sportiness played once more an important role, leading to a 2-litre 16V Sport version as top-of-the-range model. But the absolute top became the spectacular Clio V6 of 1999. This was a car that had been assembled with the R5 Turbo with its 3-litre 24V V6 mid placed engine in mind.
In 2001, a facelift followed. Exterior wise this concentrated on the front and slightly less on the rear. The trapezoidally shaped trim with the Renault logo divided the radiator grille into two elements. The headlights were given a more triangular shape while materials and dashboard elements were also being modified. Under the bonnet, the 1.9-litre diesels were now replaced by the first 1.5 dCi versions with 65- and 80hp.
The red Clio II phase II is owned by Nico Katsburg since February 2016. Nico: “It has been my daily driver ever since. When I bought it, it had driven 172,500kms and by this time the mileage is more than three tons. I consciously bought a 1.2 litre 8-valve, the least powerful variant in the entire Clio series, but it’s an engine that I preferred over the 16-valve ones. I fell for this specific car due to its mileage, colour and overall condition. The interior is still very original. There was some overdue maintenance, but I was able to repair most of it myself, such as the immobilizer, something with the wiring loom, renewing the brakes and replacing the head gasket. I also carried out a cylinder head overhaul in three days, which made my Clio drive very smoothly for a long time. At around 225,000 km, I decided to bring things to a new level. I could buy RS 172 wheels that were powder coated and sprayed and at the same time I lowered the car, fitted a spoiler and RS radiator grille and also Xenon headlights. Initially, I never thought I'd use it this much.”
A phase III version of the Clio II appeared, only differing in detail. Main change for the Renault Sport version was that this variant got more power and a centrally located dual exhaust. The model-specific RS paint colour Jaune Sirius debuted at the same time.
The Clio III followed in 2005, again as three- and five door models and also as an Estate or Grand Tour just before being facelifted. The car had grown but still did not pass four metres in length. The radiator grille divided into two segments and the trapezoidal trim with its Renault-logo were retained. The headlights were placed even higher. The step from Clio II to Clio III was an even greater styling change than the transition from Clio I to -II. The car was clearly taller and offered much more interior space. Safety had become another important issue. After the Laguna II and Vel Satis, the Clio III also received maximum rating of five stars for impact safety from European consumer organization Euro NCAP.
The engine program also evolved. Base unit was now the 1.2-litre 16-valve engine with 65- or 75hp. In addition, Renault launched a 1.4-litre (98hp) version and later also a 1.2-litre turbo, a conversion based on the same engine but now good for 100hp. The 1.6-liter 16-valve, known from the Clio II, was also available, while the Renault Sport version received an upgraded 2-litre unit, which gradually increased its power output throughout the years. For diesel drivers, the 1.5 dCi engine was the only available power source.
Use of materials and finish are brought to new levels with the Clio III. The car also moves up in reliability and breakdown statistics. Apart from sports variants, Renault also launched a luxurious Initiale version. This came with leather upholstery as a standard, plus a fully automatic climate control and classy interior accents in wood grain with square insets, just like the Vel Satis Initiale. This Clio 1.6 16V Initiale is owned by Albert Bovend’eert who bought it some six years ago. He and his wife experience the luxury of it every day, as this 2007 car is driven on a daily base having covered about 110,000kms now. The alloy wheels, colour coded bumpers and side trim were all standard items, just like the interior with CD player and steering column controls. It’s a car that, while being more than ten years old, is still extremely pleasant and comfortable in today’s traffic.
The Clio III’s facelift came in 2009 and, from the outside, concentrated mainly on the car’s front, with a definitive goodbye to the sectioned radiator grille. The rear lights also received a modified layout and while upholstery and dashboard naturally did not remain unaffected either. Renault was one of the first in this compact class to launch a factory-installed navigation screen with cartography by TomTom.
The fourth generation Clio rapidly became an icon. It was the first new Renault to be created under the direction of design director Laurens van den Acker, receiving styling details from the Desire concept model. The car used the same platform as the Clio of the third generation, but had a totally different appearance when it came to its body and its interior. The new Clio looked sportier, lower and wider. The design also ensured that the Clio IV sold better throughout its career, year after year.
New were now the extensive options to personalize a car. There were exterior accents in various colours, decal sets, all kinds of wheels and numerous plastic parts for the interior, which all could be added in multiple shades. The yellow Clio of Wilhelm van Spijker is a great example. The special yellow paint colour, one of the introduction colours, makes it stand out easily. This particular car is of 2013 vintage and was purchased by Wilhelm in early 2019. Wilhelm: “I wanted my car to have five doors because I was used to that from my previous car. This Clio is very complete with navigation and audio system and that is why I have added little to it. Only an armrest between the front seats for extra comfort and a shark fin instead of the standard antenna. It is my daily driver alongside my classic car, a Renault 25 V6 Limousine.”
Most petrol engines for the Clio IV were new. In addition to the well-known 1.2-litere base version, there was also a 0.9-litre three-cylinder turbo, while a 1.2-litre four-cylinder from the same engine family could also be selected. Initially, the latter was mated solely to an EDC gearbox.
The facelift that was given to the Clio IV in 2016 did not bring any great news. Externally, the new car was easiest to recognize by its new bumper. But the interior had undergone a major update. New seats with better support had been constructed from new materials while better use of materials on the dashboard and door panels predominated the inside. The Clio IV was only available as a five-door hatchback and spacious Estate / Grand Tour, indicating that even the fast RS variant was only for sale as a five-door model. For the first time, the RS version used a turbo engine, a 1.6-litre with 200hp, mated to a sequential EDC gearbox. Enthusiasts would have to get used to all that. But where an EDC was a standard feature on the Tce 120 engines, a manual gearbox would be added also.
And then it was 2019 – the year in which Renault released the Clio of the fifth generation just before summer came. For the first time the car’s designs was an evolution of that of its predecessor. But despite the fact that the new Clio uses the main features of the Clio IV, it still is a totally new car, both in terms of its platform as for its interior and parts of the technology used. The 0.9-litre engine has grows to one litre capacity, while the 1.2 went to become a 1.3. Apart from these, Renault is currently developing a hybrid version with two electric motors and a 1.6-litre non-turbo petrol engine. The only body variant available is the five-door hatchback, which has become shorter for the first time in the 30 years of the Clio’s existence. For the car’s interior space it makes no difference. As a matter of fact luggage space has grown.
The main difference comes once more in the car’s interior. The materials used are of an even higher level while customers can choose from even more colours. The styling, with the typical bonnet design and headlights with C-shaped daytime running lights, ensure that the Clio connects with the larger Renault models, especially the Mégane.
Five Clio’s in a row give you a great impression of the developments Renault has made in the compact segment over the past 30 years. The Clio will continue to play an important role in the next decade, aiming at a high listing on the European sales rankings.