Renault Clio 1.6 (A) Review
11 Nov 2009|12,225 views
Painful. I stuck my finger under the bonnet to lift the catch and in the process got my finger burnt. Surely it had something to do with the fact that the catch lever isn’t as easy to reach as in most makes. But I’m more surprised at how hot it was, and how the long metal wire that held up the bonnet had no rubber-ed section to handle it with. But how long can you stay angry at something that looks this friendly, right?
With all that anger now extinguished, let me introduce to you Renault’s latest cutesy hatch proposition. As you can see from the pictures, it doesn’t look as youthful as it once did, but under that teenage skin lies, I dare say, the best handling car this side of the R-series vehicles that the French brand has been known to make.
But the 1.6-litre powered Clio is up against the stiffest of stiff competitors, mainly in the bulbous form of the Honda Jazz and the other local favourite, Suzuki Swift. Both of which ooze hatch ‘chic’ and practicality like no other.
And there’s some pretty strong backing to why they’ve been selling well here.
Not only are the Japanese alternatives far ‘safer’ looking than the Clio, but a quick glance at the stat sheet pulls figures of efficiency and power and more importantly, the price point, that overshadows the ones on the Clio’s. Not good when buyers in this segment are usually first time car buyers and are looking for an economical, yet roomy ride.
But let’s not jump to any conclusion and talk about the looks of the Clio shall we?
With all that anger now extinguished, let me introduce to you Renault’s latest cutesy hatch proposition. As you can see from the pictures, it doesn’t look as youthful as it once did, but under that teenage skin lies, I dare say, the best handling car this side of the R-series vehicles that the French brand has been known to make.
But the 1.6-litre powered Clio is up against the stiffest of stiff competitors, mainly in the bulbous form of the Honda Jazz and the other local favourite, Suzuki Swift. Both of which ooze hatch ‘chic’ and practicality like no other.
And there’s some pretty strong backing to why they’ve been selling well here.
Not only are the Japanese alternatives far ‘safer’ looking than the Clio, but a quick glance at the stat sheet pulls figures of efficiency and power and more importantly, the price point, that overshadows the ones on the Clio’s. Not good when buyers in this segment are usually first time car buyers and are looking for an economical, yet roomy ride.
But let’s not jump to any conclusion and talk about the looks of the Clio shall we?
Those eager, doe-y eyes that once were the main feature on the Clio in the past have now been stretched and moulded to look a little more tamed and wiser. With those large headlamps taking up a good 30% of the picture frame of the front fascia, the bumper and the lower section of the bonnet have been shaped around it, making for an uninterrupted and smooth affair with no bold creases or sudden angle getting in the way of the front’s exuberant youthfulness that radiates from standstill as with its predecessors.
No more cheeky smiling bumper and twin grill either, instead they’ve been swapped for a no-nonsense bumper and single slim grill that still looks more fun than the Jazz’s but shows the true age of the Clio.
Past those gently flared wheel arches is Renaults signature body-coloured door fixtures that house the side indicator lamps and runs parallel to the rising belt line that cuts right through the door handles and fades to the rear quarters of the car.
From the side, the car’s C-pillar looks like the angled ones off the Renault Megane but has a more rounded edge to it the further to the rear you go.
At the back is where the least of the changes have taken place. The bumper has been totally reworked in design to house two reflectors at the bottom of either side while the tail lamp gets a redesigned cluster, partitioning the reverse and signal light from the brake light very clearly. Then there’s the exhaust pipe that looks like something off a car in the nineties. I can’t sincerely tell you that the brands new Clio looks better than the one it replaces, but it surely looks pretty different.
On the inside
Expectedly, the interior of the new Clio is almost identical to its predecessor. But that’s not really a bad thing once you’ve snuggled into the comfortable white-thread lined leather seats that cradle you almost, and slots you into a good position with the front dimensions of the car in clear view.
The steering wheel is optimally sized and is lightly weighted, lending to an effortless drive one looks forward to in a hatch of this class. Then you’ve got those steering controls that, if you haven’t driven or been in a Renault before, would probably leave you lost in a sea of hidden buttons that are nestled on the right hand side of the steering column.
It’s nothing that you’d be irritated with for long if you do plan on getting a Clio though, as irritating as it may sound initially it’s something that a few orientation drives can’t help solve. Think of it along the lines of switching from a Nokia to a Sony Ericsson; they’re different but you’d be proficient in using either given enough time.
At the back is where the least of the changes have taken place. The bumper has been totally reworked in design to house two reflectors at the bottom of either side while the tail lamp gets a redesigned cluster, partitioning the reverse and signal light from the brake light very clearly. Then there’s the exhaust pipe that looks like something off a car in the nineties. I can’t sincerely tell you that the brands new Clio looks better than the one it replaces, but it surely looks pretty different.
On the inside
Expectedly, the interior of the new Clio is almost identical to its predecessor. But that’s not really a bad thing once you’ve snuggled into the comfortable white-thread lined leather seats that cradle you almost, and slots you into a good position with the front dimensions of the car in clear view.
The steering wheel is optimally sized and is lightly weighted, lending to an effortless drive one looks forward to in a hatch of this class. Then you’ve got those steering controls that, if you haven’t driven or been in a Renault before, would probably leave you lost in a sea of hidden buttons that are nestled on the right hand side of the steering column.
It’s nothing that you’d be irritated with for long if you do plan on getting a Clio though, as irritating as it may sound initially it’s something that a few orientation drives can’t help solve. Think of it along the lines of switching from a Nokia to a Sony Ericsson; they’re different but you’d be proficient in using either given enough time.
Ignoring the right of the steering column, the rest of the dashboard is very clean with dials and buttons being relatively good to the touch and large enough to see clearly from outside the car as well. Comparing it to the layout in the Jazz we tested some time back, I found this layout much less of an eyeful. No confusing buttons or mixed-up positions, the buttons were where they should be and that lends effectively to the clean, simplistic image the Clio has been going for since its inception.
But the most important for any young individual with an active lifestyle or a family is space. And the new Clio confidently ticks that box with a length of 4,027 mm that’s 41 more than the one it replaces. That means even I had enough space sitting behind the driver after adjusting the seat in front for comfort.
Driving impressions
Driving the Clio is as easy as you can possibly imagine driving a car to be. No need to fight the steering, you just point the car at where you want to go with ease and go it will.
The 1,598cc engine manages a decent 110 bhp at a high 6,000 rpm that gets you to where you want to go in a pace suitable for the middle lane on the expressway. Although it does trump its Japanese competitors in the torque department (151 Nm at 4,250 rpm), the Clio loses out to the Jazz, Mazda2 and the Suzuki Sport (120, 113 and 125 bhp respectively).
Pair that power to a basic four-pot and you get a 100 km/h time of roughly 12 seconds, but that shouldn’t have much bearing on your purchase decision should it? Instead a consumption figure for liquid goal of 13.3 km for every litre of it should be what you need to pay attention to.
Again, not as good as the ones from the land of the rising sun, but it’s decent.
But the most important for any young individual with an active lifestyle or a family is space. And the new Clio confidently ticks that box with a length of 4,027 mm that’s 41 more than the one it replaces. That means even I had enough space sitting behind the driver after adjusting the seat in front for comfort.
Driving impressions
Driving the Clio is as easy as you can possibly imagine driving a car to be. No need to fight the steering, you just point the car at where you want to go with ease and go it will.
The 1,598cc engine manages a decent 110 bhp at a high 6,000 rpm that gets you to where you want to go in a pace suitable for the middle lane on the expressway. Although it does trump its Japanese competitors in the torque department (151 Nm at 4,250 rpm), the Clio loses out to the Jazz, Mazda2 and the Suzuki Sport (120, 113 and 125 bhp respectively).
Pair that power to a basic four-pot and you get a 100 km/h time of roughly 12 seconds, but that shouldn’t have much bearing on your purchase decision should it? Instead a consumption figure for liquid goal of 13.3 km for every litre of it should be what you need to pay attention to.
Again, not as good as the ones from the land of the rising sun, but it’s decent.
Handling of the Clio is, and has always been, pretty much first grade in its segment. The front MacPherson with rectangular lower arm and anti-roll bar setup pair up with the torsion beam with coil springs in the rear to give the Clio enough composure in taking undulating surfaces at speed and taking corners quickly.
Body roll is present but it isn’t as bad as what you might experience with the alternatives (besides the Swift Sport of course).
Should you buy one?
I don’t really know what I should tell you really.
You should if you could possibly stomach the unique look of this fashionable hatchback? Because once you’re past it, everything else about the car you would absolutely love.
Plus as basic you get some goodies you probably won’t find in its competitors like the essential cruise control with speed limiter, rear parking sensor, auto headlamp and windscreen wiper and a foldaway ignition key.
Body roll is present but it isn’t as bad as what you might experience with the alternatives (besides the Swift Sport of course).
Should you buy one?
I don’t really know what I should tell you really.
You should if you could possibly stomach the unique look of this fashionable hatchback? Because once you’re past it, everything else about the car you would absolutely love.
Plus as basic you get some goodies you probably won’t find in its competitors like the essential cruise control with speed limiter, rear parking sensor, auto headlamp and windscreen wiper and a foldaway ignition key.
With that I should remind you that when looking at the Clio, you shouldn’t expect something fast. It’s just a hatch, not a hot hatch. The car’s strictly for cruising and leisure facilitation with a 288 litre boot.
Renaults have been going unaccredited for too long here in Singapore where only a select few know how good their cars really are, with common sentiments being that it’s as good as its Japanese counterparts.
Problem is, no one seems to be giving these ‘untraditional’ brands a chance. Although the Clio is slower and thirstier than the rest, it’s also the most spacious and safest (something Renault betters’ with each car they produce).
So just give this French cutie a chance. Put the traditional brand loyalty aside and experience driving an actual fun hatch.
Renaults have been going unaccredited for too long here in Singapore where only a select few know how good their cars really are, with common sentiments being that it’s as good as its Japanese counterparts.
Problem is, no one seems to be giving these ‘untraditional’ brands a chance. Although the Clio is slower and thirstier than the rest, it’s also the most spacious and safest (something Renault betters’ with each car they produce).
So just give this French cutie a chance. Put the traditional brand loyalty aside and experience driving an actual fun hatch.
Painful. I stuck my finger under the bonnet to lift the catch and in the process got my finger burnt. Surely it had something to do with the fact that the catch lever isn’t as easy to reach as in most makes. But I’m more surprised at how hot it was, and how the long metal wire that held up the bonnet had no rubber-ed section to handle it with. But how long can you stay angry at something that looks this friendly, right?
With all that anger now extinguished, let me introduce to you Renault’s latest cutesy hatch proposition. As you can see from the pictures, it doesn’t look as youthful as it once did, but under that teenage skin lies, I dare say, the best handling car this side of the R-series vehicles that the French brand has been known to make.
But the 1.6-litre powered Clio is up against the stiffest of stiff competitors, mainly in the bulbous form of the Honda Jazz and the other local favourite, Suzuki Swift. Both of which ooze hatch ‘chic’ and practicality like no other.
And there’s some pretty strong backing to why they’ve been selling well here.
Not only are the Japanese alternatives far ‘safer’ looking than the Clio, but a quick glance at the stat sheet pulls figures of efficiency and power and more importantly, the price point, that overshadows the ones on the Clio’s. Not good when buyers in this segment are usually first time car buyers and are looking for an economical, yet roomy ride.
But let’s not jump to any conclusion and talk about the looks of the Clio shall we?
With all that anger now extinguished, let me introduce to you Renault’s latest cutesy hatch proposition. As you can see from the pictures, it doesn’t look as youthful as it once did, but under that teenage skin lies, I dare say, the best handling car this side of the R-series vehicles that the French brand has been known to make.
But the 1.6-litre powered Clio is up against the stiffest of stiff competitors, mainly in the bulbous form of the Honda Jazz and the other local favourite, Suzuki Swift. Both of which ooze hatch ‘chic’ and practicality like no other.
And there’s some pretty strong backing to why they’ve been selling well here.
Not only are the Japanese alternatives far ‘safer’ looking than the Clio, but a quick glance at the stat sheet pulls figures of efficiency and power and more importantly, the price point, that overshadows the ones on the Clio’s. Not good when buyers in this segment are usually first time car buyers and are looking for an economical, yet roomy ride.
But let’s not jump to any conclusion and talk about the looks of the Clio shall we?
Those eager, doe-y eyes that once were the main feature on the Clio in the past have now been stretched and moulded to look a little more tamed and wiser. With those large headlamps taking up a good 30% of the picture frame of the front fascia, the bumper and the lower section of the bonnet have been shaped around it, making for an uninterrupted and smooth affair with no bold creases or sudden angle getting in the way of the front’s exuberant youthfulness that radiates from standstill as with its predecessors.
No more cheeky smiling bumper and twin grill either, instead they’ve been swapped for a no-nonsense bumper and single slim grill that still looks more fun than the Jazz’s but shows the true age of the Clio.
Past those gently flared wheel arches is Renaults signature body-coloured door fixtures that house the side indicator lamps and runs parallel to the rising belt line that cuts right through the door handles and fades to the rear quarters of the car.
From the side, the car’s C-pillar looks like the angled ones off the Renault Megane but has a more rounded edge to it the further to the rear you go.
At the back is where the least of the changes have taken place. The bumper has been totally reworked in design to house two reflectors at the bottom of either side while the tail lamp gets a redesigned cluster, partitioning the reverse and signal light from the brake light very clearly. Then there’s the exhaust pipe that looks like something off a car in the nineties. I can’t sincerely tell you that the brands new Clio looks better than the one it replaces, but it surely looks pretty different.
On the inside
Expectedly, the interior of the new Clio is almost identical to its predecessor. But that’s not really a bad thing once you’ve snuggled into the comfortable white-thread lined leather seats that cradle you almost, and slots you into a good position with the front dimensions of the car in clear view.
The steering wheel is optimally sized and is lightly weighted, lending to an effortless drive one looks forward to in a hatch of this class. Then you’ve got those steering controls that, if you haven’t driven or been in a Renault before, would probably leave you lost in a sea of hidden buttons that are nestled on the right hand side of the steering column.
It’s nothing that you’d be irritated with for long if you do plan on getting a Clio though, as irritating as it may sound initially it’s something that a few orientation drives can’t help solve. Think of it along the lines of switching from a Nokia to a Sony Ericsson; they’re different but you’d be proficient in using either given enough time.
At the back is where the least of the changes have taken place. The bumper has been totally reworked in design to house two reflectors at the bottom of either side while the tail lamp gets a redesigned cluster, partitioning the reverse and signal light from the brake light very clearly. Then there’s the exhaust pipe that looks like something off a car in the nineties. I can’t sincerely tell you that the brands new Clio looks better than the one it replaces, but it surely looks pretty different.
On the inside
Expectedly, the interior of the new Clio is almost identical to its predecessor. But that’s not really a bad thing once you’ve snuggled into the comfortable white-thread lined leather seats that cradle you almost, and slots you into a good position with the front dimensions of the car in clear view.
The steering wheel is optimally sized and is lightly weighted, lending to an effortless drive one looks forward to in a hatch of this class. Then you’ve got those steering controls that, if you haven’t driven or been in a Renault before, would probably leave you lost in a sea of hidden buttons that are nestled on the right hand side of the steering column.
It’s nothing that you’d be irritated with for long if you do plan on getting a Clio though, as irritating as it may sound initially it’s something that a few orientation drives can’t help solve. Think of it along the lines of switching from a Nokia to a Sony Ericsson; they’re different but you’d be proficient in using either given enough time.
Ignoring the right of the steering column, the rest of the dashboard is very clean with dials and buttons being relatively good to the touch and large enough to see clearly from outside the car as well. Comparing it to the layout in the Jazz we tested some time back, I found this layout much less of an eyeful. No confusing buttons or mixed-up positions, the buttons were where they should be and that lends effectively to the clean, simplistic image the Clio has been going for since its inception.
But the most important for any young individual with an active lifestyle or a family is space. And the new Clio confidently ticks that box with a length of 4,027 mm that’s 41 more than the one it replaces. That means even I had enough space sitting behind the driver after adjusting the seat in front for comfort.
Driving impressions
Driving the Clio is as easy as you can possibly imagine driving a car to be. No need to fight the steering, you just point the car at where you want to go with ease and go it will.
The 1,598cc engine manages a decent 110 bhp at a high 6,000 rpm that gets you to where you want to go in a pace suitable for the middle lane on the expressway. Although it does trump its Japanese competitors in the torque department (151 Nm at 4,250 rpm), the Clio loses out to the Jazz, Mazda2 and the Suzuki Sport (120, 113 and 125 bhp respectively).
Pair that power to a basic four-pot and you get a 100 km/h time of roughly 12 seconds, but that shouldn’t have much bearing on your purchase decision should it? Instead a consumption figure for liquid goal of 13.3 km for every litre of it should be what you need to pay attention to.
Again, not as good as the ones from the land of the rising sun, but it’s decent.
But the most important for any young individual with an active lifestyle or a family is space. And the new Clio confidently ticks that box with a length of 4,027 mm that’s 41 more than the one it replaces. That means even I had enough space sitting behind the driver after adjusting the seat in front for comfort.
Driving impressions
Driving the Clio is as easy as you can possibly imagine driving a car to be. No need to fight the steering, you just point the car at where you want to go with ease and go it will.
The 1,598cc engine manages a decent 110 bhp at a high 6,000 rpm that gets you to where you want to go in a pace suitable for the middle lane on the expressway. Although it does trump its Japanese competitors in the torque department (151 Nm at 4,250 rpm), the Clio loses out to the Jazz, Mazda2 and the Suzuki Sport (120, 113 and 125 bhp respectively).
Pair that power to a basic four-pot and you get a 100 km/h time of roughly 12 seconds, but that shouldn’t have much bearing on your purchase decision should it? Instead a consumption figure for liquid goal of 13.3 km for every litre of it should be what you need to pay attention to.
Again, not as good as the ones from the land of the rising sun, but it’s decent.
Handling of the Clio is, and has always been, pretty much first grade in its segment. The front MacPherson with rectangular lower arm and anti-roll bar setup pair up with the torsion beam with coil springs in the rear to give the Clio enough composure in taking undulating surfaces at speed and taking corners quickly.
Body roll is present but it isn’t as bad as what you might experience with the alternatives (besides the Swift Sport of course).
Should you buy one?
I don’t really know what I should tell you really.
You should if you could possibly stomach the unique look of this fashionable hatchback? Because once you’re past it, everything else about the car you would absolutely love.
Plus as basic you get some goodies you probably won’t find in its competitors like the essential cruise control with speed limiter, rear parking sensor, auto headlamp and windscreen wiper and a foldaway ignition key.
Body roll is present but it isn’t as bad as what you might experience with the alternatives (besides the Swift Sport of course).
Should you buy one?
I don’t really know what I should tell you really.
You should if you could possibly stomach the unique look of this fashionable hatchback? Because once you’re past it, everything else about the car you would absolutely love.
Plus as basic you get some goodies you probably won’t find in its competitors like the essential cruise control with speed limiter, rear parking sensor, auto headlamp and windscreen wiper and a foldaway ignition key.
With that I should remind you that when looking at the Clio, you shouldn’t expect something fast. It’s just a hatch, not a hot hatch. The car’s strictly for cruising and leisure facilitation with a 288 litre boot.
Renaults have been going unaccredited for too long here in Singapore where only a select few know how good their cars really are, with common sentiments being that it’s as good as its Japanese counterparts.
Problem is, no one seems to be giving these ‘untraditional’ brands a chance. Although the Clio is slower and thirstier than the rest, it’s also the most spacious and safest (something Renault betters’ with each car they produce).
So just give this French cutie a chance. Put the traditional brand loyalty aside and experience driving an actual fun hatch.
Renaults have been going unaccredited for too long here in Singapore where only a select few know how good their cars really are, with common sentiments being that it’s as good as its Japanese counterparts.
Problem is, no one seems to be giving these ‘untraditional’ brands a chance. Although the Clio is slower and thirstier than the rest, it’s also the most spacious and safest (something Renault betters’ with each car they produce).
So just give this French cutie a chance. Put the traditional brand loyalty aside and experience driving an actual fun hatch.
Car Information
Renault Clio 1.6 (A)
CAT A|Petrol|13.3km/L
Horsepower
82kW (110 bhp)
Torque
151 Nm
Acceleration
12.2sec (0-100km /hr)
This model is no longer being sold by local distributor
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