The Clio was introduced at the Paris Motor Show in the
autumn of 1990 and began sales in France soon after, although
sales in the rest of Europe did not begin until March 1991.
The Clio largely replaced the Renault
5 (which continued to be built until 1996 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.
During
1991 a 1.8 L 16-valve engine producing 137 hp (also first
seen in the R19) capable of propelling the car to 125 mph
was introduced to the Clio engine range. This was simply
called 'Clio 16v'. As well as having better performance
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, but with the addition of a 110 hp 1.8 L 8-valve engine,
side skirts and disc brakes on all wheels. This was badged
as the 'RSi'.
The Clio was voted 1991 European Car of the Year, and the
Clio immediately became one of Europe's best-selling cars.
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'.
Clio Williams
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 more than 148
mph, 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'.
Respected motoring journalists consistently rate the Williams
as one of the very best 'hot hatches' ever made, regardless
of era. Other differences with the Williams 3 had to the
other models where it has 7" wide wheels instead of
6.5" and ABS is standard equipment.
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. Also the Clio Williams has a
slightly different exhaust system and suspension system
to the rest of the clio range, though it does use the same
body panels as the Clio 16v (including the plastic front
arches).
Phase II
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.
Phase III
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.
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. 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 gasoline 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 gasoline
engines were upgraded to more powerful and more economical
16-valve versions.
In 1999, Renault launched the 172 hp 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. 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.
Phase II
A facelift of the Clio II occurred in the spring of 2001
which saw the exterior restyled, the interior quality improved
and a 1.5 L direct-injection diesel engine added.
The Renault Sport (formerly Alpine) factory in Dieppe
got it's hands on the latest model and so the Clio II
Phase I Renault Sport Clio 172 was facelifted inside and
out and some modifications made to the engine, including
a change to fly by wire from cable throttle, producing
the Clio II Phase II Renault Sport Clio 172. A lightened
more focused version was also added to the range, known
as the Renault Sport Clio 172 Cup. 172 Cups were produced
in 2 colours, mainly Mondial Blue (similar to Arctic Blue
as used on the later 182) and a smaller number of Iceburg
Silver cups, all have silver 16" Speedline Turini
alloys as standard. The Cup benefited from lower, stiffer
suspension, massive weight reduction (80kg!) which was
achieved with thinner glass, spare wheel removal, removal
of air conditioning and thus use of a smaller alternator.
The 172 cup also has no ABS or traction control making
it what many deem to be the most hardcore of the Renault
Sport Clio range.
The Renault Sport Clio 172's replacement was announced
in late 2003 in the guise of the Renault Sport Clio 182
- featuring several discrete changes such as stiffer suspension,
wider track, a slightly longer wheelbase, and the not
so subtle twin centre exit exhausts. The exhaust manifold,
catalytic converter and exhausts themselves providing
the main power increase to 182ps (approx 179HP) compared
to the previous 172 (169HP).
From its introduction the 182 had cup pack options - the
cup suspension pack being recognisable by the Anthracite
wheels where those without cup suspension have silver
wheels - the cup suspension is slightly stiffer and the
hubs are stronger than those on the 182 without cup suspension
(which uses 172 hubs albeit with the wider track associated
with the 182. The cup spoiler pack feature a splitter
under the front bumper and an enlarged boot spoiler, as
previously fitted on the 172 cup.
The Clio 182 Cup came about in 2005 with less bells and
whistles than the 182 (yet featuring both cup packs as
standard) and hence a lower price tag - only available
in Racing Blue (with or without Gordini tribute stripes)
and Inferno Red (Orange!).
The special edition Renault Sport Clio 182 Trophy, recognisable
by it's Capsicum Red paint and anthracite coloured Speedline
Turini alloy wheels, came about after the 182 Cup. The
Trophy has been heralded as one of the best hot hatches
of all time and won 'Evo' magazine's People's Performance
Car of The Year, 2005, beating rivals such as the Lamborghini
Gallardo and other exotica in the process. Only 500 were
made for the UK (and 50 for Switzerland). The main difference
between the Trophy and the normal 182 Cup is the Sachs
race-engineered suspension that affords the Trophy handling
unparalleled in its market, designed specifically for
the UK's demanding Car Enthusiast market, specifically
to suit UK A and B roads.
Renault also produced the Clio II Phase II V6, which looks
like it is on steroids compared to the 182. The Clio II
Phase II V6 is a mid engined, rear wheel drive, 255bhp
24v 3.0 litre baby supercar, it is quite a spectacle.
Featuring a manufacturers stated: 0 - 62.5 speed of 5.6sec
and a top speed of 153mph.
Renault
decided to continue selling the Clio II until 2008; the
Clio II is sold alongside with the Clio III; but with
a smaller price and known as the Clio Campus. In 2006
this model was facelifted with a restyled front and rear.
The number plate moves from boot (or trunk) to bumper.
Other Clio models
The Clio has been sold as the Renault Lutecia 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
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 (4 door hatchback)
and the Nissan Platina (4 door sedan) are marketed in Mexico,
each by their respective manufacturer.
Clio Symbol/Clio Sedan/Thalia
(2001-2005)
In 2001 Renault launched the sedan version of the Clio II,
named Clio Symbol (Turkey, Romania and Bulgaria), Thalia
(the rest of Eastern Europe) 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 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.
Hi-Flex
Renault exhibited a Hi-Flex Clio 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).
Clio III (2005-present)
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 heavier as well as more expensive than the Clio
II, the result of a decision to move the Clio slightly 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 until
the launch of the new Renault Twingo (expected 2007). 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 - which all have the
maximum safety rating. Sales of the 3-door model begun throughout
Europe in October 2005, with a 5-door model to follow in
early 2006. It was voted European Car of the Year 2006.
In
June 2006 the sales of the third generation Clio Renault
Sport started in France for the price of 23000 euros. Clio
Renault Sport is equipped with a new naturally aspirated
16-valve 2 liter engine based on the earlier version used
in the second generation Clio Renault Sport and a 6-speed
gearbox. The engine develops 145 kW (197 hp) at 7250 rpm.
The top speed is 215 km/h and 0-100 km/h takes 6.9 seconds.
