Quick verdict

While the Clio can’t make any great claims about electric motoring, it still has a lot of the small car personality that the Clio has always been known for, while knocking down emissions with its clever hybrid system. There aren’t a lot of small hybrid hatches on the road and the premium you’re asked to pay is pretty small over the equivalent petrol, making for a winning formula.
Read full verdict


  • Good interior
  • Great display and in-car tech
  • Clever hybrid system
  • Good handling
  • Fun to drive in Sport mode

  • Rear seat leg room is limited
  • The battery is too small to drive any meaningful distance emission free

The Clio burst onto the scene in 1990 and in the course of recent years has proceeded to be outstanding amongst other selling vehicles in Europe. That is still valid for 2020, where has kept on being the top of the line vehicle in its group through the early aspect of the year.

That is currently less to do with Nicole and Papa and more to do with the fifth-age overhaul that showed up in late 2019, that now, in this structure, gets its full cross breed makeover. It’s actually minimal, it’s as yet coy, however in obvious 2020 style, it’s currently somewhat greener.

Re-planned from the beginning

The Renault Clio is all-new, yet that doesn’t imply that it’s totally unique. At the point when you see this little incubate coming into the great beyond, you’ll realize that it’s the Renault Clio. It’s a gorgeous vehicle as well, the large changes being an upgrade about the lighting to fit in with the remainder of the Renault family.

It looks proportional and it is, however it is anything but an immense change from Clio IV, the past variant. What the “all new” part truly alludes to is the stage it’s perched on. For the nerds, that is CMF-B, the measured stage imparted to Nissan under vehicles like the Nissan Juke.

For what reason is this exhausting talk applicable? Since moving to this stage was intended to make the way for vehicles like this E-Tech Hybrid. It’s tied in with having the option to productively bundle in an electric engine and battery without cutting into the inside space and crushing the vehicle.

Considering that, the “all new” message bodes well for this rendition of the vehicle than it accomplished for the ignition (ICE) forms that are as of now out and about. The engine sits behind the motor – in truth there’s two engines, yet more on that later – while the battery sits over the back pivot. Truly, that is extraordinary for weight conveyance.

You’re left with a boot that is truly decent at 300-liters – and the back seats actually overlap equivalent to they do in the ICE rendition. The greatest analysis we’d have is that there’s a powerful lip to get into the boot, so in case you’re lifting in something weighty, it will be more of a battle.


It’s about the inside update

Moving inside, the Renault Clio helps quality with milder touch materials. It’s a more pleasant lodge than past Clios, however there’s one thing to note for those keen on the E-Tech Hybrid: it is beginning at S Edition trim at first (with a decent Launch Edition form as well), and those needing the less expensive Play or Iconic trim should pause.

The form we drove was French spec, left-hand drive, yet proportionate to the S Edition in the UK. There are a few sections we truly like about the lodge, similar to the surfaces and materials that Renault has picked at this level. There’s a pleasant contrasty white finished delicate touch board stumbling into the scramble envisioned here. We don’t have a clue whether that is going to the UK, yet we like it. Keeping it clean may be another issue.

The seats are agreeable, and keeping in mind that they aren’t calfskin at this level, they are pleasantly etched to keep you sitting set up while shooting round corners, something the Clio is quite capable at.

The back seats don’t get the advantage of so much space. That is normal for a supermini and if your front seats aren’t excessively far back it’s agreeable enough, with abundant headroom in any event, for a grown-up more than 6 foot. Slide those front seats back a little and knee space is the genuine issue, yet in case you’re pressing a few tweens into the back they ought to be fine.

Perceivability is commonly incredible, with a lot of modification in the seat to surrender you a sit and ask see or to slump a little lower – it’s just actually the wide C column (where the secondary passage meets the boot) that can impede those looks into the vulnerable side, however it’s truly not an enormous issue.

In general, it’s a decent inside. There are prevalent materials in vehicles like the Audi A1, however there’s an invigorating feeling of takeoff from the A1 and Polo, giving the Clio somewhat more character.


A convincing tech story

The incredible thing about S Edition trim is the large focal presentation, fundamentally the same as the showcase you’ll discover in the Renault Zoe, and running a similar infotainment framework which in truth is in reality awesome.

It estimates 9.3-inches, sitting in picture like an iPad tied to the front of the vehicle. Practically all that happens through touch, yet Renault has held physical catches for some key choices. One of these is the EV catch to connect with electric mode, the other is the MySense catch to enter the driving modes.

The satnav is controlled by Google search and coordinates TomTom traffic, while there are USB associations meaning you can have Android Auto or Apple CarPlay through Renault’s Easy-Link framework. Anyway we like Renault’s default satnav framework: as we said of the Zoe, it offers clear directions and the big screen makes it truly simple to look and go.

We likewise got an opportunity to test the Bose sound framework, which is a £350 alternative, kitting out the vehicle with nine speakers. That gives a decent appearing for itself and the Bose badging is practically worth the value itself for the individuals who like to turn the music up.

The driver gets a 10-inch advanced presentation, the focal point of which is customisable, with the left edge being the battery measure and the correct edge being the fuel check. That gives the battery a considerable amount of show space thinking about that it’s just truly useful for 2.5 miles of electric driving. Better believe it, more on that in a piece as well.

That likewise prompts an inclination that the Clio E-Tech Hybrid is somewhat more EV feeling than is really is, with the driver show permitting customisation to show the progression of vitality through the battery. Actually, you’re driving under the intensity of the motor for more often than not, however it’s a great update that this vehicle is a little cleaner than its ignition kin.

There’s some customisation of the showcase, with two portions letting you pick the subtleties you can see through controlling wheel controls, while the fundamental, single, focal dial can be tweaked inside the MySense controls on the big screen. That additionally permits you to change the attributes of the distinctive driving modes, which we’ll proceed onward to now.


Out and about

Before we talk about the half and half arrangement, we should discuss MySense. This will give you three distinct alternatives – MySense, Sport and Eco. The names generally clarify what they offer, with MySense be the default “auto” mode, yet as we’ve quite recently stated, you can tweak some little components, the most noteworthy of which (to us) is the directing weight.

The guiding is light and somewhat indistinguishable as standard, yet transforming it to Sport controlling causes the entire thing to feel more responsive and immediate, prompting a considerably more good driving experience

What’s more, Sport truly is the driving mode that makes this vehicle wake up. It hones the choke, it clings to gears longer to fire up higher and it can likewise utilize the motor to siphon vitality once again into the battery. Truly, it’s a rankling incongruity, on the grounds that the entire point of the E-Tech Hybrid is to offer greener motoring, yet this Clio feels like it needs to drive in Sport and toss the greater part of those advantages out of the window.

That implies the Clio’s character. As the individuals who have looked into the ICE form of this vehicle will have collected, it’s nippy, such a vehicle that needs to be driven down impeccable winding nation streets. More tight suspension implies there’s little body roll, while the expanded force – 140HP – in the Hybrid methods it has somewhat more clout to it as well. It’s amusing to drive in Sport mode.

In any case, it’s truly about the keen innovation sitting underneath. It’s a similar framework as you’ll discover in the new Renault Captur with a 1.6-liter regularly suctioned motor matched with a programmed clutchless canine gearbox and pair of engines.

The principle engine can be driven by the 1.2kWh battery and will give you 2.5 miles of emanation free motoring. That is very little and it’s just accessible at up to 37mph. The charge originates from recovery (from that primary engine) or from the motor functioning as a generator to revive the battery.

The subsequent engine works in help, it handles startup, while likewise having a settling function in the Renault’s clutchless gearbox. It’s there to make things smoother as you progress from the fundamental engine to the motor, etc – and all in all it is a smooth encounter, conveying the force how and when you anticipate it.

The entire point is of half and halves is to decrease outflows and squander and that is the thing that the Clio here offers, as you can return charge to the battery on slowing down or lift-off and afterward utilize a portion of that charge to control that engine as opposed to everything originating from the motor. It’s a cross breed in the conventional sense, so there’s no alternative to connect and no desire around such a long range electric motoring. Renault’s figures propose you’ll get around 64.2mpg with outflows at 98g/km and that is really near other little half breeds like the Toyota Yaris, while bettering ICE forms of the Clio.

With respect to execution, the 0-62mph season of 9.9 seconds won’t break any records, yet the arrangement is responsive enough. There may be a few times when it seems like you’re holding on to switch up to get a greater explosion of speed from another apparatus and with no manual command over outfitting, you simply need to let the vehicle do its thing.

You get both a D and B driving alternative, the B here being more centered around recovery and boosting that impact when you lift off. That empowers one-pedal heading to a certain extent (despite the fact that it won’t come to finish end) and in the event that you’re hoping to amplify the half breed impact, at that point driving in B in stop start conditions and adhering to the Eco mode will make for the most proficient outcome by and large.



There are anything but a colossal number of crossover hatches out and about, with many crashing into bigger fragments and that adds to the Clio’s allure. It’s an effective equation that will profit the individuals who wind up doing a sensible measure of stop-begin driving. There’s an expense as well, and that cost at the hour of composing is simply under a £1000 premium for taking the E-Tech Hybrid over the TCe 130 on a similar trim, not a restrictive distinction when it’s all said and done.

What the Hybrid offers is somewhat greener qualifications in a vehicle that is commonly generally excellent and that will settle on it a marginally simpler choice for those hoping to purchase at this level. The E-Tech Hybrid can likewise be quiet and exhausting to drive on the off chance that you need it to be – and that mixture allure ought to likewise suit the individuals who need effectiveness around driving and something somewhat more fascinating when the streets open up.

For us it’s an incredible mix, and keeping in mind that the Clio can’t make any extraordinary cases about electric motoring, it actually has a ton of a the little vehicle character that the Clio has consistently been known for, enveloped with an incredible bundle.

It is, we feel, what Nicole would have needed.