Renault Clio Hatchback (2023 - ) review

Renault wanted to launch this revised Clio exclusively as a hybrid as part of its path to electrification but, while it will be cheaper to run in fuel terms, it costs more to buy. So, for now, you’ll also have the option of a more affordable TCe branded petrol as well, which could be a good bet given it’s actually not that far off in fuel consumption terms. If you want to save even more money you can have the same engine in the closely related Dacia Sandero, leaving the hybrid Clio to stand apart as something more sophisticated and refined. The system can’t be plugged in so doesn’t score the low CO2 and associated tax benefits for company drivers but that makes it very easy to live with, and the electrification is especially effective if you do a lot of town miles in stop-start traffic. There’s still no full electric option as there is with the Peugeot e-208 or Vauxhall Corsa-e but Renault’s solution is better suited for city drivers who may not have the off-street parking to charge an EV or plug-in hybrid. And if you want a fully electric Renault there is, of course, the Zoe.

Renault has certainly turned itself around after a period when its cars had a reputation for electrical wobbles and poor reliability, and like fellow French brands Peugeot and Citroen now scores well for dependability in popular owner satisfaction surveys. Given this revised Clio is based on proven technology from the existing car we see no reason for that to change.

Renault has a strong track record for safety and, indeed, the extra kit you get over the related Dacia Sandero is one reason for spending a bit more for the Clio. As standard you get automatic emergency braking with pedestrian and cyclist detection, the nifty distance warning that turns from green to red if you’re not leaving enough room to the car ahead, rear parking sensors and lane departure warning. Credit to the steering tweaking assistance as well – it’s usually the first thing we turn off but in the Clio’s case it was unobtrusive enough to leave in place. Worth noting that if you want all the kit – adaptive cruise control, blind spot warnings and alerts if you’re backing out into unseen traffic – you need to opt for the top Esprit Alpine trim level.

We ran the previous version of the Clio hybrid on which this one is based for six months and 5,000 miles and were genuinely impressed with its combination of small car practicality and big car refinement. True, driver and front-seat passenger sit quite close together but in terms of long-distance refinement the Clio is genuinely impressive, especially with the hybrid powertrain, and you’ll be as happy on the motorway as you will be buzzing about the city. If perhaps not quite as sharp to drive as a Fiesta the Clio strikes a neat balance between feeling agile and fun to drive but still comfortable and composed on all types of roads. Which is no mean feat. In space terms it’s about as you’d expect for a car of this size, with reasonable head- and legroom in the back and a decent boot, even if there’s a bit of a lip to heave your shopping over.

The Clio’s new look definitely makes it appear more assertive and premium, especially in the top-of-the-line Esprit Alpine trim level. It’s perhaps stretching the brand association with Renault’s performance partner a little given there’s no extra power but we’ll let that slip for the sharper looks and nice-to-haves like contrast stitching, new fabric-topped dashboard with an embroidered French flag and the big, vertically oriented central touch-screen. This now gets wireless mirroring for both Apple and Android phones so you can use your apps on the move, and a charging mat meaning you can ditch the leads entirely. There’s also a new fully digital instrument display, which looks neat, if perhaps not quite as fancy as Peugeot’s signature 3D effect system in the 208. More basic versions keep the smaller central screen and dials but all have built-in navigation, LED headlights and other ‘big car’ tech for a sophisticated spin on the supermini formula.

Given Renault is keen to focus on the hybrid we didn’t get to drive the petrol-only TCe 90 version, but experience shows this three-cylinder turbo engine is a strong and frugal performer so remains a solid choice. It’s perhaps not as refined as the hybrid, and definitely not as powerful given electrification offers a combined 140 horsepower and a decisive motor-assisted boost that feels more like an electric car off the line. This works to the Clio’s advantage in city driving when you need the confidence to nip into gaps in traffic and get moving as soon as the lights turn green, while also giving it the pace to keep up in cut and thrust motorway driving. The more technically inclined can take geeky delight in the F1-inspired automatic gearbox linking the petrol engine and two electric motors (the concept was actually tested using Technic Lego!) but most drivers will prefer the simplicity of selecting ‘D’ and leaving it to its own devices, the ‘B’ mode meaning more engine braking to charge the battery in stop-start traffic. We prefer its more decisive character to the slipping clutch sensation that characterises Toyota’s hybrid system in the Yaris you may also be considering.