What is the most popular model in Renault’s history? What has been Europe’s best-selling supermini for the past seven years? The answer is the same—Clio.
Over its thirty years on the market, the model has gone through all sorts of transformations while keeping its compact footprint. Looking at it today, some versions feel almost surreal—I’m talking about the Clio V6 R.S. Yes, a six-cylinder engine in a supermini.
Times are different now. The latest information suggests that the fifth generation, introduced a year ago, won’t get a “hot” version at all. Instead, the French have focused on different qualities to win over customers.
Design
I remember the arrival of the previous Clio in 2012. I remember it because its design was striking for a city car and played a key role in making it Europe’s best-seller in its class.
Renault clearly decided not to take risks with a radical change this time. The new Clio leans more towards evolution. To me, it feels more like a thorough facelift than a completely new model. Still, the updated design language works well in the details. The car certainly doesn’t look outdated, but it also lacks the bold, avant-garde presence of its predecessor at launch—or of the Peugeot 208 today.
From the side, you’ll notice the hidden rear door handles (a solution I personally only truly like on the Alfa Romeo 156) and the pronounced rear arches, emphasised by the deep blue colour of the test car.
And this particular car looks more dynamic than a standard Clio because it’s the top R.S. Line version. It adds numerous sporty details and visually aligns the model with the Renault Sport family.
Overall, the fifth-generation Clio has gained a more mature appearance. But in this segment, I still think a bolder design works better—which is why I remain a fan of the Peugeot 208’s styling.
Interior
Things get interesting inside. The moment I stepped into the Clio, I felt slightly annoyed. The reason? The quality. Not because it’s poor—quite the opposite. I was annoyed because my own Megane R.S., despite being from a higher segment, feels inferior to this smaller but newer Clio.
With this interior, Renault shows serious progress. Many surfaces are soft, everything feels solidly put together, and even the window switches have metallic accents. The infotainment and digital cluster displays offer excellent resolution and brightness. There’s even an optional BOSE sound system. Imagine BOSE in a French supermini ten years ago—or in any supermini at all. Heated steering wheel? It’s here. Honestly, I wouldn’t expect more.
Of course, this applies to the top R.S. Line version.
Back to the standard format—the design itself is pleasant and modern, without being extraordinary. A nice detail is the visual link between the air vents and the red accent line, which adds a fresh touch and reminds me slightly of the layout in the VW Passat.
The large 9.3-inch infotainment screen is an obvious highlight. At times, it made me feel like a taxi driver—only missing incoming ride requests and a football match playing while ignoring half the traffic laws. The standard 7-inch screen in higher trims is perfectly sufficient in my opinion. The system itself works well and is a clear improvement over the old R-Link 2. The screen also resists fingerprints nicely. The only real drawback is the lack of a control joystick, as the screen’s position requires a slight reach.
The sports seats deserve praise—they balance comfort and support well and offer a good range of adjustments. The optional leather upholstery (around €710 in R.S. Line) adds a more premium feel, although the red stitching reminds you this is still a youthful car.
Space in the front is more than adequate, with plenty of storage areas, including a dedicated spot for a smartphone, which can optionally include wireless charging (around €100).
In the rear, things are less comfortable. Even with some creative positioning, my knees were touching the front seatbacks—somewhat expected in a supermini.
On the road
The test car featured the range-topping engine (before the E-Tech hybrid arrived)—a 1.3-litre turbocharged four-cylinder with 130 hp and 240 Nm. It’s paired with a seven-speed dual-clutch gearbox. Acceleration to 100 km/h takes 9 seconds, with a top speed of 200 km/h. Official fuel consumption is between 5.7 and 6.3 l/100 km.
I spent most of my time with the Clio in city traffic, where it feels perfectly suited to Sofia. The secret lies in the suspension and sound insulation. The car absorbs bumps surprisingly well—an important quality on our roads. Combined with its compact size and smooth gearbox (at least under relaxed driving), the result is calm and comfortable behaviour.
A big plus for me is the excellent sound system. It sounds so good that it helps you mentally escape the chaos on our streets. It also masks the engine noise—which isn’t particularly pleasant. Under normal driving it’s barely noticeable, but under hard acceleration it produces a strained sound. The upside is that the noise comes with decent performance.
I also tested the parking assistant. It works well and includes exit assistance, along with a 360-degree camera system. The problem is that activating it takes so long that I could park twice in the same time. Still, it’s great for those who need it.
Fuel consumption in mixed city driving, including some more enthusiastic starts, came to around 7 l/100 km—which is a good result.
For a short trip outside the city, I took the road from Bozhurishte through Pozharevo to Pernik—a pleasant route with nice views and no traffic.
On such roads, the Clio continues to impress. It feels like a car from a higher segment, with refined behaviour, low noise levels, and good overall comfort. The steering is pleasant, though not particularly engaging. Pushing harder reveals a weakness—the gearbox becomes a bit abrupt, which doesn’t quite match the car’s character. If you want more control, you can use the steering wheel paddles, which are well-designed and mounted to the wheel itself.
I can confidently say that if you don’t need the extra space, the Clio is a perfectly viable alternative to a C-segment car—it feels just as mature.
Outside the city, fuel consumption dropped to around 5.8 l/100 km.
Conclusion
Renault clearly took the success of the Clio 4 seriously, because its successor has been the subject of substantial development. I was genuinely surprised by the result—I expected less.
The car impresses with a high-quality interior, numerous well-functioning driver assistance systems, and equipment (optionally) taken from higher segments.
The Clio is an excellent choice for those who want compact dimensions combined with a high level of comfort. Prices start at around €12,800 for the base Life version, but the more sensible choice is the Zen trim (+€700). The tested R.S. Line starts at around €16,900, but with the larger engine and additional equipment, you’ll be looking at roughly €22,500.
Eng. Tsvetan Iliev
