What is it?
Disregard the familiar visual cues: the fifth-generation Renault Clio is very much new, right down to its unseen – and never-before-seen – platform.
Every panel is new, and even though the window apertures are identical to the old Clio, the windows themselves are new, too. The body-in-white is new and 22kg lighter than before; the subframes are most definitely new; the suspension is similar to before but very much new; and the engines are largely new. Headrests, gearstick, steering wheel? New.
This all-round newness is in contrast to the Clio’s in-house status as ‘grandmother’ car, as chief engineer Gilles Mulato puts it. That means it pioneers entire substems for the Renault and will donate them to other models, not least in the form of that modular CMF-B platform.
We’ll come back to that in a moment, but rarely is it far from the limelight. The latest incarnation of Europe’s best-selling small car (Volkswagen Polo second, Ford Fiesta third, though it’s a different story outside Europe) is physically smaller than before but more capacious – useful developments both. We’re told it is also ready for hybrid powertrains, hosts a class-leading array of driver-assistance systems, and we can surmise Renault’s primary aim is to finally plant the Clio into the vacant but narrow fissure between the Fiesta’s dynamic abilities and the refinement of the Polo, which would make it the Goldilocks supermini. All of this is intrinsically linked to the new platform, though Renault, by its own admission has also had ground to make up from the fourth-generation Clio in terms of both performance and interior finish, which aren’t so chassis-depedendent. It seems there’s plenty to talk about.