Renault Reviews

It has taken a long time for Renault to join the four-wheel-drive club. There is no real reason for the delay, when you remember that it was Frenchman Thierry Sabine who created the famous Paris-Dakar off-road rally 30 years ago to spark a new European boom in 4WDs.Sabine is gone now, but Renault revived plenty of memories when it chose Morocco — always on the classic Paris-Dakar route — to preview its Koleos.The Koleos, named after a European butterfly, is far from a typically aggressive Dakar rally vehicle, even though it trumps the earlier Renault Scenic RX4 with genuine off-road capability.It comes thanks to Nissan. The Koleos gets the all-mode 4x4-i running gear from the latest X-Trail, even if it is tailored more for young urbanites with a sense of weekend adventure than intrepid transcontinental explorers.Renault admits it has been slow to join the 4WD movement, but plans to catch up fast.“We were a bit slow. It's a cultural thing: the French don't have much of a need for an SUV,” Renault's Christophe Deville says.“But now we want to be in this SUV segment because it is progressing,” he says.Based on the Nissan X-Trail and the first product of the alliance between the French and Japanese carmakers, Koleos is being built in South Korea by Renault Samsung Motors.Renault Australia senior communications manager Craig Smith says South Korean manufacture means pricing will be keen — starting at $30,000 and ranging up to the low $40,000 — when the Koleos arrives in Australia in September.There will be three trim levels, with 4x4 and 4x2 petrol models and a diesel 4x4, with a 4x2 diesel to come within six months of launch.Transmission options range from a six-speed automatic to a six-speed manual and continually-variable transmission.ON THE ROADQuite opposite to the boxy X-Trail, the 4.5m Koleos is elegant with a swooping roofline and rising waistline. The only hint of aggression is in the front and rear skid plates.The cabin is stylish and modern, with an attractive wave-design dashboard.Luxury features include a seven-speaker Bose system with subwoofer, cruise control with speed limiter, electronic handbrake, optional panoramic sunroof (about $2500), trip computer and a start/stop button.“It certainly won't be a spartan model,” Renault Australia senior communications manager Craig Smith says, even if Bluetooth and satellite navigation will not be available and iPod connectivity is only an option.Some interesting features are a chilled glovebox, a horizontally split rear tailgate with a 200kg limit on the lowered door, and automatically folding rear seats at the push of a latch by the tailgate.Other features are B pillar air vents with airconditioning fan controls in the rear and aircraft-style trays on the backs of the front seats.The 2.0-litre diesel engine will come in 110kW/320Nm and 127kW/360Nm. Renault claims fuel economy of 7.2 litres for 100km for the lower output model with CO2 emissions of 191g/km in the 4x2 six-speed manual.The diesel engine features in other Renaults and will be available in the X-Trail in Australia from July.The 2.5-litre petrol engine has 126kW at 6000 revs and 226Nm at 4400 revs, with thirsty fuel consumption ranging from 9.3 to 9.9 litres for 100km depending on transmission and drive, with emissions from 223-230g/km.Koleos is the first Renault with 4WD from launch. The all-mode 4x4-i drive system developed by Nissan for the new X-Trail can be operated in 2WD, auto and 4WD modes with a switch.In auto mode, it runs in front-wheel-drive until sensors detect slip. The electronic coupler then diverts a maximum of 50 per cent of torque to the rear.It takes into account wheel speed, yaw, forward and sideways acceleration, steering wheel angle and accelerator pedal position.Renault claims torque is split fast enough in most conditions to avoid intervention by stability control.From standstill, torque is evenly split for the first 50m for better launch grip and the Koleos also has an automatic hill-start assist.Safety gear runs from electronic stability control to anti-skid brakes and six airbags with curtain airbags that extend to the second row.The Koleos will be the second Renault in Australia with a three-year 150,000km warranty after the launch in July of the Laguna diesel hatch.Smith says Renault Australia plans to sell 100 to 150 a month, making it the biggest-selling model, topping the Megane sedan at 70-80.“We have 25 per cent of the market segments covered, but with Koleos that will lift to about 40 per cent,” Smith says.

The hot diesel arrives in Australia in October and will cost about $40,000. It blows most of the small-car oil-burners out of the water in power and torque and marginally tops the current benchmark, the Golf GT TDI ($39,990).ENGINE AND ECONOMYThe engine is the same as in the Laguna, new Koleos SUV and Trafic van, but with improved engine mapping, earlier turbo boost and mated to a more aggressive six-speed manual. The five-door Megane pumps out 127kW of power and 360Nm of torque, compared with the Golf's 125kW/350Nm.Meanwhile, RenaultSport claims it sips fuel at just 6.5 litres per 100km, against Golf's 6.6, proving you can have your gateaux and eat it too.While its power may be down on the turbo model's 165kW, it more than makes up for it with a huge dollop of peak torque from just 2000rpm. ON THE ROADThat makes it fun to drive; not just off the mark but heading towards the 5000rpm limit. Its acceleration and feeling of power is more akin to a petrol car than a diesel. And the 2.0-litre turbo diesel engine is very quiet, only giving away the hint of clatter at idle. There's also a tasty exhaust note that resembles a bigger petrol car.Brakes are big and Brembo, so there is plenty of stopping power on board. On a short blast through the Parisienne countryside, the little diesel displayed predictable driving manners and despite all that low-down torque and heavy diesel engine there was minimal misbehaviour such as wicked torque steer or massive understeer. Indeed, turn-in is very good, although the electronic steering is somewhat numb.CHASSIS RenaultSport has fitted the engine to the chassis originally developed for Megane Renault Sport 2.0 Turbo. It features independent steering-axis front suspension and a 20mm-diameter anti-roll bar, but RenaultSport has stiffened the front springs and damper settings to cope with the extra 80kg weight of the diesel engine and gearbox.The rear suspension is based on a programmed-deflection flexible beam with torsional stiffness of 80Nm which is equivalent to the Cup chassis version of Megane Renault Sport 2.0T.TRIM LEVELRenault Australia senior communications manager Craig Smith says trim level will be similar to the current three-door model with leather upholstery as an option.Inside and out there are several RenaultSport plates, badges and seat stitching, but it doesn't look like a tacky “boy racer”. However, missing from the badges is the word “diesel”.“We did not want to put a diesel badge on the back,” Smith says. “The 2.0-litre diesel is the main stay of our range. This diesel shows what it is capable of.”It certainly is a more attractive car than the standard Megane, the dual pipes and big rear diffuser shaving some vital kilos off the notoriously fat bottom.And with safety features the same as those on all Meganes which scored five stars in EuroNCAP crash tests, it makes good sense. Smith says they're expecting to sell about 70-100 a year. 

Diesel will power Renault sales within two years, with the company conservatively estimating that 30 per cent of its passenger sales will be dCi models.In reality, that figure's more likely to be half, which is why Renault views the new 1.9-litre Scenic diesel as a key car to build recognition of the dCi range, even though the people mover is projected to sell at only 15-20 vehicles a month.Renault already sells the Megane and Laguna diesels here but sees the need - sooner rather than later - to offer an oil burner in every segment.For a company that sold a mere 2897 passenger cars in Australia last year, the Scenic fills a small but crucial niche.Renault managing director Rudi Koenig concedes the diesel will take sales off the petrol models, but says it's what customers want.“We're seeing customers who go overseas, and often end up renting a Scenic diesel, coming back and asking for the diesel model here,” Mr Koenig says.“It's fair to say we've lost some sales because we haven't had the diesel.”The dCi stacks up well against the two-litre Scenic petrol models, with 96kW of power and 250Nm of torque compared with 98kW/191Nm.While performance is comparable, the diesel has a much more moderate thirst, downing 7.1 litres of fuel every 100km to the petrol's 8.6 litres/100km, with an equal drop in exhaust emissions.In a car park filled with soft-roaders and crossover wagons, the Scenic stands out as a car-based people mover - and for that prominent rear end.Like the engine, the styling is lifted from the Megane hatch and Mr Koenig says it's slowly gaining acceptance with buyers.“The Megane was ahead of its time when it was introduced but now other companies have followed that (bulging rear-end) trend and it's become accepted,” he says.“The Scenic for me is a real disappointment . . . it is a very good product that hasn't found it's place in this market.”Mr Koenig concedes the Scenic's compact external dimensions can work against the car, with families not putting it on the shopping list because they don't realise how much interior space is available. “It's a genuine five or seven-seat people mover that doesn't have the weight penalty of a four-wheel drive, but still has the same hip-point access to easily load and unload kids and prams,” he says.The diesel model is only available with five seats and as a four-speed auto. It is priced at $37,990.And there aren't many options you'll need to tick - the standard kit includes electronic stability control, brake force distribution and curtain airbags.Under typical acceleration it's a quiet and smooth-driving unit, with enough mid-range urge to make urban-speed overtaking a breeze. Heavy use of the right foot will produce a muted drone as the engine holds second gear until you've built up to cruising speed, but the noise of the kids is likely to drown that out anyway.The handling is reassuringly benign - this is a vehicle you'll be carrying the little treasures in, after all - with the stability control intervening at the first loss of front-end grip.Visibility is another strong suit, with the Scenic easy to park and reverse. There's enough storage under the seats and in the doors to stash the toys, pens and books required to amuse the family, and the rear seats will slide back for more legroom should you have extra adults to transport. 

Made worse if your car rarely gets up to proper operating temperature.Those tough 'real-world' conditions can quickly reveal a car's weaknesses and strengths, especially if you throw some suburban hills into the equation.So any car which returns less than 8 litres per 100km in city traffic grabs my attention, particularly with fuel prices again heading in the wrong direction.I'm not talking about a pint-size car or one with a small engine for which you would expect fuel consumption to be reasonable.What we are looking at is a mid-size, solidly built European import in Renault's Megane, except this one is a diesel.After a week of trips to the supermarket, the nursery, the hardware store and commuting to work, the typical duties expected of a family car; the Megane's onboard computer dipped to 7.5 litres per 100km. To put that in cash terms, it's less than $20 for a week's running. Throw in some country travel and the average fuel consumption level would be even better.Now, the Megane is not the most fuel-efficient car in the market but it gives a good indication of how affordable a diesel can be without having to sacrifice any luxuries, performance or handling.How muchPetrol-engined Megane prices start at $24,990 after Renault shaved up to $3500 across the model range in April. The diesel arrived in August, with the base Expression priced from $27,990 (manual); the higher-spec diesel Privilege version costs $35,990 (auto only). That's value-for-money buying.What you getYou may remember the corny TV ads from Renault showing an executive being chauffeured in the Megane. Then the suit made the driver stop so he could take over the wheel because driving the Megane is so much fun. Hmmmm.It isn't a limo, by a long stretch, but it does have some good prestige features. At the Privilege level you get leather upholstery, cruise control with a handy speed limiter, rear parking sensors, auto switch-on headlights, air conditioning and an average quality six-stack audio system and fog lamps. That's a better kit than some cars that cost substantially more.There's also a lot of clever user-friendly storage bins, which the Europeans are good at, as well as sun shades, which pull up from inside the rear doors and a glove box, which can be chilled from the air conditioning system.Another bit of clever design is the flap to the fuel inlet which incorporates the fuel cap . . . so you don't get your hands dirty. Flip the flap and the cap opens with the door. Neat.There are weird design features, such as a U-shaped handbrake lever which, although looking odd works well, especially if you don't have much strength in your wrist.This car comes with one of those flat, plastic keyless keys (think of an oversized credit card) that you slot into a hole in the dash and then push a starter button. It's all rather complicated when turning a conventional key does the same thing, although this plastic card will fit in your wallet or purse.Safety features Previous Meganes have a five-star rating and there is no reason this one won't be a star performer as well. There's plenty of standard fare with six air bags, electronic stability control, anti-lock brakes, seat belts with pretensioners and load limiters plus rain-sensing wipers.DesignThe boot is enormous for a car this size. The styling is pleasant but not exactly head-turning and the cabin takes a little time to feel at home with, although it works a treat: there's plenty of leg and head room, good vision and the layout of controls, once you get to know where they are, works well.Under the bonnet Power comes from a 1.9-litre, four-cylinder direct turbo diesel. Power is a modest 96kW at 4000rpm, although a hefty 300Nm of torque makes up for it, peaking at 2000rpm; but there's a catch.You can take your pick from a six-speed manual or four-speed auto, which will be the popular choice. However, the auto box robs it of torque (down to 260Nm), so if you want the added performance of the manual you have to drop down to the Expression level of specification. The Privilege comes as an auto only in this country, which is a pity.Acceleration isn't brilliant but remember this is a diesel. Zero to 100km/h is a leisurely 9.1 seconds.On the roadIn a word, it's classy. Once you get used to the diesel's idiosyncrasies this mid-sized sedan provides quite a rewarding and surprisingly comfortable, stable drive but don't think of it as a sporty car. It isn't.It can be described as sprightly thanks to its oodles of torque from low down in the rev range.How thirstyAn impressive 7.5L/100km, city driving. Renault's official figure is 6.8L/100km for the auto.ImpressionsYes, the Megane is quirky; the French go about designing their cars like no one else; and yes, when I first got in I found it uninspiring with little in the way of “wow” factor. However, the Megane is a car that grows on you.It takes time to become familiar with its controls and the way it works. By the end of the week familiarity had taken over. I loved it. 

Clio is well built, reliable and so much more pleasant to drive than a Japanese car, particularly if you're an enthusiast.The first Clio model to come here (in May 2001) was the Renault Sport hot hatch, which combined a big 2.0-litre engine with light weight, big brakes and firm suspension. The more affordable models followed in December that year. They were five-door hatchbacks and sold pretty well.The back seat of the Clio is larger than average for its class and can cope with two adults; if the front seats aren't set all the way back.Entry, by way of the front doors in the three-door models, is less awkward than in many similar cars, thanks to clever design. But the five-door cars are still preferable if you are looking for a small family car.Ride comfort is very good for a car in this class. Handling is sharp and pleasant, even in the standard models, and simply superb in the Sport.Under the bonnetAs well as the hot 2.0-litre engine already mentioned in the Sport, the Clio is also offered with a 1.4 or a 1.6-litre power plant. Those units have enough power for most people.Power is to the front wheels only and is delivered by way of a slick-shifting five-speed manual gearbox or a four-speed automatic. Somewhat oddly to the Australian way of thinking, the auto option is offered only with the 1.4-litre engine.We have heard of no real problems in getting hold of spare parts. They are slightly more expensive than similar bits for Asian cars, but not outrageously so.Insurance on all but the Sport Clio is a little more expensive than average, but some companies will really slug you for the Sport version. When shopping around, check on what's covered and what's not before settling for a lower price.Several models were discontinued in 2006 and none are presently being imported as a new car, though there are still stocks of new Clios in most Renault dealerships. The third-generation Renault Clio has been shown in Europe, but isn't expected in Australia until the first half of 2008.Problem areasThough the Renault Clio lacks Japanese quality control and while the body is generally built to a decent standard, there have been a few rough edges in the cars we have inspected to date.In particular, check the interior carefully to make sure everything fits correctly. During your test drive, find a decent stretch of rough road and listen for any squeaks or rattles in the cabin.Not many engines have done a lot of work at this stage, so one that doesn't start easily and idle smoothly should be treated with a lot of suspicion. Similarly, if the gearbox doesn't work close to perfectly, there could be troubles.Quite a few Sport Clios will have been driven hard. Check the condition of the tyres and be wary of any with severe wear on their outer edges. Also look for big build-ups of brake dust on the insides of the wheels, particularly the fronts, and on the callipersand suspension. 

Another week, another diesel. Nothing wrong with that, because they all deliver great fuel economy, most with excellent refinement. Some even manage the trifecta: strong performance as well.This has been a European-led invasion because they were the first to face high petrol prices and focused on diesel as the antidote. They have made great strides in driver-friendly technology.While Mercedes-Benz and Peugeot have been the long-term believers in diesel for Australian motorists, brands like VW, Citroen, Audi, BMW, Alfa Romeo, Saab and Fiat have joined in.Even Holden and Ford, Mazda, Dodge and Chrysler have jumped on the diesel-car bandwagon lately.So when Renault brings in a diesel version of its small car, the impressive Megane, the major surprise is that it has taken five years to get around to it. They were waiting for Australia's diesel fuel to improve, they say, then had to wait for an automatic transmission to be ready.Like the best of the breed, it is so quiet and refined you soon forget there is a diesel engine humming away up front. No rattle, no clatter, no chugging. It just trots along smoothly.Renault has 'repositioned' the Megane sedan (a polite way of saying they cut up to $4500 off the price), so petrol versions start from $24,990.That's bargain territory for a European-designed car, it is built in Turkey, packed with safety equipment and creature comforts.The diesel option adds $3000 to the entry-level Megane Expression sedan (including alloy wheels, which otherwise would be a $1000 option), $3500 to the upmarket-trim Privilege model. Coming in a couple of months will be a diesel version of the roomier and dearer Scenic, a five-seat 'people-mover' based on the Megane.Compared with the petrol Megane, power is down marginally, but torque is far greater, so no worries about the heartiness with which it pulls away once rolling. Just don't expect lightning acceleration from a standing start.Fuel economy is the strong point: 5.8 litres per 100km for the diesel manual versus 8.2 litres for the petrol equivalent.The Megane's four-speed automatic transmission is teamed with a less-hearty engine. Torque is 260Nm, a strong dose of pulling power though well short of the 300Nm which comes with the manual gearbox.Overall, the Megane arrives at a comparatively bargain price for a European car with a diesel of this size, this output, with an impressive list of standard features, especially its safety gear.It is very comfortable, with a huge boot and genuinely roomy and packed with clever touches. Key pointsRenault Megane dCiDetails: Compact sedan with 1.9 litre four-cylinder turbo-diesel engine. Power 96kW. Torque 300Nm manual, 260Nm automatic. Six-speed manual or four-speed automatic transmission.Features: Stability control, anti-lock brakes, airbags, airconditioning, automatic wipers and headlights.Cost: Expression $27,990 manual, $30,490 auto; Privilege auto $35,990.Rivals: VW Jetta, Peugeot 307, Citroen C3, Holden Astra, Ford Focus, Alfa Romeo 147.For: Refinement, fuel economy.Against: Renault's low profile here. 

It might at first seem odd that a hard-working commercial vehicle such as the Renault Trafic van needs to look good, but it's not so hard to understand when it's realised that it also plays a role in promoting a business as well as carting its cargo.Rolling down the road, or parked in a suburban driveway, a van is a rolling billboard and good looks create a good impression with customers and those who might be thinking of doing business with you.Already a good looker, Renault recently revised the Trafic model range using the knowledge of what's sold well in the past couple of years and what hasn't sold so well. The result is that the range is now made up of two panel vans with a raft of options.The van choices consist of a short wheelbase 5m³ model and a long wheelbase 8m³ model like the one recently driven by Big Wheels.Both have the same low roof height for access to height-restricted sites, and the maximum payload is 1200kg.The Trafic recently underwent a makeover to freshen it for the new Euro 4 emission rules, and while the big changes were made to the engine, Renault also made some minor cosmetic changes to the interior, with a new dash, and exterior, with new headlights and tail lamps.Inside the Trafic's cabin is about as close as you'll get to a car. There isn't a huge step up into the cabin, and once you're aboard it feels much like a car with a comfortable driving position, stylish dash, neatly laid-out controls for the standard airconditioning and sound system including the CD player, soft-feel steering wheel, power windows and mirrors, and comfortable cloth-trimmed seats.There are also plenty of storage options spread about the cabin. Drivers have the protection of an airbag and a passenger airbag is an option.But it's under the bonnet where the significant changes have been made. A new 16-valve 2.0-litre common rail, four-cylinder, turbo diesel now provides the Trafic's get up and go.The new engine is Euro 4-compliant and puts out 85kW at 3500rpm and 290Nm at 1600rpm, which is processed through a six-speed manual gearbox as it makes it way to the front wheels.On the road the Trafic is a smooth performer rather than a tearaway. The combination of the 2.0-litre turbo diesel and six-speed manual gearbox is well balanced making the Trafic a pleasant van to drive.It has good flexibility through the mid-range with quite good pick-up when you need to go a little faster, but it won't pin your ears back at any time. In the time Big Wheels had the Trafic it consumed fuel at the rate of just 9.8 litres per 100km running around town.Smooth is a word that keeps coming back when describing the Trafic; it rides and drives smoothly, to the point it almost glides along the road.The steering is power-assisted and provides ample feedback, while being precise and responsive to driver input, and the turning circle is 13.17m.Braking is by discs with ABS, EBD brake force distribution and EBA brake assist standard. ESP stability control and traction control are both options.A one metre-wide glazed sliding door and rear barn doors that open to 180 degrees, provide access to the load zone, which measures 2800mm long by 1335mm high and 1268mm between the wheel arches.Inside it has eight anchorage points in the floor and four movable anchorages on each of the sidewalls.Wide bump strips and substantial front and rear bumpers protect the bodywork and lamps.The long wheelbase van is priced at $40,990, which includes a three-year/ 200,000km warranty and 24-hour roadside assistance.

But how does it go on our streets where diesel costs about 12 more?With the launch here this year of the Phase II Laguna in a one-spec diesel model, Renault has become one of the last European companies to get on board the diesel road train in Australia.Europeans go nuts for diesel, which is not only cheaper, but also attracts all sorts of concessions and subsidies from their governments.No such luck here. We pay more for the cruder fuel type and get no help whatsoever from our governments.Still, with diesel power about 30 per cent more efficient then petrol, diesel passenger car sales are up about 140 per cent on last year, although it is only 3.6 per cent of the total passenger car market.Renault is therefore not chasing a big total market share with its Laguna, but the introduction of the car in diesel-only shows it is after its fair share of the growing oil-burner sector.When it was last sold here about 20 months ago, Laguna came in seven hatchback and wagon variants priced from $39,990 to $57,990.Since then, Renault has streamlined its product range for efficiency, so now you get the Laguna 2.2 dCi for $46,990. And that's it.Its design is sleeker and less geeky than when it was last here, but it is still no fashion leader.The exterior shape is more like the 1990s Honda and Subaru when those companies fell off the design bandwagon with a solid thump.It's probably not that bad, but certainly no design chiefs are benchmarking future product on it. Even its long rear hatchback design is one which has long been passed over.However, if you like a sedan look with the virtues and practicality of a hatch, this is one of the few around to choose from.The interior is another matter.The new dashboard, console, leather-wrap steering wheel and instruments are classy, modern and functional.The cloth and leather seats are also comfortable and supportive.It is a supremely pleasant environment for driver and passengers with just about every feature you can name.There are auto wipers, rear and rear-side sun blinds, stalk-mounted audio controls, cruise and speed limiter controls, and adjustable headlights. Safety features include a host of airbags (dual front, two side and curtain), anti-lock brakes, electronic brakeforce distribution, emergency brake assist and electronic stability control including anti-understeer.Two convenience features stand out.They are: an electronic handbrake which automatically engages when the vehicle is in park and switched off, then disengages when the accelerator is pressed; and a hands-free key card which unlocks/locks the doors without pressing any buttons.These are the sorts of features that usually come only in luxury German cars.It is powered by a 2.2-litre direct injection common-rail diesel engine producing 320Nm of torque, 10Nm less than a VE Commodore.The unit is a little lethargic to begin with. Stamp on the throttle and it pauses, then kicks into life.It is actually better to squeeze the juice slower and more smoothly for a better response.So long as you are a patient driver, it works fine.In the meat of the daily driving rev range there are ample portions of power. In fact, maximum torque runs from 1750-2500rpm.Then there is a top-end fizzle. It simply runs out of steam, er diesel.Economy is claimed to be 7.7litres per 100km, which is good for a medium-size desel car, but not great.For those concerned about the environment, it is Euro 4 compliant and is fitted with a particulate filter to cut emissions.Across cobblestone Paris streets the Laguna would be a dream with its lush suspension.Yet that does not translate into a wallowing barge on our roads.Renault has struck a great compromise between handling and ride with a flat cornering attitude and a smooth feel over potholes.Steering feels heavy and vague, with slow turn-in.Cabin noise is exceptionally low for a diesel. You would have to wind the window down at traffic lights to identify it as a diesel.The biggest letdown in this otherwise value package is the transmission which is slow, unresponsive and unpredictable.This hopeless box hunts around for gears, sometimes selects the wrong ones and flares on engagement.However, if you don't challenge it with awkward snap decisions, it works just fine.This car is one for patient, considerate, economical and environmental drivers.

Something half the size and weight is going to be a much more entertaining proposition especially when it's blessed with a potent 2.0-litre engine generating 131kW/200Nm output.It also consumes considerably less juice.Renault's Clio Sport Cup is such a car, and it's an absolute hoot to drive – much more fun than something like a Holden Commodore SS which has twice the power but is almost twice the weight.The Clio Cup is a supplementary model to the Clio Sport – with stiffer suspension, a lower ride height and different alloy wheels. Cup is a more engaging drive as a result, gripping the road like the proverbial slot car and conveying plenty of information about the road back to the driver.The Cup model costs about $35,000 which is a fair old ask for such a small car but it has a big heart. Acceleration in a straight line is extremely rapid giving the Cup a David and Goliath status when stacked up against a big, high-powered, heavy hitter.Come to some tight corners and it's "bye for now."The Cup is a three door hatchback with a rigid chassis, a wheel at each corner, wide stance and massive brakes – the ideal cornering combo.The idea is to point it at a set of switchbacks, snick it into gear and fire it up for a most satisfactory driving experience. A car like this is inherently safer than a mere hatchback econobox due to its dexterity, reponsiveness and high quality components such as the Michelin tyres and sophisticated electronic controls that include ABS and electronic stability program (ESP).It also looks, feels and sounds the business.Those twin, wide spaced exhaust tips growl a stirring note, the low ride height looks like a hunkered down athlete and the dark wheels give a slightly sinister appearance to the little Cup.Inside is compact but funky with a splash of metallic fascia and trims, sports seats climate control and multi textured upholstery. The audio is average but the pedals are proper drilled items and the stering wheel has a number of controls arranged around it per- imeter.It uses a negligible amount of fuel when used sparingly, appreciably more when the wick is turned up. The engine is a non-turbo, 2.0-litre twin cam with variable intake cam timing. It has impressive performance across a broad engine speed range.Safety eqyuipment includes four air bags and auto on xenon headlights. The wipers also have an auto function. 

The Cup is a car that boasts impressive stability, response and feel. Its firm and low suspension gives it handling capabilities like a go-kart but is still comfortable on the road.That go-kart feel is enhanced by the Clio's design of positioning the wheels as close to the corners as possible.Comfort is a feature highlighted by the firm suspension, which is something usually punishing on the driver.While every bump is felt (because of the hard suspension and low-profile tyres), the impact on the body is minimal. That is not to say there is anything soft about this car.The spring rate in the Cup has been increased by 20 per cent, with matching damper settings providing for even more incisive behaviour.The leather-trimmed, front-bucket seats have plenty of side support to stop you moving around when cornering hard. These are seats you sit in, not on.Finding a good driving position is also easier than anticipated. When first driven, the Cup's slightly odd-angled steering wheel felt a little uncomfortable. Yet, when the best driving position was found, everything seemed to fall into place.The clutch is light and does not require a lot of force like some high-powered hatches, and the five-speed box, was a throw into gear. This little Cup is one of the most comfortable sporty hatches encountered.The Cup has the same engine as its lesser-priced sibling, the Clio Sport, but gets firmer suspension, charcoal-coloured wheels and lower-ride height for the extra $2000.The Cup's engine is a cracker pumping out an impressive 131kW/200Nm from the naturally aspirated 2.0-litre.Get the right foot down and the Clio responds with the twin exhausts barking out a noticeably sporty note. The 2.0-litre twin cam loves to spin and howls near the 7000rpm redline. The Cup's impressive power to weight ratio sees the 0-100kmh sprint covered in just seven seconds.The five-speed is short geared to the point where you might be looking for another cog, such as on the freeway where for fuel conservation and a little less noise the extra cog would be handy. However despite running on premium unleaded the Cup still gets about 500km-550km out of a tank.Standard equipment includes climate control, automatic xenon head-lights, rain sensitive wipers, leather upholstery, remote central locking, power windows and mirrors, height and recline adjustment on the front head restraints and leather steering wheel.There's a six-speaker AM/FM stereo with single CD, cruise control, audio controls mounted on the steering column and a chilled glove box.The Cup is near the top of the tree for crash safety. Four airbags, an electronic stability program and ABS are all part of Renault's commitment to keeping its owners alive and coming back for more. It also has an anti-hijack mechanism where the doors lock automatically at a preset speed.The front drink holders are a little awkward because they are positioned below the centre dash and a bottle of water is not easy to fit, but the rear holders are big enough.The size of the boot is good with none of the weekly shopping having to ride shotgun.The Clio does not have a spare tyre for weight and space reasons, instead using filler to limp the car on the existing tyre to the nearest service station or dealer. That's great in theory but not so good if you happen to have destroyed the rubber on the rim.