• dCi 90 boasts highest claimed fuel conomy
• TCe 90 petrol not far behind, though
• Renaultsport models will cost more

What are the running costs?

Small hatchbacks and low running costs usually go hand-in-hand, and so it is with the Renault Clio where efficiency is at the heart of its ethos.

The Clios that sip fuel at the slowest rate are those powered by the dCi 90 diesel. They have official fuel economy figures of 57.6mpg and CO2 emissions of 105g/km. Meanwhile, the TCe 90 petrol model claims an average of 47.1mpg. The TCe 75 offers an identical figure.

Which is the most expensive to run? Unsurprisingly, it’s the Renaultsport 220 Trophy. Everything’s relative, though, as its claims of 47.9mpg and emissions of 135g/km of CO2 on the older NEDC system. This model was taken off sale before the later, more accurate WLTP system was adopted.

Servicing should be relatively inexpensive too, as should consumables like tyres, although again the Renaultsport versions will inevitably cost more.

The Clio used to boast some headline-grabbing claimed fuel economy figures and low CO2 figures, when Renault started to measure its cars using the more stringent WLTP emissions regulations, its figures were less eye-catching.

Lowest of the supermini range is the dCi 90. It emits between 104 and 107g/km, while both TCe petrols emit between 113 and 114g/km.

Whichever Renaultsport Clio you opt for, both are equal last for CO2 emissions at 135g/km, although compared with larger cars, this remains a low figure overall.

Reliability

• Reliable mechanical components
• Some concerns about reliability remain
• Robust construction on the whole

Renault reputation for reliability improved during the Mk4 Clio’s life cycle, but the car has suffered a few maladies. These were mainly early production issues, which Renault largely ironed out by the time it pulled the car from sale.

According to the vehicle inspectorate DVSA, the Mk4 Clio’s had five official recalls in its life-cycle. These included some fairly major issues such as potential brake failure, possible wheel detachment and a loose rear spoiler.

Mechanically there was little that was new between the Mk3 and Mk4 Clio. Plus, many  of the car’s engines and transmissions were not only shared with other Renaults, but Dacias, Nissans and Mercedes-Benzes, too.

The Clio also feels well-assembled, and the switchgear doesn’t feel fragile like it did on earlier generations of the car.