Car News- Moto: Renault

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Thứ Tư, 1 tháng 6, 2016

New Renault Megane; on sale now

Renault Megane 's all-new family hatch is available to order now with UK dealer deliveries this summer

Renault has finally revealed UK prices and specs of its new Megane five-door hatch. The Vauxhall Astra rival is available to order now from £16,600, with deliveries in July.

We drove the new Megane late last year, but Renault has waited until now to reveal market-specific pricing details. That £16,600 pricetag is slightly more than the Ford Focus and Vauxhall Astra, but it nets you a more powerful 128bhp 1.2-litre TCe turbo petrol. That manages a 0-62mph time of 10.6 seconds and 52.3mpg combined.

Renault has also confirmed a 'Hybrid Assist' petrol-electric powertrain, as well as a more powerful 'dCi 165' diesel, will arrive in 2017. The Sport Tourer estate will go on sale later this year.

Standard kit on base Expression models includes air-con, cruise control, Bluetooth, electric windows front and rear, LED daytime running lights, active city braking and alloy wheels. The 1.5 dCi 110 diesel costs £1,300 more than the petrol, but manages a a claimed 76.4mpg and emits 96g/km of CO2.

Step up to Dynamique Nav for an extra £1,500 (as most are expected to) and you get a seven-inch portrait touchscreen with sat-nav and an uprated sound system, rear parking sensors, climate control, auto lights and wipers, lane departure warning and traffic sign recognition.

Dynamique S Nav, starting from £19,100, adds 17-inch alloys and tinted glass, while Signature Nav brings 18-inch alloys, leather and full LED headlights. Both also receive a larger 8.7-inch touchscreen. GT-Line Nav builds on the same kit levels but adds styling details from GT spec.

The flagship GT Nav trim is £25,500, with a sportier exterior look and most of the options boxes ticked. Further engines include a 1.6-litre diesel engine with 128bhp (from £20,600) and a 1.6-litre THP turbo petrol with 202bhp.

That's not set to be the fastest Megane for long, though - Renaultsport is reading a storming 300bhp, 4WD answer to the Honda Civic Type R for launch by 2018.

The curvy design of the Megane shares cues with the recently-revealed Talisman and Espace, but also falls in line with the latest Renault cars that are available in the UK like the new Kadjar crossover and popular Clio supermini.

At the back, the rising waistline and slim rear windows meet the unusual rear lights that stretch across almost the full width of the rear of the car. Top-spec models will boast an LED light signature to top things off.

The new Megane is 25mm lower than the previous model, as well as being 47mm wider at the front and 39mm wider at the rear. It makes the car look much sportier and more purposeful than before, and should help it compete with design-focused competitors like the SEAT Leon and Audi A3. The wheelbase is 28mm longer, too, which will make the car more spacious for both front and rear passengers.

Lead designer Laurens Van Den Acker told Auto Express he wanted the new Megane to be “aspirational”, with the brand benchmarking its new family hatchback against high-quality rivals like the Volkswagen Golf and Peugeot 308.

“This is a serious segment”, Van Den Acker told us. “The new Megane should be seen as a D-segment sibling rather than the Clio’s brother.”

Renault has openly acknowledged that quality was one of the main criticisms of the current car, and will hope to build on the success of its Clio and Captur with its all-new family hatch.

Isabelle Marchand, director of perceived quality at Renault told us: “We wanted to place the new Megane at a very high level of quality. Quality starts at the beginning – it cannot be an afterthought.

“We started with the Clio and each model is a step-by-step progression. The Megane project has been on-going for more than three years.”

Source: autoexpress.co.uk

Renault Koleos 2.0 dCi Review

The Renault Koleos is a compact SUV (J) which was first presented as a concept car at the Geneva Motorshow in 2000, and then again in 2006 at the Mondial de l'Automobile in Paris. The Koleos was designed by Renault and developed by Nissan, with the majority of the production coming from the Busan plant of Renault Samsung Motors.

A facelifted version of the Koleos is available as of 2011

First generation (2008-Present)

The Koleos is a new addition to the Renault compact SUV market, after selling the Scénic RX4 and the Kangoo, but it has never produced a true crossover SUV. A Koleos concept car was shown in the media as long ago as February 2000.

The Koleos's body design is based on the Renault Koleos and Renault Egeus concept cars. Some of the Koleos's competitors such as the Citroën C-Crosser and the Peugeot 4007 were also presented by the time it was launched. ADAC of Germany awarded five stars to the Koleos in a crash-test done in 2008

In August 2010, the Koleos was withdrawn from the United Kingdom, due to poor sales of under 2,600 units

Top Gear car review: Renault Zoe

WHAT WE SAY:

The next step in Renault's Z.E range is the most important yet. The Renault Zoe seems up for the challenge

WHAT IS IT?

What a pretty, conventional-looking, supermini-sized electric car the Zoe is. Well, yes, it certainly is – but that’s not why you’ll buy it. the fact it’s so affordable is. normally something we make excuses for with electric cars, this time price becomes the key USP: they start, with the government plug-in grant included, from just £13,995. Ordinary supermini money, then, for a far from ordinary supermini.

Like the Nissan Leaf, this is an EV that’s been designed as one from the ground up, rather than being converted from an existing car like the Mitsubishi i-MiEV et al. Renault’s thus been able to idealise the design, placing things where they should be rather than where they’ll fit and, more importantly, ensuring it ekes out maximum range from those floor-mounted batteries.

This results in yet another draw – the biggest EV driving range of any pure electric car currently on sale. Official figures say 130 miles, 30 per cent more than a Leaf. as this is the biggest worry most have about running an EV, could the Zoe thus turn out to be a tipping point?

DRIVING

The first models will be driven later in the year but the statistics suggest we’ll like what we discover. The electric motor produces 88hp, but also puts out 162lb ft of torque, from zero rpm. This will mean wheelscrabbling immediacy in town and, thanks to an 88mph top speed, decent legs when out of it, too. The chassis, as we say, has been optimised for EV basics, so we expect Renault to have maximised the inherent low centre of gravity. Indeed, there may even be an element of Renaultsport tuning in there: the crack hot hatch team did the chassis for the Twizy, and that’s an absolute hoot. It’ll be lovely to think they’ve also had a say at this…

ON THE INSIDE

The Zoe’s interior is again all-new and all the talk of ‘wellbeing’ in the press material suggests it’s gone for the calm, elegant, welcoming approach.There’s even an active charcoal air filter to ensure the grubby exhaust emissions emitted by pesky normal cars don’t infiltrate the haven.

Practicality should be good. Renault says this is a full five-seater and being able to perfect the design from the start ensures it also has a decent boot: 338 litres is pretty eyeopening, actually, given how a VW Golf has 380 litres

OWNING

To aid recharging, Renault has fitted a ‘Chameleon’ charger, that will swallow any voltage. But it won’t be their own batteries customers are topping up. Part of the reason the price is so low is because batteries aren’t included. Instead, they’re leased, for around £70 a month. See it as a sort of mobile phone contract, says Renault. Fingers crossed customers see it this way.

Source: topgear.com

Renault Wind 1.2 TCe review| Car News

The Renault Wind is a roadster by the French automobile manufacturer Renault. The Wind was originally a concept car unveiled on September 2004 at the Paris Motor Show as a 2+1 roadster.

On February 2, 2010, Renault announced that the Wind would enter production. It was unveiled at the Geneva Motor Show on March 2, 2010. The production version is a 2 seater, as opposed to the 2+1 seating of the concept car.

In February 2012, Renault retired the Wind, Espace, Kangoo, Modus, and Laguna lines in the United Kingdom. For Continental Europe, the Wind remained available until June 2013

The concept Wind's design is like other Renault vehicles such as the performance versions of the Clio and Mégane. The production Wind, however, is heavily based on the Twingo, evident in its overall size and stance, and also its semi-circular door handles exactly the same as those on its Twingo counterpart. The steering wheel and pedal assemblies in the concept are adjustable and fold away automatically when the door is opened for easier access. Producer is Erdenechulun.

The Wind features a one piece metal roof, that rotates 180° backwards (much like the Ferrari 575M Superamerica), as opposed to being made of several pieces like many other metal roof convertibles. Renault claims that it takes 12 seconds to fold the roof away, which is comparable to most other convertibles

There were three model trim lines: Dynamique, Dynamique S, and the limited edition "Collection". The Dynamique trim line was the most basic, with 16" alloy wheels and air conditioning as standard features. The Dynamique S trim was above this, with 17" alloy wheels and climate control. And the Limited Edition "Collection" trim had the biggest range of features, including: a gloss black retractable roof and red and chrome dashboard inserts.

In the United Kingdom, trim levels included: Dynamique, Dynamique S, GT Line, and the top-of-the-range Collection.

Top Gear car review: Renault Twizy

WHAT WE SAY:

Renault appears to have detached itself from reality. Doesn't stop us from thinking the Twizy is genius

WHAT IS IT?

Renault Twizy already has the largest range of electric cars on sale in Europe. Now, it’s also to offer the cheapest mainstream electric car we’ve yet seen, too. Indeed, it’s so cheap, it’s actually one of the UK’s cheapest four-wheeled vehicles of all, with entry prices coming in well below £7,000. What’s the catch? There are two: one, it’s an electric car whose batteries are not included – you have to lease them instead, with contracts starting from £45 a month. Two, it’s not actually a car, but a quadricycle, as defined by its limited size, weight and top speed.

And boy, is it small – just 2.3 metres long and 1.2 metres wide (but similar in height to a Twingo). It seats only two, the interior is back to basics and you don’t even get doors as standard. But who cares. Just look at it. Is this the coolest electric car yet launched?

DRIVING

The electric motor, powered by a lithium ion battery, puts out just 20bhp. Doesn’t sound like much, and it’s not, but a low 450kg kerbweight helps the Twizy make the most of it. A 0-60mph time isn’t quoted because it can’t reach 60mph, but then it doesn’t need to. The fact that Renault quotes a 0-30mph time (a scant 4.4secs) tells you all you need to know about where it is designed to perform.

And yes, it zips up to 30mph with alacrity, easily quick enough to keep up with traffic – and just about narrow enough to mimic a motorbike and nip through lanes of stationary cars. It’s just 1,191mm wide and can be parked nose-on to the kerb, like a Smart. Amusement doesn’t come from the usual sources – you’re not going to be raving about the steering or cornering ability – but you will love the feeling of being in it.

ON THE INSIDE

Renault assures us the body has been designed to deflect wind away from the cabin, making the lack of standard doors nothing like the issue you’d expect. Maybe – but no amount of aero trickery can offset a night’s rainfall, and could make the difference between viability and this being no more than a car for bikers. Our advice: wrap up warm. At least those inside are well protected, with side impact bars and a driver’s airbag, plus a four-point harness in the front. And because it offers full rollover protection, those inside don’t have to wear helmets, despite the open cockpit design.

OWNING

Renault offers batteries on a monthly contract, with varying lengths and annual mileages available, a bit like a mobile phone arrangement. This helps cut the initial purchase price of the Twizy and so is the key to its sheer affordability. The battery range itself is around 60 miles and Renault fits a three-metre spiral lead onboard so you can plug it in anywhere.

Source: topgear.com

Renault Master review

Renault’s large panel van, the Renault Master has a vast model range, a well-thought-out cab with plenty of storage space

The Renault Master range was launched in 2010 on a shared platform with theNissan NV400 and Vauxhall Movano. The range is comprehensive, with numerous different body styles in the front and rear-wheel-drive line-up with 4×4 conversions also available. Load capacities now extend up to 17m3 in the L4 H3 panel van version and gross vehicle weights of 2.8, 3.3, 3.5 and 4.5 tonnes are offered.

Debut, Core and Sport are the trim options and all models are powered by the same 2.3-litre diesel engine, available with power outputs of 108bhp (dCi 110), 123bhp (dCi 125), 133bhp (dCi 135) or 163bhp (dCi 165). A six-speed manual gearbox is standard, operated from a dash-mounted gearshift. Alternatively, the Quickshift6 automated transmission, based on the same gearbox, offers clutchless, automated changes.

Renault’s flair for interior design gives the Master a well thought-out cab with a wide choice of storage spaces (150 litres in total) and ideas for drivers who use the cab as a mobile office. Build quality may not match that of the Ford Transit, Mercedes Sprinter or VW Crafter, but the Master feels well put together.

Soure: autoexpress.co.uk

Renault Trafic comment

The Renault Trafic is a light commercial vehicle produced by the French automaker Renault since 1981. It is also marketed as the Nissan Primastar and Opel/Vauxhall Vivaro in Europe. Previous versions of the Renault Trafic have been sold by Chevrolet and the original generation is now sold in India by Tata Motors.

Vauxhall has confirmed that they will produce the next generation Vivaro at the GM Manufacturing Luton plant in 2013.

First generation (1981–2001)

The original Renault Trafic was sold from 1980 to 2000 and was somewhat revised and updated during its lifetime. Originally the van had some variations in the front end shape depending which engine was fitted, with the original 1397cc motor fitting behind a flat grille, and the diesel engine and larger 1647cc petrol engines requiring an extended plastic grille and deeper bumper. The 1721cc OHC engine replaced the 1647cc OHV in the mid 1980s, which fitted under the shorter grille but required a small lump in the bonnet.

The diesel and 2.1 petrol carried on with the extended grille. In 1990 the Trafic underwent a major front end facelift with rounder shape and a plastic bumper, the new longer body shape covering all varieties of engine. In 1995 the Mk1 Trafic got its final facelift, with new grille, new tail lights, large double rear view mirrors and a new interior with modern dashboard and multi-adjustable seats. This version was also sold as the Opel Arena from 1997.

Winnebago

The chassis and cab of the 1980s models were used as the base vehicle by Winnebago Industries to build the Winnebago 'LeSharo' from 1983,[3] and Itasca Phasar. In order for the chassis and cab version to meet United States safety and emission requirements, this version was sold with Renault's J6T/J7T: 2165 cc badged as 2.2L.

Campervan Variants

The Mk1 Trafic became popular for professional conversion into budget family motorhomes due to the flexibility of the design and the generous internal space for what was a relatively small van. Popular converters were Auto-Sleepers and Holdsworth (now defunct). Other motorhome builders using the Trafic Mk1 as a base include Elddis, Eriba and Autostar.

Renault Kangoo Z.E. Driving electric is Renault

If you are looking for a transportation solution for environmentally friendly business, the Renault Kangoo Z.E. is a perfect choice for cost savings combined with convenience and comfort.

In addition, low car design focus with a wide body for increased stability and traction, particularly in the corners. New braking system with performance improvements that make it easy and precise control when on the road.

Finally, the electric motor provides a whole new driving experience - no noise. Just a charging station at home and public charging stations, Renault Kangoo Z.E. will become a trusted friend on the way to the lighting

Top Gear car review: Renault Kadjar

WHAT WE SAY:

At least as good as the Qashqai, which makes it very good indeed.

WHAT IS IT?

Renault’s first attempt at a biggish crossover since the particularly unpleasant Koleos of 2008. Based on the Renault-Nissan Alliance’s Common Module Family (CMF) platform, the Kadjar shares its underpinnings with the equally oddly named Nissan Qashqai.

This is A Good Thing. The Qashqai is a big seller in the UK, and Renault is no doubt hoping to emulate its success with the bigger, cheaper Renault Kadjar. After all, crossovers are very much the ‘in-thing’, and, forgetting the Koleos for a minute, Renault is particularly late to the proverbial party. It has some catching up to do…

DRIVING

Cheapest of the three engines on offer (for now, anyway) is a 1.2-litre turbocharged ‘TCe’ petrol with irritatingly little go. Our choice would be one of the punchier, more frugal diesels, either the 109bhp 1.5-litre (the only engine with which you can spec’ the ‘EDC’ automatic gearbox) or the 128bhp 1.6. Available with the 1.6 – and only the 1.6 – is an all-wheel drive system capable of routing half the power rearwards should the car deem it necessary.

The Kadjar isn’t an engaging thing, and there’s very little point in trying to drive it swiftly because that’s not what it’s for. It majors on comfort. The seats are good, road- and wind-noise is well suppressed and the clutch, steering and gearbox are nicely weighted and easy to get to grips with. It even rides well.

ON THE INSIDE

Don’t let the looks fool you, the Kadjar is no seven-seater. But what with that more erect rear roofline and longer rear overhang, the Kadjar’s boot is 42-litres more capacious than a Qashqai’s. That means 472-litres of space, or 1,478 with the seats folded. Plenty. And the passenger compartment is almost as generous. Rear legroom is adequate, but regular carriers of statuesque passengers will want to avoid the optional panoramic roof, which eats into rear headroom just enough to irritate. No such problem in the front, where passengers can while away the hours playing with the new ‘R-Link 2’ infotainment system, which is standard on all bar base ‘Expression +’ cars.

OWNING

Spec-for-Spec, the Kadjar is a little cheaper than the car with which it shares its mechanicals. A basic one will cost you a little under £18K, while a basic Qashqai is over £18.5K. And you get more space. It won’t cost a bomb to run, either. The most economical Kadjars, with the 1.5-litre diesel, manage a claimed 74.3mpg and pump out less than 100g/km of CO2. And though it’s still early days, Renault forecasts residuals will be among the best in class. Note: that’s Renault saying that…

Source: topgear.com

Renault Espace 1.6 hattrack review

La Renault Espace 1.6 dCi 160 Initiale Paris EDC è dotata di una forte personalità, con le sue forme a metà strada tra una monovolume e una crossover. Spaziosa per cinque (e con la possibilità di avere due posti supplementari), ha un abitacolo lussuoso e moderno, anche se non manca qualche svista. Il comfort è disturbato solo da qualche fruscio di troppo, mentre la guida è molto facile e gradevole; adeguate le prestazioni e bassi i consumi.

Per più di trent’anni, la Renault Espace è stata un modello di riferimento tra le monovolume di grandi dimensioni. In quest’ultima versione, però, lo stile è più ricercato, con forme morbide e abbondanti cromature, e non manca qualche “tocco” da crossover. Spiccano le ruote di ben 19 pollici e una distanza da terra di 16 centimetri (invece di 12), che può essere utile sia nella marcia sulla neve sia quando ci si muove su sentieri non asfaltati. L’abitacolo è sempre comodo per cinque (e per sette, pagando 1.250 euro in più), ma non ha più spazio “da vendere” in altezza. Inoltre, il vano di carico si trasforma più facilmente (le due file di sedili posteriori si reclinano al tocco di un pulsante e non sono più estraibili) ma la capacità massima cala da 3050 litri a 2101 (2035 per la versione a sette posti, come quella della prova). La Renault Espace, nuova da cima a fondo, è basata sulla piattaforma già usata nelle Nissan Qashqai e X-Trail (il marchio giapponese e quello francese sono alleati), nonché nella recentissima suv Renault Kadjar. Questa Initiale Paris ha in più le ruote posteriori sterzanti (sistema 4Control), che le danno un’agilità inaspettata anche sui percorsi più tortuosi; notevole la sicurezza in curva, anche in velocità. Il comfort è molto buono, solo un po’ disturbato dai fruscii delll’aria che scorre sulla carrozzeria; molto “docile” e dotato di una spinta adeguata il 1.6 biturbodiesel, che lavora bene insieme al fluido cambio a doppia frizione.

Decisamente apprezzabili i consumi. La Renault Espace 1.6 dCi 160 Initiale Paris EDC è la più ricca della gamma, e non costa poco. In compenso, la dotazione è davvero “abbondante”. Facendo a meno di quattro ruote sterzanti, sospensioni elettroniche e cruise control adattativo c’è la Intens, che fa spendere 7.300 euro in meno e ha comunque i fari a led, il navigatore, la retrocamera, i cerchi in lega

Plancia e comandi Nell’abitacolo della Renault Espace, moderno e personale, spicca la consolle centrale “a ponte” (sotto, in posizione non facile da raggiungere, ci sono due portabevande e la presa a 12 volt) messa in evidenza da un profilo satinato. Davanti alla leva del cambio a forma di 7 (non proprio comoda) c’è il display a sfioramento di 8,7” del sistema multimediale; a sviluppo verticale e con un’ottima definizione, consente di passare da una schermata all’altra facendo scorrere il dito sul display (proprio come un tablet). Il giudizio sulle finiture è complessivamente positivo, con il rivestimento in pelle dei sedili che fa indubbiamente scena. Qualche particolare (come il rivestimento della consolle) non è però montato con la massima precisione, e qua e là si nota anche qualche difettuccio di progettazione. Per dire, le alette parasole proteggono poco di lato, il cassetto portaoggetti (che si apre sfiorando un sensore) finisce inevitabilmente contro le gambe del passeggero e le maniglie delle porte posteriori non garantiscono una presa molto salda, perché poco profonde. Abitabilità Davanti, ci sono delle vere e proprie poltrone: ampie, imbottite e riscaldabili, con regolazioni di tipo elettrico e varie funzioni di massaggio (selezionabili dal display centrale). In seconda fila non c’è un divano, ma tre sedili identici fra loro e che possono scorrere (separatamente) per 17 cm. In cinque si sta comodi, anche se l’aria sopra le teste dei passeggeri posteriori non è molta. Anzi: in presenza del tetto apribile (optional) già chi supera i 180 cm arriva a sfiorare il soffitto. Infine, i due strapuntini estraibili dal baule (offerti a richiesta) sono senz’altro adeguati per delle persone di statura medio-bassa, ma solo se si portano avanti i sedili della seconda fila (altrimenti, le gambe non ci stanno). Bagagliaio Il vano della Renault Espace è molto ben rifinito, profondo e di facile accesso (la soglia, a 65 cm da terra, è a filo con il piano interno). Tuttavia, è molto meno sviluppato in altezza rispetto al modello precedente. C’è da dire che anche viaggiando in sette rimane un po’ di spazio per i bagagli (247 litri), e che i sedili di seconda e terza fila si abbassano elettricamente, con dei pulsanti

Source: alvolante.it

Renault Espace Review

The Renault Espace is a mid-size luxury crossover (minivan in its first four generations) from Renault. Generations 1–3 were sold under the Renault brand but manufactured by Matra. The Renault Grand Espace is a long-wheelbase (LWB) version with increased rear leg room and boot size. The name "Espace" means "space" in French. The car is often considered to be the first MPV, but previous vehicles had similar designs.

In February 2012, the Espace was retired in the United Kingdom, as part of a cost–cutting plan.

The Espace's design was originally conceived in the 1970s by the British designer Fergus Pollock, who was working for Chrysler UK, at its design centre at Whitley in Coventry. Later, Matra, which was affiliated with Simca, the then French subsidiary of Chrysler, was involved in partnership in the design, spearheaded by Greek designer Antonis Volanis.

The Espace was originally intended to be sold as a Talbot, and to be a replacement for the Matra Rancho leisure activity vehicle. Early prototypes used Simca parts, and hence featured a grille reminiscent of the Simca 1307 (Chrysler Alpine). In 1978, six years before the Espace went into production, Chrysler UK and Simca were sold to the French company PSA Peugeot Citroën, which phased out Simca within a decade because of falling sales. PSA decided the Espace was too expensive and too risky a design to put into production, so it was given to Matra, which took the idea to Renault.

The Matra concept became the Renault Espace. The design featured a fibreglass body mounted on a warm-galvanised steel chassis, using the same technique and assembly line at the factory as the Talbot Matra Murena. The introduction of the Espace required the relatively small factory to cease the production of the Murena to make room for the Espace. The Espace was eventually launched by Renault in July 1984. After a slow start - a mere nine Espaces were sold in the first month- consumers realised the benefits of the MPV concept and the Espace became popular. It was sold in the United Kingdom from August 1985.

In 1984, American Motors Corporation (AMC) announced it would begin to market the front-wheel-drive Espace in the United States. The minivan was exhibited to consumers at the 1985 Chicago Auto Show, but AMC's negotiations with Matra continued over the vehicle's import pricing. Plans for the Espace to be launched in the U.S. ended with the purchase of AMC by Chrysler.

In 2004, BBC's motoring show Top Gear set up a race between two Espaces, a Toyota Previa, a Toyota MasterAce, a Mitsubishi Space Wagon, and a Nissan Serena. The Espaces came first and second.

Information Renault Grand Modus

The Renault Grand Modus was a mini MPV produced by the French manufacturer Renault from September 2004 to 2012, in Valladolid, Spain. The production version is very similar to the concept car of the same name, which was presented at the 2004 Geneva Motor Show. It is essentially a taller version of the Clio II and, as such, shared its platform and much of its engine range with the second generation of the Clio.

Originally marketed as "a higher-range alternative to the Twingo and Clio", it is targeted at people who want the practicality and versatility of the larger Renault Scénic but without the added size. The Clio platform that spawned the Modus also gave rise to the current Nissan Micra and its monospace relative, the Nissan Note.

In February 2012, Renault discontinued the Modus, Espace, Kangoo, Laguna, and Wind lines in the United Kingdom

Marketed as the Triptic System, the Modus' rear seats are mounted on sliding rails with four preset positions. When in the rearmost two positions the seats are configured for two people with increased leg, hip and shoulder room. When in the forward positions they are configured for three passengers, increasing cargo capacity. Another seat-based feature of Modus is the "Stay Put" system. The base of the front passenger seat flips up to reveal a compartment in which a handbag or other item can be held.

An optional feature of the Modus is a boot chute, a drop-down opening in the centre of the tailgate below the rear window.

"Modus Phase 2" was launched in Europe in 2007, featuring colour-coded bumpers on all versions, clear Perspex 'glass' indicator bezels, revised side door mouldings and updated interior trim on all specification levels.

Restyle[edit]

Soon after, in February 2008, a restyled Modus and new the Grand Modus were launched. Also that year, the Grand Modus replaced the Modus in Spain. The Grand Modus has an extended length of 4,034 mm (158.8 in) and a boot volume of 410 litres (0.41 m3 (0.54 cu yd)) below the parcel shelf.

This restyle saw changes made to the front and rear of the standard model to match the styling of the newer Grand variant. The boot chute has been removed from the options list.

Top Gear car review: Renault Clio

WHAT WE SAY:

Renault has rediscovered its form with a loveable car in a class that lacks them

WHAT IS IT?

Renault appears to have at last remembered why people buy its small cars: their styling. The new Renauult Clio 4 is thus as fresh and interesting as the old one was forgettable and dreary. The firm’s known this for a while, which is why it bought in new designer Laurens van den Acker to overhaul its styling department – the Clio 4 is the first car he’s designed from scratch.

Look closely, too. Spot the rear doors? Thought not: they’ve been cleverly disguised, so much so that Renault is only selling the Clio 4 in five-door guise. With its low roof line, sculpted tail and shallow side glass, the firm is hoping styling indeed sells – but it’s thrown new engines and new interior features at it too, so the substance is also there.

DRIVING

An aged 1.2-litre engine opens the batting for the Clio but it’s the 0.9-litre three-cylinder turbo that’s more interesting. Designed for economy, forced induction means it’s still nippy enough in town and sounds sweet when worked hard in the country. Just don’t expect big car performance on the open road. For that, you’ll need the forthcoming 120bhp 1.2-litre turbo. Renault’s also revised the familiar 1.5-litre dCi diesel, which is a fine alternative if you can afford it.

Pleasingly, Renault has also remembered something else that used to make its superminis great – how they handled. This steers keenly, doesn’t fall into understeer and lets you feel what the back wheels are up to near the limit. It’s all nicely interactive and although the body does also roll a bit too, the pay-off here is soft and supple suspension, another old-style Renault trait that’s most welcome.

ON THE INSIDE

As with the outside, Renault’s styled a cheery interior that looks much more interesting and better quality than before. The latter is partly an illusion as the plastics are a bit hard and hollow, but the sheer amount of equipment helps you overlook this. On half the range, there’s even a touchscreen tablet in the middle of the dash, which will eventually offer downloadable apps.

It’s a roomy enough interior too. The styling does mean rear headroom isn’t what it was, and visibility is a bit compromised, but most will think it’s worth it. Also, while the boot is a bit awkward to load, there’s no arguing with its 300 litres of space.

OWNING

To the promise of class-leading safety and entertainment gadgetry, Renault is also bigging up the Clio’s sheer value. All get six airbags, ESP, Bluetooth and keyless go, with the best-selling Dynamic MediaNav getting, yes, sat nav. The TCe 90 does 65.7mpg, the dCi does up to 88.3mpg and Renault reckons it’s cheaper than today’s car despite all the extra kit. Va va boom.

Source: topgear.com