Category: Renault

Having a factory in China is an obligation if you want to be considered as serious by Chinese car dealers and customers. Renault currently sells four models — Scenic, Megane, Vel Satis and Laguna — in the Middle Kingdom but 740 vehicles found an owner last year. In the middle of last year, Renault teamed up with Dongfeng, which produces the old ZX, the Xsara, Picasso and the 307 in a joint venture with PSA.

The purpose of this joint-venture is to produce 300, 000 Logan per year but talks took longer than planned and Carlos Ghosn has clearly expressed the will to focus on core markets. This difficult situation for Renault, which won’t unveil any new model before 2007, could lead to them postponing the Chinese project. They might even cancel it.

This hypothesis, revealed by two insiders last week, has allowed a speeding up of the process. Four days after it was revealed in the press, the provincial government in Hubei province stated on its website that it would invest 60 billion yuan (US$7.43 billion) in new projects which should benefit the Dongfeng-Renault venture. No comments have been made by either Renault or Dongfeng but for a French carmaker, getting a foothold in China is not up for discussion. Renault is in a difficult situation but it doesn’t mean it must refuse all opportunities or stop projects, especially on the next biggest car market in the world.

After 7 years and 4.5 millions copies built, the Clio II gives way to the Clio III. Developed in 28 months only, the Clio III takes up the B-platform already used on the Renault Modus and Logan as well as the Nissan Micra and Cube. In the Clio III programme, Renault has spent €953 million among which 630 were committed to production–related investment.

Renault has not taken any risk when drawing the Clio III. It’s a nicely balanced small car, sharply contrasting with the audacious Mégane II, from which it borrows the rear suspension scheme. In the cockpit, there are more references to the Mégane, such as the door handles and dials. Accommodation is claimed to be noticeably improved – shoulderoom is now 138cm – and so is the boot capacity, raised to 288 litres, or 1,038 litres when the rear bench is totally folded. However, contrary to that of the Yaris, the bench can’t slide. These values remain just average though, for a 5-door Punto’s boot has a capacity of 297 litres for example.

The equipment has not been left aside: hands-free card, automatic air-con, panoramic electric sunroof, Carminat Guidance System, rain and light sensors, cruise control with speed limiter and parking assist with reversing radar are standard or optional.

If Renault managed to improve roominess, it’s because passing from second to third generation, the Clio has been sized up. With a length of 399cm, a width of 170cm and a wheelbase of 257mm, the Clio is now the biggest in its class. But it might not last too long for the oncoming Punto III, Corsa and 207 will follow the same trend. This increase has a counterpart: the Clio III weighs 1,090kgs at least, with a peak at 1,210kgs for the 5-door 1.5 dCi. Besides, with a 0.72cdA drag, aerodynamics is quite poor. Rigidity and safety should nevertheless benefit from this increase, Renault targetting a 5-star EuroNcap rating.

What about the engines? They remain quite unchanged, except for the 2.0. There’s a choice of 3 petrol and 1 diesel units, available in 3 versions.

Let’s take a look at the petrol engines range: 75bhp 1.2 litre 16V , 98bhp 1.4 litre 16V and 111bhp 1.6 litre 16V (or 88bhp in certain countries) units are available. Renault did not upgrade them as much as one might have expected.
There’s just one Diesel block, the 1.5 dCi, available in 3 levels of power : 68, 85 and 106bhp. Why not a 120bhp 1.9 engine?

These engines are fitted with either a 5-speed or a 6-speed manual gearbox (1.5 dCi 106). There are 2 optional automatic gearboxes: a robotized 5-speed one (with wheel mounted paddles) available on the 1.2 and the 1.5 dCi 85 and, oddly enough, an outdated 4-speed proactive hydraulic one on the 1.6.

Top speeds vary from 101 (1.5 dC1 68 version) to 118mph (1.6 111 and 1.5dCi 106 versions) and overall consumptions from 52mpg (1.5 dCi 68) to 32mpg (1.6 Proactive). None of these figures are exceptionnal, because of the weight.
Later, in 2006, a 2.0 engine will be released, delivering either 140 or, presumably, 180bhp in a turbocharged version.

If the Clio II handled superbly, we can expect the Clio III to be better still, for it comes with an upgraded ESP system including an understeer control.

Like its predecessor, the Clio III comes in 6 trim and 3 equipment levels: Authentique, Expression, Dynamique, Privilège, Initiale and Renault Sport. Prices will be revealed in the next 3 months, but we can expect them to rise. A good time to bargain a Clio II which remains an excellent value.

In September, Renault will present the achievement of the X 85 program, i.e. the new Clio. Sharing its platform with the Nissan Micra, this new supermini will be built in Renault’s Turkish plant of Bursa, for which the French carmaker has invested € 216 million.

With a 15-centimeter increased length, the Clio III should provide a slightly better accommodation than its predecessor. Renault targeting a 5-star score at the EuroNcap, a part of this increase will be dedicated to shock-absorbing zones.

As a consequence, the Clio III will be heavier. To cope with this, more powerful engines are planned. The weak 1.2 8V must disappear while the 1.5 dCi’s power will rise up to 110bhp and the 1.6’s to 115bhp. Besides, a new 143bhp block is to be introduced.

To crown it all, an RS version fitted with a turbocharged 2.0-litre 200bhp engine coupled with a 6-speed gearbox should be launched in the mean time (see our picture).

Following Peugeot’s example, Renault has decided to endow the Clio with a foldable hard-top late 2007.

We can expect nice fights in the supermini category, for the new Clio, Punto, Corsa and 207 will all be presented in a few months’ time.

A modern brand-new car for £5,500? Renault has made it possible with the Logan, built in Romania by Dacia, in a first time.

Initially designed for emergent markets only, this 3-box sedan eventually arrives in Western Europe : Renault had not expected the public to be so interested in such a basic car.

Don’t expect to find any trace of luxury in the cockpit. There is no power windows, no glove box, the door panels are made of a single plastic piece, the seats roughly trimmed, and the carpet is ultra thin. All this may look cheap, it remains solidly assembled. Besides, the accomodation is better than a Megane’s!

Technically speaking, the Logan is not an antique. It uses the same platform as the future Clio, and in western Europe, the front suspension will receive an anti-roll bar.

On the road, you are amazed at how comfortable the suspension is, but it’s impossible to forget the engine noise. Even if the steering is heavy, the car remains easy to drive, its road holding being very safe.

The 75bhp 1.4 engine provides decent acceleration, but nothing more.

Deprived of a power steering, but fitted with ABS brakes and 2 airbags, the entry level Logan should be available for £5,500 in 2007. Even if the fleet-market will find this offer astonishing, don’t forget that for the same price, any second-hand Golf, Megane or Corolla offers a better value for money along with a higher safety level. The Logan was credited 3 stars only by the EuroNcap.