Test drive: Renault Clio E-TECH, is the hybrid better than petrol, diesel and LPG?

This is not the first time we have talked about the Renault Clio E-TECH, its prices or its features. Nor is it the first time we have driven it: in the first test of the Clio E-TECH on the occasion of its national launch we already gave you the main keys to its dynamic behaviour. For that reason, we will not go much further into these sections, which we will review only very briefly.

On this occasion we are going to focus on answering a very reasonable question for anyone looking at the Renault city car: is it worth opting for the hybrid version, when the range offers petrol, diesel and LPG engines to choose from? But first, some conclusions about the impressions the Clio E-TECH left us after living with it for a week. Let’s take a look.

A review of the Renault Clio E-TECH’s features

Without getting into too many complications or technical details, let’s recall that the Clio E-TECH uses a conventional hybrid propulsion system, that is, one of those that recharge on the move. Logically, in this category a plug-in hybrid makes little sense, as it considerably raises the final price, in addition to needing a larger-capacity battery, which limits the space.

In the case of the Clio there are three engines, one combustion and two electric, whereas most manufacturers – there are exceptions, such as Honda with the Jazz, for example – use a single electric motor. The petrol engine is a 1.6 naturally aspirated 4-cylinder with 90 CV, with a particulate filter and chain-driven timing (maintenance-free), while the electric motors produce 50 and 22 CV. The maximum power the system can deliver is 140 CV.

Another peculiar feature of Renault’s E-TECH system is the transmission, which does not use a clutch as such. It is the same gearbox that Renault uses in its other E-TECH models, such as the Captur plug-in hybrid or the Mégane E-TECH.

The car always sets off using electric motor 1 (the more powerful one) as the propulsion system, and the second electric motor takes care of starting the combustion engine and acting as a “synchroniser”, matching its rotational speed to that of the transmission in order to achieve smooth engagements. After getting under way, the combustion engine connects if you accelerate hard, if the battery does not have enough charge, or if speed exceeds 15 km/h.

As for the battery, located under the boot floor, it has a net capacity of 0.85 kEh (1.26 kWh net). As in other hybrid cars of this type, the electric motor can move the vehicle on its own in certain situations, or support the combustion engine; in the Clio, the two electric motors can provide additional thrust if needed.

The Renault Clio E-TECH on the move: smooth and efficient

The advantage of this configuration, with two electric motors, is that the Clio E-TECH can run longer with the combustion engine disconnected than other hybrids, in which the electric part assists the thermal engine but only works on its own at very low speeds and for very few kilometres. All of this translates into very smooth operation, with notable ride comfort and, above all, very low consumption.

And the figures speak for themselves, which we can confirm after our test: the Clio E-TECH can reach over 70 km/h in electric mode, and cover up to about 5 kilometres without needing to start the petrol engine. But the best thing is to forget the “EV” button on the console that forces this electric driving mode and let the car run in automatic hybrid mode, managing the energy flow. What the system does is manage the operation of the petrol engine and the electric motors so that they are constantly supporting each other, recovering energy or propelling the vehicle, always seeking maximum efficiency.

In town, for example, the petrol engine will start often, but most of the time to drive the second electric motor that acts as a generator, leaving the main electric motor to propel the vehicle. On country roads or motorways it is the other way round, with the combustion engine playing a bigger role; but every time you lift off the accelerator it will disconnect if the battery has enough charge, and the electric motor can take care of moving the car when you accelerate very gently again or drive “on a whisper of gas”. In fact, on the energy flow diagram on the multimedia screen or instrument display, you can see the car moving forward powered solely by the electric motor for short intervals at speeds of up to 120 km/h.

This comes with a small “trick” when it comes to statistics. If we look at the computer, we will see that over a cumulative route of about 1,000 km (average consumption of 5.2 l/100 km), it indicates that almost 30 per cent was driven in electric mode; in reality, the system also counts as kilometres driven in electric mode those covered while coasting. In any case, what is clear is that this Clio E-TECH is one of the non-plug-in hybrids that gets the most out of energy recovery and the ability to move forward without burning petrol.

Three driving modes… and you can feel them

The driver can influence the system’s performance through the three driving modes, which offer clearly differentiated behaviour. Normal hybrid mode, called MySense, is the balance point between Eco and Sport modes, and the one that offers the best balance for everyday driving.

This is because in Eco mode you really notice that throttle response is limited, which can make driving uncomfortable when you need agility in your reactions, for example in town. It is as if the car had suddenly lost 40 or 50 CV of power; and I am not exaggerating.

At the other extreme, Sport mode offers greater dynamism, with much more acceleration and recovery capacity; but at the cost of higher consumption. Bear in mind that depending on the mode selected, the system’s capacity to recover energy also changes, since in addition to throttle response the intensity of the braking regeneration is modified.

But let’s get to what matters: how much does the Clio E-TECH really use? Very little, for a car with this performance. On average, driving on country roads, motorways and in town, it is very easy to stay around 5.5 l/100 km using MySense mode (that is, without having to accept a clear loss in performance) and without worrying about driving with low consumption in mind. It is especially efficient in town, where you can get close to figures of 4 l/100 km. And to go above 6 l/100 km on the motorway you have to use Sport mode or already be driving “lightly”.

The Clio E-TECH has left us very good impressions these days. Beyond the good operation of the hybrid system, all the controls are easy to use (there are easy-to-handle controls in addition to the touchscreen), the finish is well executed and the interior space is good for its size, although this hybrid version loses about 60 litres of boot capacity. And the suspension maintains a good balance between agility, effectiveness and comfort. It would be improved by details such as paddle shifters on the steering wheel to be able to “play” with the gearbox’s engine braking without having to pull the lever to move from “D” to “B”, and to use the full regenerative braking capacity when recovering energy.

Is the Renault Clio E-TECH hybrid worth it?

Including the almost 1,700 euros of current promotional discount that Renault applies, the Clio E-TECH is available from 21,650 euros with the Intens trim, and from 22,750 with the Zen trim. Compared with its alternatives, the Clio E-TECH is more expensive than the Toyota Yaris Hybrid, available from around 19,000 euros, although with less standard equipment. And it has a price similar to that of the Honda Jazz Hybrid.

If we look within its own range, a petrol Clio TCe with the same power costs 18,600 euros. That is about 4,000 euros less than the Clio E-TECH, and you get a car with performance similar to the hybrid version, although with a manual gearbox instead of an automatic and without the DGT ECO label, which on its own can in many cases justify buying the Clio E-TECH. On the other hand, the average real-world consumption of the TCe version will be between 1.5 and 2.5 l/100 km higher than that of the hybrid, the more so the more you drive in town.

Another option, especially if the aim is minimum consumption, is a diesel Clio, although there is only one version: the 100 CV Blue dCi. It does not match the Clio E-TECH in performance or driving pleasure, although the fuel cost per kilometre may be lower, especially if you do a lot of motorway miles. It is available for about 3,000 euros less than the hybrid Clio, but it has neither the ECO label nor an automatic gearbox.

The only Clio with the ECO label, apart from the hybrid, is the Clio TCe LPG, with the 100 CV engine, and available only with a manual gearbox. A very interesting version for its low cost per kilometre when running on gas, although far from the performance of the hybrid Clio. For equal equipment, the LPG version is around 3,500 euros more affordable than the E-TECH.

In summary, the hybrid Clio E-TECH offers the fuel economy of the diesel versions, the performance of the most powerful petrol version and the advantages of the ECO label that the LPG variant carries. It is more expensive than the rest of the options in the range and loses some boot capacity; but it justifies this with first-rate technology that delivers excellent results, something you notice when you drive it.

Technical specifications of this car

HatchbackRenault Clio20 versions · from 16,390 €