Nearly fifty years later, Renault’s operations in Spain expanded with the establishment of Société de Fabrication Automobiles SA (FASA) in 1951, which represented a historical turning point for Renault in Spain with the start of manufacturing in 1953. The first 4CVs rolled off the assembly lines across the Pyrenees from France. The plant in Valladolid produced 707 cars in that year, at the impressive pace of 25 units a day. Since then, our Spanish neighbours have produced a total of 14 million cars. Olé!

Now with four plants, Spain is a major country for Renault manufacturing. Valladolid spawned a little sister dedicated to engines, Valladolid Motores, in 1964. Next came Seville for gearboxes in 1965 and Palencia, another vehicle manufacturing plant, in 1978.

Let’s recap the history of each plant:

Valladolid, the first plant

After the 4CV in 1954, the Valladolid plant produced the Renault 5 in 1972, the first-generation Clio in 1989 (followed by the next generations, Clio 2 in 1997 and Clio 3 in 2006). Valladolid was assigned the compact MPV Modus in 2003 and continued the saga with New Modus and Grand Modus in 2007. Demonstrating the importance of Spain in Renault’s manufacturing strategy, in 2011 it was announced that Twizy would be produced at Valladolid. And the king himself came to open the assembly line for Captur, accompanied by Carlos Ghosn.

Valladolid Motores, Valladolid’s little sister

Since Valladolid Motores was established in 1964, more than 21 million engines have rolled off the assembly lines, both diesel (the K9K) and petrol engines (the K4 and H4). A record was achieved in 2004, with 1,071,018 engines manufactured in a single year.

 Palencia, l’autre usine

9, 11, 12, 14, 18, 19 and 21. No, these are not lotto numbers, but they are a winning combination. The veterans among us would have recognized the models from the Renault range made between 1978, when the plant was opened, and 1988, when vehicles were given names instead of numbers. In 1993, Laguna to enter the assembly lines, followed by Mégane from 1994 to the third generation in 2012. 14 million cars were produced at Palencia since the start

Séville, geared up

Since 1965, the Seville plant has manufactured more than 22 million gearboxes from the JB via the JH to the TL4, the first gearbox for the Renault-Nissan. In 2007 Seville became the group’s leading gearbox plant by volume.

With four manufacturing plants, Renault Spain can boast having made more than 14 million cars, more than 21 million engines, and almost 23 million gearboxes and having employed more than 50,000 people.

Sales success, from Central and Eastern Europe to Western Europe 

Logan meets a tremendous success from its launch in June 2004. The press is under the spell of this modern car, making a clean break with the outmoded vehicles on offer in emerging markets. By December 2004 orders had already reached 27,000 units in Romania, set against a predicted 11,000.

In September 2004, Logan was released in Romania, followed by the Czech Republic, Hungary, Turkey and Slovakia, then, in early 2005, by Poland, Estonia, Lithuania, Latvia, Slovenia, Bulgaria and Moldavia.

Renault Logan in Russia (2005), © Patrick Sautelet

In June 2005, President Schweitzer decides to proceed with Europe-wide release of Logan. Market response is immediate and hugely positive, much to the surprise of most motor market oracles.

Logan’s second expansion phase tthen takes 2 directions:

• Geographical expansion, with release in many countries, and local production
• Product range expansion, with the development of new variants based on the same platform

The aim is to conquer new markets and bring in new customers. Logans carries a Renault badge in some countries and a Dacia badge in others.

The expansion of the range: from the Logan project to the Entry range

In fact, the idea of a second vehicle that would be truly adapted to the hatchback market quickly became a reality. A compact and appealing hatchback, Sandero, developed on the same platform as Logan, was consequently launched in Brazil in 2008.

Then came Duster in 2010. As Sandero was originally designed with Brazil in mind, Duster was developed for Russia, at a time when the company perceived a global trend in SUV development.

Renault Duster in Brazil (2011)

Other models followed in 2012, in the shape of Lodgy, Dokker and Dokker Van. In all, Dacia has launched a whole range in 8 years. The youngest in Europe, with “oldest” model, Duster, only launched in 2010.

The Dacia range : Dokker, Dokker Van, Duster, Lodgy, Sandero, Sandero Stepway, Logan

“The Entry program has maintained a clear identity: the mission was to open up new territories for the Renault group. To create the conditions whereby robust and ongoing commercial and industrial bases could be set up that could then be used to build the expansion of the Group.” - Gérard Detourbet, Director of the Entry Program (2003 to 2012)

Designed and developed for fast-growing markets, the Entry range has allowed Renault to significantly increase presence outside Europe and to penetrate new markets. At the end of 2007, 35% of Group sales were made outside Europe, up from 22.8% in 2004. In 2012 a new level was reached, with more than half of Renault sales made outside Europe. This is largely due to the Entry range. In 8 years, more than four million vehicles have been sold in 96 countries, including the priority Group markets of Russia, India and Brazil.

Renault Duster in India (2012) © Atul LOKE/Panos-REA

Internationally, the Entry program is fulfilling its initial objectives: to facilitate automobile ownership for the middle classes and allow the Renault Group to gain a position in growth markets.

On the mature markets of Western Europe (where the ownership rate is between 500 and 600 vehicles per 1,000 inhabitants), Dacia anticipated shifting customer needs and revealed the emergence of a new trend in consumer behaviour. Dacia was seen as a sensible choice, enabling more people to opt for a robust, spacious and affordable new vehicle. Dacia reliability would earn widespread recognition among customers, the press and specialist organizations, and the resulting customer peace of mind would be backed by low servicing costs, innovative aftersales policy and good trade-in value. Customers also appreciated the clear pricing structure. Dacia enabled many motorists who previously drove used cars (ten years old on average) to buy their first new car and benefit from a 3-year / 100,000 km warranty.

Dacia Logan in Tangier (2012) © Yannick Brossard

More than 2 million Dacia vehicles have been sold in Europe and in the Mediterranean basin since 2004. Development continues in 2012 with the broadening of the range with Lodgy, Dokker and Dokker Van. The brand is now present in 36 countries in Europe, Turkey and the Maghreb region. At the beginning of 2013, Dacia will be launched in the United Kingdom and Ireland (with Duster and Sandero).

A cornerstone Group strategy

The Entry range is one of Renault’s greatest successes in recent years.

“This success story is a reflection of Renault’s DNA and in particular the compagny’s uncommon ability to innovate and reinvent the automobile. Logan is a major innovation. Innovating isn’t just about equipping a car with more technology; it consist in keeping a close eye on the markets, in knowing how to identity emerging trends, and in placing the forces of innovation – technological or otherwise – at the service of customers. Logan was unprecedented success because it was in step with the major trends in the automotive market, and, to a certain extent, because it saw them coming. Logan successfully responded to new needs, needs that also vary considerably from one country to the next. The strength of the Entry range lies in its ability to meet with a single offer the exceptations of motorists in emerging markets and mature countries alike.” - Carlos Ghosn, Chairman and CEO of Renault and Nissan

New Logan (2012) © Denis Meunier

Entry vehicles are also a pillar of the Group’s profitable-growth strategy. While most carmakers lose money on their entry-level models, Carlos Ghosn recently commented: “The Entry range is one of the most important levers in our profitability. It is an advantage that we should insist upon”.

And the story is set to continue with the renewal this year of the most emblematic models in the range. New Logan, Sandero and Sandero Stepway, unveiled at the Paris Motor Show 2012, are turning a new page in the success story.

Renault Frégate Limousine (1957): This unique Renault Frégate was converted into an extended limousine for Général De Gaulle. Although it never formed part of the official presidential fleet, it was still employed for the transport of VIPs, including Général Eisenhower during a visit to Paris.

Alpine Renault A220: This outstanding A220 is another car that belongs to a private collection. It is one of the only two surviving V8-engined prototypes developed by Alpine for endurance racing in the 1960s.

Renault 8 ‘Landon’ (1963): In the spring of 1963, Renault decided to market a sporty derivative of the Renault 8. The brief for this car essentially concerned its top speed (“at least 155kph”), plus the need to keep additional costs to a minimum. The prototype produced by François Landon and his team was turned down in favour of the version developed by Amédée Gordini.

Renault Alliance cabriolet (1986): This car, which also comes from a privately-owned collection, was made in the USA. Its former owner nicknamed it ‘Eddie’ and asked for it not to end its life as scrap. It was shipped to Europe from California in June 2009 and type approved in July 2010. ‘Eddie’ still features the specific equipment that was necessary to comply with American legislation.

Renault Nerva Grand Sport (1937): In 1937, the Nerva Grand Sport was one of the last big Renaults to be produced before the outbreak of World War Two. The car on display has just been restored and is one of the few surviving examples.

Renault Type DG Victoria Rotschild (1913): Renault Type DG Victoria Rothschild (1913): Built on a 1913 chassis, this Rothschild-bodied car was made for the Egyptian dignitary Abou Shanab Fadah.

Left a Renault Twingo Cup (1995): This cup version of Twingo was produced by the equally passionate Christian Contzen. Different prototypes were made with either 1.6 135hp or 2.0 150hp engines, including the blue car on display. Right, a Renault Twingo ‘Lecoq’ (1995): This luxury version of Twingo is the work of the prestigious coachbuilder André Lecoq, a man of passion and an admirer of Renault. This one-off Twingo is his way of paying tribute to the brand and takes its inspiration from the celebrated make Bugatti.

Renault F1 Type RS01 (1978): This car was the first to be raced by Renault in the Formula 1 World Championship. It would revolutionise the world of F1 by introducing turbo technology and paved the way for Renault’s 11 world titles.

Renault road sweeper Type DM (1913): This surprising Renault road sweeper dates back to 1913 and is a precursor of today’s modern urban street cleaning vehicles.

Renault 4CV 1063 (1952): This car comes from a privately-owned collection. Only 80 R1063s were ever produced and this sporty version of the 4CV is the sole surviving example of the cars that were prepared by the factory competitions department. It raced at Le Mans in 1952 and 1953, contested the 1953 Rallye Monte-Carlo, finished third on the 1954 Mille Miglia and was second on the Liège-Rome-Liège.

The week-long 2013 Rallye Monte-Carlo Historique came to an end in Monaco on Friday, February 1. The 5 Berlinettes entered by Renault Classic all completed the rally, with 3 of them making it into the top 100 (from 300 entries). Jean-Claude Andruet and ‘Biche’, winners of the Rallye Monte-Carlo in 1973, finished 24th overall, despite contesting the ‘historic’ version of the world famous rally for the very first time.

Although it was their maiden attempt at a so-called ‘regularity’ event, the ever-competitive Andruet was angry with himself at the finish after making a mistake during the Final Night’s Turini loop. Even so, at the age of 73, he and his delightful lady co-driver ‘Biche’ can be proud of their performance.

In addition to the strong showings of the Team Renault Classic cars, other Alpines secured enviable results on the 16^th Rallye Monte-Carlo Historique, including a resounding triumph for the brand thanks to outright winners Gérard Brianti/Sébastien Chol (Group 4 Alpine A110 1800) and second-placed Jean-Pierre Coppola/Olivier Sussiot (four-cylinder Alpine A310).

Alpine’s one-two finish in the Principality couldn’t have been better timed since it comes just months after the announcement of the brand’s revival.

The last competitors crossed the finish line at around four o’clock, Friday morning. After a short rest, however, the crews of the five Team Renault Classic cars headed out the same afternoon to La Bollène Vésubie – the village at the foot of the climb to the Col du Turini – to treat media and VIP guests to an unforgettable ride in their respective Berlinettes up to the celebrated mountain pass! lady co-driver ‘Biche’ can be proud of their performance.

 ”The Alpine is the most enjoyable car ever. No other car is this much fun. It’s a sheer delight. I hadn’t driven an Alpine since the days when I won the Rallye Monte-Carlo, but it felt like an extraordinary toy in the mountains this week. Its efficiency was truly astonishing.” - Jean-Claude Andruet

Photos from the rally

 Starting line in Reims, January 27.

The 5 Renault Classic teams, in Dieppe, where the Alpine myth was born.

Final positions (Teams Renault Classic)

24th Jean-Claude Andruet/’Biche’ (#18 A110 1600S)

72nd Alain Serpaggi/Jean-Pierre Prévost (#21 A110 1300)

76th Carlos Tavares/Jean Pascal Dauce (#15 A110 1300)

165th Jean Ragnotti/Francis Mercier (#36 Group 4 A110 1800)

237th Jean-Vinatier/Jean-François Jacob (#1 A110 1300)

The Logan project team. On the left, Jean-Marie Hurtiger.

“I first began thinking about Project 90 during two official fact-finding visits toRussia. It was our intention to set up activity in that country. I visited Western car dealerships and a distribution centre that could boast annual sales of several thousand well equipped Lada cars priced at $6000. These models were technically out-dated but well adapted to local demand. So we wanted to get into the Russian market but at the same time had to take account of the particularly low sales prices, which meant we would be obliged not just to simplify an existing model but rather to design an entirely new vehicle. The idea took shape on my return from these trips to produce a mid-sized sedan aimed at family use and with a €5,000 price tag.” - Louis Schweitzer, Renault CEO (1992-2005)

Key dates of the Logan project

1997 : the Romanian trade and industry minister approached Renault Chairman Louis Schweitzer directly, calling upon “long-standing affinities” with regard to French presence in Romania. Mr Schweitzer considered the Romanian opening worthy of in-depth examination, since it would provide a basis for implementing the Logan project. .

1998 : Renault addressed a letter of intent to Dacia and the Romanian authorities. From an industrial point of view, Dacia was hardly an attractive proposition at the time, but it did have two considerable virtues. First, the Dacia brand was untarnished and available, which meant Renault would be free of any brand image conflicts. Second, Dacia had a production facility ready and waiting at Pitesti, and its engineers and technicians were skilled and highly motivated by the new project.

2 juillet 1999 : the final agreement is signed in Bucharest, Renault would be taking a 51% stake in Dacia, though this would later rise to 99.3% over the period 1999 to 2003. The new vehicle would open up an entirely new category, addressing emerging markets. And its specifications could be summed up in three words: modern, reliable and affordable. At the time, the project aroused considerable scepticism among industry specialists.

Design and development : counting every euro

The design challenge was to find the golden rule whose simplicity should in no way verge on the austere.

In September 1999 an “internal tender” was launched. To everybody’s surprise, the designers were enthused, with some 40 of them getting involved in this new kind of adventure, together writing a single score.

“The entire challenge consisted in finding solutions that were both robust and economical for each of the designed components. For example in the positioning of cutting lines: wing depth that reduces the amount of stamping, ease of headlight assembly, absence of integrated lights in the trunk, fixed quarter lights, integrated handling grips instead of attachable, etc. Just because we are producing a low-cost vehicle does not mean that we need to limit reflection, imagination and fantasy”.  - Patrick Le Quément, Renault Chief Designer (1987-2009).

“We will build a car that our customers can afford to buy”. So goes the indisputable and oft repeated formula of Jean-Marie Hurtiger, who refused the slightest divergence between the project and the business lines.

Project costs were managed start to finish in “closed envelope” style, to use the in-house jargon. Some examples from among many: the side protection strips are symmetrical, which means a single injection mould. The same goes for the rear-view mirrors. The bumpers are a single piece. Another example: the question of whether or not to place theDaciaemblem on the rear of the car, would cost precisely one euro, provoked such a debate that the Chairman had to be called in to arbitrate. This desire to reduce costs led to innovations in terms of the process: the car was designed entirely via computer aided design.

But in the end Logan is anything but a discount car. The project at no time ceded to facile economic solutions, obtained to the detriment of vehicle quality. For example, it would have been possible to reduce dimensions to save on materials, to use less efficient glass headlights instead of polycarbonate, to opt for a 4-speed gearbox…

Dacia and Pitesti transformation

The Pitesti production facility inRomaniawould be the project centrepiece, and the first major investment under the X90 programme. Starting in 2004, €489 million would be spent on renovation work to bringPitestiup to the highest international standards.

“The bulk of the investment would be on plant modernization for the Pitesti site. By 2005, annual production capacity would be brought up to 200,000 vehicles and 150,000 CKD (Completely knocked down) kits for otherLogan production sites,” notes Dacia CEO François Fourmont.

In the press shop, six press lines were refurbished, with 30 presses replaced or modernized. In the powertrain shop, the aluminium foundry and the machining shop for engine and gearbox parts underwent full modernization. In the paintwork department, new surface treatment and e-coating lines were set up, and stoves were built to Renault’s up-to-date standards. In the assembly department, new wheel alignment, rolling and braking sections were set up, along with a waterproofing booth.

Dacia Solenza (2003)

Launch of Dacia’s Solenza (2003) provided an ideal opportunity for testing out all the new machinery, enabling engineers to fine-tune the manufacturing process ready for production release, sales release and export of Logan.

Dacia Pitesti plant in 1970

Dacia Pitesti plant in 2007

Today, Logan is a real commercial success, in France and abroad and Dacia is now offering a full range of 7 cars. Meet us here in a week to find out more on Dacia’s success story on our next Dacia saga post!

In 1965, Nicolae Ceausescu came to power in Romania. He wanted to demonstrate the economic capabilities of the socialist republic that he had just established. With this objective in mind he launched the construction of a car for the people, called DACIA (etymologically the name comes from Dacie, a territory in antiquity corresponding to present day Romania).

The design brief was for a mid-range automobile fitted with a 1,000 cm3 to 1,300 cm3 engine to be produced in 50,000 units a year. Starting up production from scratch was too tall an order given Romania’s automotive culture at the time, so the decision was taken to manufacture under license. Several car manufacturers were approached, including Renault, which, with the backing of the French government, won the call for bids with a vehicle that at the time was still in the prototype stage. That prototype was the Renault 12

Beginnings with the “Romanian R8″, or Dacia 1100

In France the Renault 12 was not scheduled to go into production until the second quarter of 1969. In the meantime Renault gave the go ahead for another model, the R8. The new car would be assembled in the Pitesti factory that had been built and made ready for production in the record time of just 18 months. The first produced car was inspected on August 3, 1968 and the factory was officially inaugurated a little over two weeks later on August 20. Production of the “Romanian R8″, baptized the Dacia 1100, had begun.

According to the license contract, production of the 1,100 cm3 car consisted in assembling and painting the bodywork, initially manufactured in France. All the components were imported. The Dacia 1100 fully resembled the French R8, apart from a chrome strip on the front grille, displaying the Dacia brand and vehicle type, and a band on the rear engine hood again displaying the Dacia brand. A total of 37,546 examples of this model were produced through late 1971, when production ended.

It may be noted that a further 642 examples of another model, the Estafette, were produced a few years later (between 1975 and 1978), with all the parts again imported from France.

The Dacia 1300 and 1310: the stars of Dacia

Assembly of the Dacia 1300 (Romanian Renault 12) started in August 1969 and continued for an exceptionally long time, until July 2004. Over the years it was re-styled seven times and manufactured in numerous LCV versions. In all, early two million Dacia 1300s were built at the Pitesti factory. Initial technical characteristics of the Dacia 1300: four doors, five seats, longitudinal front-mounted engine,1298 cm3, 54 hp, maximum speed 144 km/h.

By 1970 the 1300 was available in several versions, including the standard 1300, the super 1300 and a model developed specially for the apparatchiks of the Romanian Communist Party, the 1301 (in reality a French R12 TS). The estate version went into production in 1973.

The last facelift of Dacia 1300

Two new engines were launched – a 1,185 cm3 developing 48 hp. and a 1,397 cm3 developing 63 hp – as was a 5-speed gearbox. The car got a fresh restyle in 1999.

Dacia 1300 pick up

The Dacia 1300 in all its guises. The Dacia 1300 received various guises: the Dacia 1320 was a 5-door hatchback version produced between 1987 and 1990 (the majority of these cars were used as taxis) while LCV versions met the needs of professionals (it ranged from the pick-up, launched in 1975, to the double cabin pick-up available in 4×2 and 4×4 versions).

Other models appear in the meantime. The Dacia 2000,  reserved for members of the Romanian nomenklatura, was in fact the Renault 20 that was sold in France between 1976 and 1984. The Dacia 500 or “Lastun”, a city car with fibreglass bodywork turned out in limited quantities during the 1980s. With quality failing to reach a suitable level, production was brought to a definitive end in 1989.

The later models

Dacia Nova

The Dacia Nova, launched in 1996, was the first car to be designed by Pitesti engineers. It bore a close resemblance to the Renault 9. The Dacia Supernova appeared in 2000. It inherited the engine and gearbox systems of the Renault Clio 1.4.

Dacia Solenza

The Solenza is a transition vehicle. Launched in 2003, it was a re-styled Supernova. The new model was vastly better equipped, with electric windows, central locking, ABS and air-conditioning. In fact the Solenza served as a study project in order to prepare the entire industrial system for Logan. In March 2005, after the production of more than 79 209 cars in less than two years, production was terminated in order to make way for Logan…

After Tunisia in 2010 and Catalonia in 2011, it was Argentina’s turn to host the 2012 Thousand and One Nights Classic Car Rally. From 10 to 20 October about 30 vehicles dating from the 1940s to the 1980s took part in the time-reliability event that started and finished in Bariloche, 1,600 kilometres south-west of Buenos Aires.

Juan Ranwez, a well-known Argentine collector, and Gustavo Fosco, communications director for Argentina, defended the colours of Renault Argentina at the wheel of a 1969 Alpine A110 1300 G. Other teams taking part included Austin Healey, Jaguar, Porsche, Lancia Zagato, Morgan, Ferrari, Mercedes and Volvo.

Ranwez, who owns the Alpine, is a fervent fan of Renault: I found this Alpine in the United States when I was taking part in some races in Las Vegas. I brought it to Argentina in 1990 and restored it to its original condition. Since then, it has entered several rallies in Argentina, including the Two Oceans Rally that starts from the Atlantic and finishes on the Pacific coast in Chile.

The Thousand and One Nights event was a chance for the Renault Argentina Alpine A110 to travel through some stunning scenery, taking in Patagonia and the Andes Cordillera. And it was a great way to promote the Renault brand in South America!

Seguin Island’s history has been closely interwoven with that of Renault since Louis Renault bought the site in 1919. After initially planning to construct gardens and leisure areas for his employees, he gradually developed the idea of building a factory there. Opened in 1929 and fully completed in 1937, it covered almost all the island’s 11.5 hectares.

This is where Renault produced such legendary vehicles as the Vivaquatre, 4CV and Renault 4. In the 1970s, about 10,000 people worked at the “steamship factory”. After being a window on French employment, a cosmopolitan centre and a source of inspiration for artists like photographer Robert Doisneau, the plant closed in 1992. Even today, it can still stir vivid memories in all those who worked there.

This is the story told at the Pavilion, which opened to the public on September 12. Inside, a timeline presentation put together by former Renault employees’ organisations (AMETIS, ATRIS and SHGR) will outline the company’s history. Outside, a display window will feature one of the brand’s legendary models – a Renault 4 is currently in the spotlight.

Talks may be organised at the Pavilion on such topics as the history of Renault and the automobile, as well as industrial and social history. It may also be used for film screenings and meetings on specific themes.

Opening hours:

April to October : everyday from 2:00 to 6:00 PM
November to March : everyday from 2:00 to 5:00 PM

How to get there:

Subway line 9, stop Pont de Sèvres or Billancourt
Tramway line 2, stop Brimborion

In 1990 Clio replaced the very popular Renault 5 in the small cars segment, but was positioned higher up the range. It benefited in particular from the experience gained with the Renault 19. Clio’s aerodynamics, spacious interior for a total length of only 3.71 metres, recent engines and excellent handling gave it all the qualities of bigger models. The design appealed to buyers and awards were not long coming – starting with the coveted “Car of the Year” prize for 1991. That was a major asset in helping Clio take on tough competition from the Peugeot 205, Citroën AX, Fiat Uno, Opel Corsa, Ford Fiesta and so on.

Advertising for Renault Clio back in 1993

Clio quickly became a benchmark in its category. The RT 1.7 version offered remote locking of the doors and tailgate, electric windows and height-adjustable seatbelts in the front as standard, plus ABS as an option. After the RL, RN and RT versions, the more sporty Clio S, Clio 16V (1991) and Clio Williams 2.0 16V (1993) were added, followed by the Be-Bop and Chipie editions.

Even today, Clio Williams is a real icon for Renault fans! 

Clio Baccara (1991) had no reason to be jealous of big cars, with standard equipment never previously seen in the segment: two-tone leather seats, a burr walnut gearknob, height-adjustable driver’s seat plus lumbar adjustment, air conditioning, steering wheel-mounted radio controls and power steering. Definitely a range-topping car. And if including all those features was a bold move, Renault went even further in 1995 by making an electric version of Clio that delivered “a new kind of motoring”. About 50 electric Clios were available for test drives in the French town of Saint-Quentin-en-Yvelines as part of the Praxitèle programme in 1997. Clio was a gamble that paid off: in 1998, about 4 million units of Clio were produced in seven countries.

Renault Clio Baccarat

Renault Clio “Praxitèle”

Clio II took over in 1998 with the aim of offering “even more big car refinement”. Just 6cm longer than its predecessor, it was even safer, with ABS and new driver and passenger airbags fitted as standard to all versions, and side airbags also available. Power steering was also standard. A 1.9l diesel engine was offered in addition to the 1.2l, 1.4l and 1.6l petrol engines. All represented progress in terms of fuel consumption, CO2 emissions (complying with the Euro 3 norm) and driving pleasure.

2000 is a bumper year for car fans. Renault Sport produces a double win. Its Clio 2.0 16V Renault Sport seduces aficionados with a high-performing 172 hp engine and excellent road-holding ability. A few months later, Clio V6 24V turns heads with a breathtaking body and electrifying V6 230hp engine positioned right behind the driver. In propulsion mode, no less!

In 2001, with more than 1.9 million units manufactured, Clio II underwent a thorough restyling. The exterior design was more dynamic and the interior offered even more quality. A new range of engines was introduced: the K9K turbo diesel 1.5 dCi Common Rail. Other new features included Emergency Brake Assist, twin headlamps, seatbelt pretensioners, adjustable air conditioning, and rain and light sensors.

Clio III came on the scene in 2005, with Clio II remaining available under the name of Clio Campus. The newcomer was longer (3.99 metres) and even more comfortable with five full-size seats). It was bright, boasting the largest glazed area in the segment, and the soundproofing was excellent. It was also the first model in the segment to be equipped with the “hands-free card” and some versions had reversing sensors and adjustable air conditioning.

Clio III also put the emphasis on driving pleasure. Its suspension system was based on the one used in Mégane II, offering exceptional ride comfort and road-holding. Six engines – three petrol and three diesel – were now available. In 2007 the TCe 100, the first downsized engine in the segment, was added to the range. As for safety, Clio III aimed for no less than excellence: it was the first car in its segment to be awarded five stars in the Euro NCAP crash tests and it had best-in-class braking (ABS with Electronic Brake Distribution and Emergency Brake Assist), with the Electronic Stability Programme available as an option. Clio III was rewarded with a second Car of the Year title in 2006 – a unique achievement.

In 2006 Clio Renault Sport made its appearance and was unanimously recognised as an outstanding sports car. In 2008 Clio celebrated its 18th birthday with the first Estate version, and Carminat TomTom navigation was added for phase 2.

I, II, III and… 2012 is the year of New Renault Clio. And this eagerly awaited model is all set to be just as popular as its predecessors.