Pros
- RS models are superb to drive.
- Even non-RS models are highly entertaining to drive.
- Gorgeous styling.
- Among the largest boot in its class.
Cons
- Reliability and maintenance can be a nightmare on poorly maintained examples.
- Expensive to repair and maintain in comparison to other equivalent cars.
- Cup holders are quite small.
- The lack of a manual option in the RS is still disappointing.
Verdict
We wouldn't...
We'd be cautious
We would...
It depends on which Clio and who you’re buying it from.
When talking non RS Clio’s, for what they’re asking on the used market, there are other alternatives that come with a far better and proven reliability record, that offer an equivalent driving experience and may not offer the same...
Like its big brother Megane, Renault’s Clio city car has long been the darling of Aussie drawn to French flair and a fun driving experience but has never enjoyed anywhere near the popularity locally as it as in Europe, let alone its native France. But it fourth generation, debuting in 2012 if hitting Australian showrooms in September 2013, built on a groundswell of interest for the nameplate anchored off the popularity of the go-fast RS version much loved by petrolheads after a fit on a relative budget.
‘Clio 4’ was bigger than its gen-three forebear, a growth spurt added by its long wheelbase improving roominess and boot space (300 litres). Renault also ditched time-honoured three-door option that somewhat compromised packaging, its novel five-door-only body offering practicality while embodying clever and fetching styling that appeared to have two fewer doors, with the rear door handles hidden in the C pillars.
Initially, the line-up tipped in with the Authentique manual, powered by a modest 900cc turbo three pot of 66kW and 135Nm and offering few frills but, clocking in at under $17k, it was chips-cheap to buy and run – 4.5L/100kms – and brought a heap of charm to the bargain. The Dynamique was the staple mid-ranger, bringing an 88kW and 190Nm 1.2-litre turbo four backed by a six-speed dual-clutch auto shoehorned into a well-appointed package – semi-digital instruments, sat-nav – for its handy sub-$25k ask. In 2014, an affordable Expression version would split the difference between two established variants in both
Like its big brother Megane, Renault’s Clio city car has long been the darling of Aussie drawn to French flair and a fun driving experience but has never enjoyed anywhere near the popularity locally as it as in Europe, let alone its native France. But it fourth generation, debuting in 2012 if hitting Australian showrooms in September 2013, built on a groundswell of interest for the nameplate anchored off the popularity of the go-fast RS version much loved by petrolheads after a fit on a relative budget.
‘Clio 4’ was bigger than its gen-three forebear, a growth spurt added by its long wheelbase improving roominess and boot space (300 litres). Renault also ditched time-honoured three-door option that somewhat compromised packaging, its novel five-door-only body offering practicality while embodying clever and fetching styling that appeared to have two fewer doors, with the rear door handles hidden in the C pillars.
Initially, the line-up tipped in with the Authentique manual, powered by a modest 900cc turbo three pot of 66kW and 135Nm and offering few frills but, clocking in at under $17k, it was chips-cheap to buy and run – 4.5L/100kms – and brought a heap of charm to the bargain. The Dynamique was the staple mid-ranger, bringing an 88kW and 190Nm 1.2-litre turbo four backed by a six-speed dual-clutch auto shoehorned into a well-appointed package – semi-digital instruments, sat-nav – for its handy sub-$25k ask. In 2014, an affordable Expression version would split the difference between two established variants in both 0.9L man ($18k-ish) and 1.2 auto ($20k-ish) formats.
But most of the buyer and critically acclaimed media attention focused on the RS (Renault Sport) stuff. The halo versions’ importance appeared in the numbers: four different Clio RSs were offered, the tree-topping Cup Trophy Auto, at just under $37k, over twice the price of the entry Clio.
Clio RS’s linage, reaching back to the Renault 5 Alpine of the ’70s, is a rich one, and the third generation to wear the RS badging flaunted tradition by offering a newfound level of smarts to what’s traditionally been a fairly tech-humble hot hatch format.
Controversially, no manual was offered. Instead, the French-built ‘200 EDC’ quartet brought 147kW (200 horsepower, hence the name) and 240Nm exclusively via a sport dual-clutch gearbox in a body-kitted and big-wheeled package offering launch control, an electronic LSD, big brakes (pinched from Laguna V6 sedan), multi-downshift functionality, ‘R Link’ track day data logging, some Nissan GT-R parts binning (shifters) and fancy hydraulic bump suspension. It’s certainly some piece of fun kit.
Performance was 6.7 seconds for 0-100kmh, but the real party trick was in dynamics. Buyers could get the feisty Sport ride and handling tune or a lower-sat, 20-percent stiffer Cup chassis with specific damper settings. For the die-hards and completists, fancier Trophy versions were offered above the standard-tier Sport and Cup.
Buyers up for a bit of driving enjoyment without the RS excess could, from 2014, opt for a Clio GT, offered in regular ($25k-ish) or leather-dipped Premium ($28k-ish) guises, pairing the 88kW/190Nm 1.2 engine with a specifically sporty handling package and a decent standard equipment fit-out.
A face-lift arrived in 2017, complete with fresh variants nameplates in the low-spec Life ($19k), nicer Zen ($21k) and mid-spec Intens ($23k) trims, all of them 1.2L autos. But the big news for gearheads was the arrival of a more powerful ‘220’ RS Trophy, plying 162kW and 280Nm from the familiar 1.6T while prying $39k from the hip pockets of buyers. The regular RS 200 continued alongside the range-topper in Sport, Sport Premium and Cup forms.
In 2019, Renault debuted its fifth-generation Clio replacement. But Renault Australia’s decision to ditch the compact hatchback from local showrooms means that the Clio nameplate is now on hiatus Down Under. And perhaps permanently.
Like its big brother Megane, Renault’s Clio city car has long been the darling of Aussie drawn to French flair and a fun driving experience but has never enjoyed anywhere near the popularity locally as it as in Europe, let alone its native France. But it fourth generation, debuting in 2012 if hitting Australian showrooms in September 2013, built on a groundswell of interest for the nameplate anchored off the popularity of the go-fast RS version much loved by petrolheads after a fit on a relative budget.
‘Clio 4’ was bigger than its gen-three forebear, a growth spurt added by its long wheelbase improving roominess and boot space (300 litres). Renault also ditched time-honoured three-door option that somewhat compromised packaging, its novel five-door-only body offering practicality while embodying clever and fetching styling that appeared to have two fewer doors, with the rear door handles hidden in the C pillars.
Initially, the line-up tipped in with the Authentique manual, powered by a modest 900cc turbo three pot of 66kW and 135Nm and offering few frills but, clocking in at under $17k, it was chips-cheap to buy and run – 4.5L/100kms – and brought a heap of charm to the bargain. The Dynamique was the staple mid-ranger, bringing an 88kW and 190Nm 1.2-litre turbo four backed by a six-speed dual-clutch auto shoehorned into a well-appointed package – semi-digital instruments, sat-nav – for its handy sub-$25k ask. In 2014, an affordable Expression version would split the difference between two established variants in both 0.9L man ($18k-ish) and 1.2 auto ($20k-ish) formats.
But most of the buyer and critically acclaimed media attention focused on the RS (Renault Sport) stuff. The halo versions’ importance appeared in the numbers: four different Clio RSs were offered, the tree-topping Cup Trophy Auto, at just under $37k, over twice the price of the entry Clio.
Clio RS’s linage, reaching back to the Renault 5 Alpine of the ’70s, is a rich one, and the third generation to wear the RS badging flaunted tradition by offering a newfound level of smarts to what’s traditionally been a fairly tech-humble hot hatch format.
Controversially, no manual was offered. Instead, the French-built ‘200 EDC’ quartet brought 147kW (200 horsepower, hence the name) and 240Nm exclusively via a sport dual-clutch gearbox in a body-kitted and big-wheeled package offering launch control, an electronic LSD, big brakes (pinched from Laguna V6 sedan), multi-downshift functionality, ‘R Link’ track day data logging, some Nissan GT-R parts binning (shifters) and fancy hydraulic bump suspension. It’s certainly some piece of fun kit.
Performance was 6.7 seconds for 0-100kmh, but the real party trick was in dynamics. Buyers could get the feisty Sport ride and handling tune or a lower-sat, 20-percent stiffer Cup chassis with specific damper settings. For the die-hards and completists, fancier Trophy versions were offered above the standard-tier Sport and Cup.
Buyers up for a bit of driving enjoyment without the RS excess could, from 2014, opt for a Clio GT, offered in regular ($25k-ish) or leather-dipped Premium ($28k-ish) guises, pairing the 88kW/190Nm 1.2 engine with a specifically sporty handling package and a decent standard equipment fit-out.
A face-lift arrived in 2017, complete with fresh variants nameplates in the low-spec Life ($19k), nicer Zen ($21k) and mid-spec Intens ($23k) trims, all of them 1.2L autos. But the big news for gearheads was the arrival of a more powerful ‘220’ RS Trophy, plying 162kW and 280Nm from the familiar 1.6T while prying $39k from the hip pockets of buyers. The regular RS 200 continued alongside the range-topper in Sport, Sport Premium and Cup forms.
In 2019, Renault debuted its fifth-generation Clio replacement. But Renault Australia’s decision to ditch the compact hatchback from local showrooms means that the Clio nameplate is now on hiatus Down Under. And perhaps permanently.
- There are quite a few reports that Clios fitted with a sunroof can leak. This can lead to water damage and electrical issues in the long term plus even on models that don’t leak, there are reports that the sunroof can become very rattly.
- There are reports of brake lights staying on due to the circuits melting.
- There are quite a few reports of noises from the wheels, usually a rumbling sound caused by faulty wheel bearings.
- In 2020 recalls were issued for models between 2014-2015 due to faulty windscreen wiper motors. Our research actually found that the problematic wiper motor issue can extend to all 4th generation Clios
- There was also a recall due to the improper fitting of rear spoiler. At speed the spoiler can detach.
- There are reports that the infotainment system can become very slow or not responsive or in the worst case just fail. This occurs especially in Clio’s fitted with R-Link.
- There are numerous reports of various electronic gremlins effecting the interior, for example, there are quite a few reports that the fuel gauge can be faulty. It can lower from full to half way correctly, then it pauses at half way while the Clio runs out of fuel, only dropping to empty once the car has completely run out of fuel, potentially leaving the occupants stranded.
- Many owners have mentioned that the HVAC vents are quite fragile and the flaps have broken easily as the plastic becomes brittle with age.
- Owners of
- There are quite a few reports that Clios fitted with a sunroof can leak. This can lead to water damage and electrical issues in the long term plus even on models that don’t leak, there are reports that the sunroof can become very rattly.
- There are reports of brake lights staying on due to the circuits melting.
- There are quite a few reports of noises from the wheels, usually a rumbling sound caused by faulty wheel bearings.
- In 2020 recalls were issued for models between 2014-2015 due to faulty windscreen wiper motors. Our research actually found that the problematic wiper motor issue can extend to all 4th generation Clios
- There was also a recall due to the improper fitting of rear spoiler. At speed the spoiler can detach.
- There are reports that the infotainment system can become very slow or not responsive or in the worst case just fail. This occurs especially in Clio’s fitted with R-Link.
- There are numerous reports of various electronic gremlins effecting the interior, for example, there are quite a few reports that the fuel gauge can be faulty. It can lower from full to half way correctly, then it pauses at half way while the Clio runs out of fuel, only dropping to empty once the car has completely run out of fuel, potentially leaving the occupants stranded.
- Many owners have mentioned that the HVAC vents are quite fragile and the flaps have broken easily as the plastic becomes brittle with age.
- Owners of the more firmly sprung (RS) models are reporting that the interior can become very rattly.
- Mechanically while there isn’t one particular issue that this generation of Clio can suffer from, there are a number of issues that are known to occur.
- There are various reports of oil leaks, engine bay plastic failures, turbo issues, electronic gremlins, hot and cold side boost pipes are known to crack, early models can be prone to blowing the control unit of the gearbox and the clutch packs can wear out if launch control has been used too frequently. There are some reports of timing chain problems but that seems to be connected to poor servicing more than a manufacturer problem. There are also the odd examples of coil pack failure and coolant leaks.
- Probably the biggest potential problem (especially with the RS models) may be surrounding the transmission. In general all modern double-clutch gearboxes tend to work hard and there are lots of moving parts and add in the fact that they (not on Renault units) don’t have the greatest reputation for reliability or longevity and we’d highly recommend having the transmission independently tested before purchasing the car in question.
- There are quite a few reports that Clios fitted with a sunroof can leak. This can lead to water damage and electrical issues in the long term plus even on models that don’t leak, there are reports that the sunroof can become very rattly.
- There are reports of brake lights staying on due to the circuits melting.
- There are quite a few reports of noises from the wheels, usually a rumbling sound caused by faulty wheel bearings.
- In 2020 recalls were issued for models between 2014-2015 due to faulty windscreen wiper motors. Our research actually found that the problematic wiper motor issue can extend to all 4th generation Clios
- There was also a recall due to the improper fitting of rear spoiler. At speed the spoiler can detach.
- There are reports that the infotainment system can become very slow or not responsive or in the worst case just fail. This occurs especially in Clio’s fitted with R-Link.
- There are numerous reports of various electronic gremlins effecting the interior, for example, there are quite a few reports that the fuel gauge can be faulty. It can lower from full to half way correctly, then it pauses at half way while the Clio runs out of fuel, only dropping to empty once the car has completely run out of fuel, potentially leaving the occupants stranded.
- Many owners have mentioned that the HVAC vents are quite fragile and the flaps have broken easily as the plastic becomes brittle with age.
- Owners of the more firmly sprung (RS) models are reporting that the interior can become very rattly.
- Mechanically while there isn’t one particular issue that this generation of Clio can suffer from, there are a number of issues that are known to occur.
- There are various reports of oil leaks, engine bay plastic failures, turbo issues, electronic gremlins, hot and cold side boost pipes are known to crack, early models can be prone to blowing the control unit of the gearbox and the clutch packs can wear out if launch control has been used too frequently. There are some reports of timing chain problems but that seems to be connected to poor servicing more than a manufacturer problem. There are also the odd examples of coil pack failure and coolant leaks.
- Probably the biggest potential problem (especially with the RS models) may be surrounding the transmission. In general all modern double-clutch gearboxes tend to work hard and there are lots of moving parts and add in the fact that they (not on Renault units) don’t have the greatest reputation for reliability or longevity and we’d highly recommend having the transmission independently tested before purchasing the car in question.
Body Style:
- 5 door hatchback
Engines:
- 898cc 3-cylinder turbo petrol (Authentique, Life, Expression)
- 1.2 litre 4-cylinder turbo petrol (Life, Expression, Zen, Dynamique, Intents, GT, GT Premium, GT-Line)
- 1.6 litre 4-cylinder turbo petrol (R.S. 200 Sport, R.S. 200 Cup, R.S. 200 Sport Trophy, R.S. 200 Sport Premium, R.S. 200 Cup Trophy, R.S. 200 Cup Premium, R.S. 220 Trophy, R.S. 18)
Power:
- 66kW (898cc 3-cylinder turbo petrol)
- 88kW (1.2 litre 4-cylinder turbo petrol)
- 147kW (1.6 litre 4-cylinder turbo petrol)
- 162kW (1.6 litre 4-cylinder turbo petrol) – R.S. 220 Trophy and R.S. 18 only
Torque:
- 135Nm (898cc 3-cylinder turbo petrol)
- 190Nm (1.2 litre 4-cylinder turbo petrol)
- 240Nm (1.6 litre 4-cylinder turbo petrol)
- 260Nm (1.6 litre 4-cylinder turbo petrol) – R.S. 220 Trophy and R.S. 18 only
Transmission & drivetrains:
- 5-speed manual Authentique, Life, Expression), front-wheel drive
- 6-speed dual clutch automatic (Life, Formula Edition, Expression, Zen, Dynamique, Intents, GT, GT Premium, GT-Line, R.S. 200 Sport, R.S. 200 Cup, R.S. 200 Sport Trophy, R.S. 200
- Sport Premium, R.S. 200 Cup Trophy, R.S. 200 Cup Premium, R.S. 220 Trophy, R.S. 18), front-wheel drive
Fuel Consumption:
- 4.5 – 6.3L/100km (depending on engine and variant)
Length:
- 4063mm (Clio)
- 4090mm (Clio R.S.)
Width:
- 1945mm
Height:
- 1448mm
Kerb Weight:
- 1019 – 1270kg (depending on engine and model)
Towing braked/unbraked:
- 900kg/575kg (898cc 3-cylinder turbo petrol)
- 900kg/625kg (1.2 litre 4-cylinder turbo
Body Style:
- 5 door hatchback
Engines:
- 898cc 3-cylinder turbo petrol (Authentique, Life, Expression)
- 1.2 litre 4-cylinder turbo petrol (Life, Expression, Zen, Dynamique, Intents, GT, GT Premium, GT-Line)
- 1.6 litre 4-cylinder turbo petrol (R.S. 200 Sport, R.S. 200 Cup, R.S. 200 Sport Trophy, R.S. 200 Sport Premium, R.S. 200 Cup Trophy, R.S. 200 Cup Premium, R.S. 220 Trophy, R.S. 18)
Power:
- 66kW (898cc 3-cylinder turbo petrol)
- 88kW (1.2 litre 4-cylinder turbo petrol)
- 147kW (1.6 litre 4-cylinder turbo petrol)
- 162kW (1.6 litre 4-cylinder turbo petrol) – R.S. 220 Trophy and R.S. 18 only
Torque:
- 135Nm (898cc 3-cylinder turbo petrol)
- 190Nm (1.2 litre 4-cylinder turbo petrol)
- 240Nm (1.6 litre 4-cylinder turbo petrol)
- 260Nm (1.6 litre 4-cylinder turbo petrol) – R.S. 220 Trophy and R.S. 18 only
Transmission & drivetrains:
- 5-speed manual Authentique, Life, Expression), front-wheel drive
- 6-speed dual clutch automatic (Life, Formula Edition, Expression, Zen, Dynamique, Intents, GT, GT Premium, GT-Line, R.S. 200 Sport, R.S. 200 Cup, R.S. 200 Sport Trophy, R.S. 200
- Sport Premium, R.S. 200 Cup Trophy, R.S. 200 Cup Premium, R.S. 220 Trophy, R.S. 18), front-wheel drive
Fuel Consumption:
- 4.5 – 6.3L/100km (depending on engine and variant)
Length:
- 4063mm (Clio)
- 4090mm (Clio R.S.)
Width:
- 1945mm
Height:
- 1448mm
Kerb Weight:
- 1019 – 1270kg (depending on engine and model)
Towing braked/unbraked:
- 900kg/575kg (898cc 3-cylinder turbo petrol)
- 900kg/625kg (1.2 litre 4-cylinder turbo petrol)
- Towing not recommended (1.6 litre 4-cylinder turbo petrol)
Boot volume:
- 300L / 1146L (seats folded down and up to the ceiling)
Body Style:
- 5 door hatchback
Engines:
- 898cc 3-cylinder turbo petrol (Authentique, Life, Expression)
- 1.2 litre 4-cylinder turbo petrol (Life, Expression, Zen, Dynamique, Intents, GT, GT Premium, GT-Line)
- 1.6 litre 4-cylinder turbo petrol (R.S. 200 Sport, R.S. 200 Cup, R.S. 200 Sport Trophy, R.S. 200 Sport Premium, R.S. 200 Cup Trophy, R.S. 200 Cup Premium, R.S. 220 Trophy, R.S. 18)
Power:
- 66kW (898cc 3-cylinder turbo petrol)
- 88kW (1.2 litre 4-cylinder turbo petrol)
- 147kW (1.6 litre 4-cylinder turbo petrol)
- 162kW (1.6 litre 4-cylinder turbo petrol) – R.S. 220 Trophy and R.S. 18 only
Torque:
- 135Nm (898cc 3-cylinder turbo petrol)
- 190Nm (1.2 litre 4-cylinder turbo petrol)
- 240Nm (1.6 litre 4-cylinder turbo petrol)
- 260Nm (1.6 litre 4-cylinder turbo petrol) – R.S. 220 Trophy and R.S. 18 only
Transmission & drivetrains:
- 5-speed manual Authentique, Life, Expression), front-wheel drive
- 6-speed dual clutch automatic (Life, Formula Edition, Expression, Zen, Dynamique, Intents, GT, GT Premium, GT-Line, R.S. 200 Sport, R.S. 200 Cup, R.S. 200 Sport Trophy, R.S. 200
- Sport Premium, R.S. 200 Cup Trophy, R.S. 200 Cup Premium, R.S. 220 Trophy, R.S. 18), front-wheel drive
Fuel Consumption:
- 4.5 – 6.3L/100km (depending on engine and variant)
Length:
- 4063mm (Clio)
- 4090mm (Clio R.S.)
Width:
- 1945mm
Height:
- 1448mm
Kerb Weight:
- 1019 – 1270kg (depending on engine and model)
Towing braked/unbraked:
- 900kg/575kg (898cc 3-cylinder turbo petrol)
- 900kg/625kg (1.2 litre 4-cylinder turbo petrol)
- Towing not recommended (1.6 litre 4-cylinder turbo petrol)
Boot volume:
- 300L / 1146L (seats folded down and up to the ceiling)
Warranty:
3 years/100,000km
Servicing:
12 months/15,000km
Model range, pricing & features
It depends on which Clio and who you’re buying it from.
When talking non RS Clio’s, for what they’re asking on the used market, there are other alternatives that come with a far better and proven reliability record, that offer an equivalent driving experience and may not offer the same levels of “Euro cool”, but if a budget hatch is what you require, maybe it’s best to look past the image and focus on the realities that, the generally lower maintenance and running costs, and superior resale value of Japanese and South Korean hatchbacks, will do more for you in the long term than this sexy little French option.
In terms of the RS models, should you buy one of these? Well that all comes down to who owned it before you.
There is no denying the Clio RS models, all of them, even when used are fantastic to drive and Renault Sport time and time again seem to set the standard for hot hatches.
But because of how great these are to drive, and thanks to the generation 4 has appealed to a wider demographic, many owners have proven that some people just shouldn’t have nice things.
A faultless and thorough service history is absolutely vital as these engines work their lubricating oil quite hard and whatever you do, make sure you have an experienced mechanic go over the whole car for a pre-purchase inspection before you hand over your cash.
Plus various Clio RS models are commonly seen
It depends on which Clio and who you’re buying it from.
When talking non RS Clio’s, for what they’re asking on the used market, there are other alternatives that come with a far better and proven reliability record, that offer an equivalent driving experience and may not offer the same levels of “Euro cool”, but if a budget hatch is what you require, maybe it’s best to look past the image and focus on the realities that, the generally lower maintenance and running costs, and superior resale value of Japanese and South Korean hatchbacks, will do more for you in the long term than this sexy little French option.
In terms of the RS models, should you buy one of these? Well that all comes down to who owned it before you.
There is no denying the Clio RS models, all of them, even when used are fantastic to drive and Renault Sport time and time again seem to set the standard for hot hatches.
But because of how great these are to drive, and thanks to the generation 4 has appealed to a wider demographic, many owners have proven that some people just shouldn’t have nice things.
A faultless and thorough service history is absolutely vital as these engines work their lubricating oil quite hard and whatever you do, make sure you have an experienced mechanic go over the whole car for a pre-purchase inspection before you hand over your cash.
Plus various Clio RS models are commonly seen hammering around race circuits at track days and even though these cars may have been maintained well, a car that has been used on track with such enthusiasm is probably best avoided for most used buyers.
Unless that is you’re buying one as a track hack yourself, if you see any signs that it has seen a race circuit or two, like maybe on the owners social media accounts, avoid it.
The Clio is an incredibly enjoyable car and the one to get is an RS 220 Trophy, but unfortunately, Clio’s can become fragile in the wrong hands and it’s up to you if you want to take that risk.
Overall, because finding a good one relies on so many variables, sorry but we’d recommend going with something more logical and sensible, that is unless you’re happy to take the risk and can afford to throw money at one.
In that case, sure, buy one.
It depends on which Clio and who you’re buying it from.
When talking non RS Clio’s, for what they’re asking on the used market, there are other alternatives that come with a far better and proven reliability record, that offer an equivalent driving experience and may not offer the same levels of “Euro cool”, but if a budget hatch is what you require, maybe it’s best to look past the image and focus on the realities that, the generally lower maintenance and running costs, and superior resale value of Japanese and South Korean hatchbacks, will do more for you in the long term than this sexy little French option.
In terms of the RS models, should you buy one of these? Well that all comes down to who owned it before you.
There is no denying the Clio RS models, all of them, even when used are fantastic to drive and Renault Sport time and time again seem to set the standard for hot hatches.
But because of how great these are to drive, and thanks to the generation 4 has appealed to a wider demographic, many owners have proven that some people just shouldn’t have nice things.
A faultless and thorough service history is absolutely vital as these engines work their lubricating oil quite hard and whatever you do, make sure you have an experienced mechanic go over the whole car for a pre-purchase inspection before you hand over your cash.
Plus various Clio RS models are commonly seen hammering around race circuits at track days and even though these cars may have been maintained well, a car that has been used on track with such enthusiasm is probably best avoided for most used buyers.
Unless that is you’re buying one as a track hack yourself, if you see any signs that it has seen a race circuit or two, like maybe on the owners social media accounts, avoid it.
The Clio is an incredibly enjoyable car and the one to get is an RS 220 Trophy, but unfortunately, Clio’s can become fragile in the wrong hands and it’s up to you if you want to take that risk.
Overall, because finding a good one relies on so many variables, sorry but we’d recommend going with something more logical and sensible, that is unless you’re happy to take the risk and can afford to throw money at one.
In that case, sure, buy one.
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Disclaimer
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of March 11, 2022.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
Read our full terms and conditions here.
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