Renault Clio: The Years to Avoid — and the Ones Worth Buying

The Renault Clio is the supermini you buy when you want something a bit more stylish than a Fiesta or Corsa. It's comfortable, cheap to insure, and the fourth and fifth generations still look smart years after launch. Used prices are lower than most rivals, which makes a good Clio one of the best-value small cars in the UK.

The flip side is that the Clio has a reputation for electrical niggles, and a couple of specific engine and gearbox combinations have caused real problems. Most of them are easy to avoid once you know what to look for.

The big one: the EDC dual-clutch automatic (2013–2017)

Renault's EDC (Efficient Dual Clutch) automatic arrived in the fourth-generation Clio in 2013. It's a six-speed dual-clutch gearbox using dry clutches, and it was fitted to the 1.2 TCe 120 petrol, the 1.5 dCi diesel and the Clio RS. Early versions developed a reputation for jerky low-speed behaviour, hesitation when pulling away, clutch wear, and control unit failures that put the car into limp mode. Repairs can cost £1,000–£2,500, a big chunk of an early Clio's value.

Which cars were affected: Clio IV automatics with the EDC gearbox, mainly from 2013 to 2017. The Clio RS 200 EDC also had gearbox issues and is a specialist buy.

How to identify it on a test drive: Pull away gently from a standstill several times. Any judder, hesitation or clunk is a warning. Creep forward and back in a car park as if you were parking. Drive in slow traffic. Watch for a gearbox warning light or message on the dashboard. Ask whether the gearbox software has been updated and whether any clutch or control unit work has been done.

The safe approach: Buy a manual. The Clio's manual gearboxes are light and easy to use. If you need an automatic, look for a car with documented gearbox work and smooth behaviour on the test drive, or move up to the Clio V with the X-Tronic CVT or the E-Tech hybrid.

The 1.2 TCe 120 petrol (2013–2016)

The 1.2 TCe 120 four-cylinder turbo petrol (known internally as the H5Ft) was fitted to the Clio IV, usually paired with the EDC automatic. It's a smooth and punchy engine, but early versions developed a reputation for excessive oil consumption and timing chain problems. An engine that's running low on oil puts extra strain on the chain, which can stretch and throw the timing out. Owners report warning lights, rough running, loss of power and, in some cases, engine failure.

Which cars were affected: Clio IV 1.2 TCe 120 models from 2013 to around 2016. The same engine was used in the Captur, Mégane and Nissan Qashqai (as the 1.2 DIG-T) and Juke, with similar complaints.

How to identify it on a viewing: Check the dipstick before the test drive. Ask the seller how often they top up the oil. Start the engine from cold and listen for a rattle. Look in the history for oil top-ups, timing chain work or warranty repairs.

The safe approach: Choose the 0.9 TCe 90 three-cylinder petrol instead. It's the most common Clio IV petrol, it uses a timing chain and has a good record, and it's cheaper to buy, insure and run.

The 1.5 dCi diesel: oil changes matter

The 1.5 dCi (K9K) is one of the most economical small diesels ever made, and a Clio dCi can return 65–75mpg on a long run. But the engine has one critical weakness: if oil changes are missed or stretched, the crankshaft bearings can spin, which destroys the engine. It's the same engine used in the Nissan Qashqai, Juke and Micra, and the same advice applies.

How to identify it on a viewing: Ask to see evidence of oil changes at least every 12 months or 12,000 miles. Listen for a deep knocking sound from the engine, which could indicate bearing wear. Check for DPF warnings on later cars and on cars used mainly in town.

The safe approach: Only buy a dCi with a stamped service history and if you do regular longer journeys. For town driving, a petrol is better.

Clio V E-Tech hybrid: early software

The Clio E-Tech hybrid, launched in 2020, is clever — it uses a unique multi-mode gearbox and an electric motor to drive the wheels, giving excellent economy in town. Early cars had some software glitches affecting the hybrid system and the gearbox, including hesitation and occasional warning lights, which Renault addressed with updates. Check that all software updates have been done and that the car drives smoothly in a mix of town and faster roads.

The Clio to actually buy

Clio IV facelift (2016–2019) 0.9 TCe 90 manual — the bargain. The 2016 facelift brought LED headlights on some trims, a revised interior and improved infotainment. The 0.9 TCe 90 is a cheerful, economical engine, and paired with a manual it avoids both the EDC and the TCe 120 problems. Dynamique Nav and GT Line trims are well equipped and widely available.

Clio V (2019 onwards) — the best Clio. The fifth generation has a much better interior — easily one of the best in the class — improved refinement and up-to-date safety tech. The TCe 100 manual is the pick for most buyers, and the E-Tech hybrid is a great choice for town driving. The 1.3 TCe 130 with the EDC gearbox is quick but brings dual-clutch complexity back into the picture.

Common problems across all generations

Key card and keyless entry: Renault's key cards can fail or stop being recognised. Check the card works reliably and ask whether the car has a spare.

R-Link and MediaNav infotainment: Older Clio IV infotainment can freeze, reboot or lose Bluetooth connections. Test it thoroughly.

Electrical niggles: Warning lights, faulty sensors and window issues are common enough to check for. Make sure everything works.

Suspension wear: Listen for knocks from the front over bumps, which can point to worn drop links or bushes.

Rear brakes and handbrake: Rear drum brakes on some Clios can seize if the car isn't used much. Check the handbrake holds firmly.

Trim levels: what's worth paying for

Clio IV trims run Expression, Dynamique, Dynamique Nav, Dynamique S Nav, GT Line and Signature. Dynamique Nav is the sweet spot, adding a touchscreen and sat nav. GT Line looks sportier and has firmer suspension. On the Clio V, the trims are Play, Iconic, S Edition and RS Line — Iconic and S Edition are good value. RS Line looks great but rides a little firmer on bigger wheels.

Viewing checklist

• Gearbox type — prefer manual; test EDC automatics thoroughly
• Pull-away judder — on any EDC car
• Dipstick level — critical on the 1.2 TCe 120
• Cold start rattle — on TCe petrols
• Oil change evidence — annual, on any 1.5 dCi
• Key card — check it works first time, and ask for the spare
• Infotainment and electrics — test every function
• MOT history — look for suspension, brake and emissions advisories

What to pay in 2026

• Clio IV 0.9 TCe 90 Dynamique Nav, 2015, 60,000 miles: £4,000–£5,500
• Clio IV facelift 0.9 TCe 90 GT Line, 2018, 40,000 miles: £6,500–£8,500
• Clio IV 1.5 dCi 90 Dynamique Nav, 2017, 70,000 miles: £4,500–£6,500
• Clio V TCe 100 Iconic, 2020, 30,000 miles: £9,500–£12,000
• Clio V E-Tech hybrid S Edition, 2021, 25,000 miles: £12,000–£14,500

The Clio as a first car

The Clio makes a strong first car, and insurers seem to agree: insurance groups on the 0.9 TCe 75 and 90, and on the Clio V TCe 90 and 100, are among the lowest in the class. It's comfortable, easy to drive and has a good safety record, with the Clio V scoring five stars in Euro NCAP's 2019 tests. For a new driver, a 2016–2019 Clio IV 0.9 TCe manual with full history is a sensible, affordable choice. If the budget stretches further, a Clio V TCe manual is one of the nicest small cars you can buy for the money.

The cheap EDC automatic and the high-mileage dCi with gaps in its service book are the two Clios to keep a new driver well away from. Either one can wipe out a first-car budget with a single repair bill.

Clio or Captur?

The Captur is essentially a Clio with a raised driving position and more practical interior, including a sliding rear bench on most versions. It shares most of the Clio's engines and gearboxes, so the same years and versions to avoid apply: steer clear of the EDC automatic and the 1.2 TCe 120 on early cars, and make sure any dCi has a full service history. The Captur usually costs a little more than an equivalent Clio, and you'll pay a small penalty in fuel economy, but if you want a higher seating position and more flexible interior space, it's a sensible alternative.

The Clio III: is a cheap one worth it?

Third-generation Clios (2005–2012) are now very cheap, often under £2,000. At that price, they can make sense as a short-term runabout, but they're old enough that age-related problems are common. Check for rust on the sills and rear arches, worn suspension components, electrical faults such as failing ignition coils and dashboard warnings, and the condition of the timing belt on the 1.2 16v petrol, which needs replacing regularly. The 1.5 dCi needs the same strict oil change history as later cars.

The Clio III Renaultsport 197 and 200 are a different story — among the best-handling hot hatches of their era, and now creeping into modern-classic territory. They need careful checks of the timing belt, suspension, brakes and bodywork, but a good one is a fantastic buy for enthusiasts.

Clio Renaultsport: Clio IV RS

The Clio IV Renaultsport moved to a 1.6-litre turbo petrol and the EDC automatic only. It's quick but less engaging than the older RS models, and the EDC gearbox needs the same careful checks as other Clio IVs — with the added risk that RS cars are often driven hard. If you're considering one, look for full specialist service history, any gearbox software updates, and evidence the clutches have been checked. The Trophy version is the most desirable, with more power and sharper suspension.

Running costs

The Clio is one of the cheapest cars in its class to run. Servicing at an independent garage typically costs £120–£220, parts are widely available and inexpensive, and insurance groups are low. The 0.9 TCe returns around 45–50mpg in real-world driving, and the E-Tech hybrid can achieve 55–60mpg in town. Tyres are small and affordable. The biggest unexpected costs usually come from the EDC gearbox or a neglected dCi — avoid those, and your running costs should be very manageable.

Is a used Clio a good buy?

The right one is. Clio prices sit below a Fiesta or Polo at the same age, so your money buys a younger car, and both the fourth and fifth generations are more comfortable and more stylish than the price suggests. Get a manual, choose the 0.9 TCe or TCe 100, test the electrics properly and insist on a complete service history. Tick those off and a used Clio is a small car that's easy to live with every day — and cheap to own while you do.

Also see: Used Renault Clio Buying Guide | Used Renault Captur Buying Guide | Peugeot 208: Years to Avoid