The battleground is the burgeoning marketplace for compact people carriers – lifestyle vehicles which major on family practicality, flexibility and adaptability.

It’s a market place which simply did not exist before Renault introduced its Megane Scenic to Britain back in 1997.

The Scenic brought many of the advantages of bigger people carriers to a wider audience and was an immediate success. Imitators like the Citroen Picasso and Vauxhall Zafira inevitably followed, but some rivals were caught out by the runaway growth of the compact MPV market.

Most noticeable amongst them were two of the biggest players in Europe, Ford and Volkswagen. Both companies are about to enter the fray for the first time, but Renault has what it believes is a formidable weapon in the shape of a brand new version of the Scenic.

Although sales have clearly been affected by the introduction of more recent models, the Scenic has remained in pole position in its sector, with 20 per cent of the pan-European marketplace.

Now, in spite of the impending arrival of some extremely serious competitors, Renault believes it can win what promises to be a battle royal in the dealerships.

Like other recently launched Renaults, the Scenic bristles with innovations and will come stacked with fitted as standard features at a competitive price – Renault claims up to £1,000 of added value in the latest range.

But where the Scenic will really score is in the fashion stakes.

This is the Christian Dior of the compact MPV market. Stylish, chic and sophisticated, Megane II is a people carrier with panache – a haute couture hatchback which makes even the best looking of its competitors seem positively flea-market by comparison.

The sweeping lines and complex shapes bear clear hints of Renault’s latest styling signature as seen in the luxury Vel Satis, the innovative but short-lived Avantime and the Megane hatchback. But whereas the styling of its stablemates raised eyebrows and courted controversy, the sheet metal comes together perfectly in this new car.

Renault has succeeded in designing a vehicle which not only handles like a family car, but also looks like one, rather than a slab-sided, scaled down version of a full-sized people carrier.

So the French company’s designers and engineers have managed to stay one step ahead of the competition by moving the goalposts in the style department rather than by making any great advances in terms of driving dynamics.

Having said that, there can be no complaints about the new Megane’s on road performance.

Detailed ergonomic studies have led to repositioning of the driver’s seat and steering wheel to allow an even more car-like feel to the driving position and this is enhanced by a low centre of gravity and impeccable road manners.

You still get a commanding view of the road, but the overall feel is pretty much akin to driving a normal family hatch with light steering and controls, positive responses plus high levels of grip and good body control in faster cornering.

When the car is launched in September there will be a choice of three petrol – 1.4, 1.6 and two-litre – and two diesel engines of 1.5 and 1.9 litres. There’s little to choose between the two top-end engines, which come with six speed self-shifters or with an auto box as a £1,000 option.

The petrol engine just shades the 1.9 diesel in terms of standing start acceleration and top speed, but the diesel scores heavily in mid-range thanks to the fact that it develops much more pulling power at a much lower engine speed for effortless overtaking and maximum flexibility. Noise is simply not an issue with either unit, nor indeed from most other sources, although tyre rumble is noticeable on poorer surfaces.

As you might expect, the interior boasts a host of family friendly features such as three individual, reclining, sliding, folding and removable rear seats, a vast double sunroof on some models plus a full compliment of storage compartments and cubby holes.

If there’s one criticism of the interior, it’s in the rather flimsy plastic covers and hinges on some of the storage compartments, which just don’t look tough enough to withstand concerted attack from kids over the life of the car.

However, Scenic II will allow you to spirit away a full 20 litres more paraphernalia within its light, airy, cabin than the original model, and it offers a space bonus for passengers too with more elbow and head room than before and acres of leg room, even when the front seats are well back on their runners.

No new compact MPV worth its salt could be launched without introducing yet another novel storage solution – the Scenic’s contribution is a large, central, roll-top box between the front seats which slides smoothly back and forward on rails and is held in place by an electro-magnetic catch. The idea is that both front and rear seat passengers will be able to share its contents.

Space for this has been freed up by mounting the gear shift just below the dash and by the adoption of an electronic parking brake on most versions. This is one of a number of high-tech class firsts claimed by the new Scenic including the fitting on top versions of completely keyless unlocking and starting using a more sophisticated version of Renault’s key-card which is standard on all other models.

Four trim levels will be available, but all versions will come with a long list of standard fittings including see-me-home headlights which provide illumination for a short time after the car is locked, trip computer, front, side and curtain airbags, ABS braking, ISOFIX child seat mountings, electric front windows, power operated and heated door mirrors and remote audio controls.

With Ford’s Focus C-Max and VW’s Touran due to be launched around the same time, the French car will be facing the most serious threat yet to its past dominance of the compact MPV market.

With prices starting at £12,850 and rising to £18,050, the new Renault looks good value, but that may not be enough against Ford’s marketing might and VW’s brand equity.

The French, however, know a thing or two about fashion and the designer-label looks of this latest Megane could make that vive la difference.

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New Renaults

Renault Wiki

Renault Facebook

The battleground is the burgeoning marketplace for compact people carriers – lifestyle vehicles which major on family practicality, flexibility and adaptability.

It’s a market place which simply did not exist before Renault introduced its Megane Scenic to Britain back in 1997.

The Scenic brought many of the advantages of bigger people carriers to a wider audience and was an immediate success. Imitators like the Citroen Picasso and Vauxhall Zafira inevitably followed, but some rivals were caught out by the runaway growth of the compact MPV market.

Most noticeable amongst them were two of the biggest players in Europe, Ford and Volkswagen. Both companies are about to enter the fray for the first time, but Renault has what it believes is a formidable weapon in the shape of a brand new version of the Scenic.

Although sales have clearly been affected by the introduction of more recent models, the Scenic has remained in pole position in its sector, with 20 per cent of the pan-European marketplace.

Now, in spite of the impending arrival of some extremely serious competitors, Renault believes it can win what promises to be a battle royal in the dealerships.

Like other recently launched Renaults, the Scenic bristles with innovations and will come stacked with fitted as standard features at a competitive price – Renault claims up to £1,000 of added value in the latest range.

But where the Scenic will really score is in the fashion stakes.

This is the Christian Dior of the compact MPV market. Stylish, chic and sophisticated, Megane II is a people carrier with panache – a haute couture hatchback which makes even the best looking of its competitors seem positively flea-market by comparison.

The sweeping lines and complex shapes bear clear hints of Renault’s latest styling signature as seen in the luxury Vel Satis, the innovative but short-lived Avantime and the Megane hatchback. But whereas the styling of its stablemates raised eyebrows and courted controversy, the sheet metal comes together perfectly in this new car.

Renault has succeeded in designing a vehicle which not only handles like a family car, but also looks like one, rather than a slab-sided, scaled down version of a full-sized people carrier.

So the French company’s designers and engineers have managed to stay one step ahead of the competition by moving the goalposts in the style department rather than by making any great advances in terms of driving dynamics.

Having said that, there can be no complaints about the new Megane’s on road performance.

Detailed ergonomic studies have led to repositioning of the driver’s seat and steering wheel to allow an even more car-like feel to the driving position and this is enhanced by a low centre of gravity and impeccable road manners.

You still get a commanding view of the road, but the overall feel is pretty much akin to driving a normal family hatch with light steering and controls, positive responses plus high levels of grip and good body control in faster cornering.

When the car is launched in September there will be a choice of three petrol – 1.4, 1.6 and two-litre – and two diesel engines of 1.5 and 1.9 litres. There’s little to choose between the two top-end engines, which come with six speed self-shifters or with an auto box as a £1,000 option.

The petrol engine just shades the 1.9 diesel in terms of standing start acceleration and top speed, but the diesel scores heavily in mid-range thanks to the fact that it develops much more pulling power at a much lower engine speed for effortless overtaking and maximum flexibility. Noise is simply not an issue with either unit, nor indeed from most other sources, although tyre rumble is noticeable on poorer surfaces.

As you might expect, the interior boasts a host of family friendly features such as three individual, reclining, sliding, folding and removable rear seats, a vast double sunroof on some models plus a full compliment of storage compartments and cubby holes.

If there’s one criticism of the interior, it’s in the rather flimsy plastic covers and hinges on some of the storage compartments, which just don’t look tough enough to withstand concerted attack from kids over the life of the car.

However, Scenic II will allow you to spirit away a full 20 litres more paraphernalia within its light, airy, cabin than the original model, and it offers a space bonus for passengers too with more elbow and head room than before and acres of leg room, even when the front seats are well back on their runners.

No new compact MPV worth its salt could be launched without introducing yet another novel storage solution – the Scenic’s contribution is a large, central, roll-top box between the front seats which slides smoothly back and forward on rails and is held in place by an electro-magnetic catch. The idea is that both front and rear seat passengers will be able to share its contents.

Space for this has been freed up by mounting the gear shift just below the dash and by the adoption of an electronic parking brake on most versions. This is one of a number of high-tech class firsts claimed by the new Scenic including the fitting on top versions of completely keyless unlocking and starting using a more sophisticated version of Renault’s key-card which is standard on all other models.

Four trim levels will be available, but all versions will come with a long list of standard fittings including see-me-home headlights which provide illumination for a short time after the car is locked, trip computer, front, side and curtain airbags, ABS braking, ISOFIX child seat mountings, electric front windows, power operated and heated door mirrors and remote audio controls.

With Ford’s Focus C-Max and VW’s Touran due to be launched around the same time, the French car will be facing the most serious threat yet to its past dominance of the compact MPV market.

With prices starting at £12,850 and rising to £18,050, the new Renault looks good value, but that may not be enough against Ford’s marketing might and VW’s brand equity.

The French, however, know a thing or two about fashion and the designer-label looks of this latest Megane could make that vive la difference.

Renault Wiki

Renault Facebook

There are now nine trim and equipment levels for the three-door versions with prices ranging from £7,485 for the entry-level 1.2-litre Freeway 75 to £13,480 for the Dynamique SX dCi 106 with air conditioning.

The nine models are Freeway, Extreme, TomTom, Expression, Rip Curl, Dynamique, Dynamique SX and Dynamique S 138.

An all-new 1.2 Turbo 100 TCE engine – it stands for Turbo Control Efficiency – will be available on both three and five-door versions.

New for the Clio Tom Tom model is, as the name suggests, the addition of the world’s best-selling portable satellite navigation device.

The TomTom ONE GB portable satellite navigation system is worth £179 and can be used with TomTom Home, which is TomTom’s free software application that simplifies the process of downloading and installing new content and services such as safety camera locations and traffic information.

The Clio TomTom model comes with two engine choices; a 1.2-litre petrol model at £9,260 and a dCi 68bhp diesel at £10,230.

The dCi 68 falls into one of the lowest VED bands with just £35 due in Vehicle Excise Duty.

The 1.2-litre petrol version offers economy of 48mpg and CO2 emissions of 139g/km, whilst the dCi 68 has a combined mpg of 63 and CO2 emissions of 120g/km.

Based on the Extreme model, the TomTom also gets a leather steering wheel and gearknob, satin chrome exterior and interior door handles, a blue centre console with blue dashboard inserts, satin chrome dial surrounds and the sat-nav system.

There is also fancy badging inside and out and users can upgrade the sat-nav system to cover Europe as a £50 option. The Tom Tom also comes with an MP3-compatible CD player with four speakers, two tweeters and fingertip remote control as an option at £125.

New for the Clio and also the Modus is a high-efficiency 1.2-litre turbo engine based on the existing 16-valve 75bhp unit.

It uses a turbocharger and provides the torque of the 1.6 VVT 111 engine coupled with the power of the 1.4 16V and the economy and emissions of the 1.2 16V 75 to achieve the best of all worlds.

With a combined mpg of 48, a top speed of 115mph and pulling power of 145Nm, the 1.2 Turbo 100 TCE offers frugal fuel economy and impressive performance.

The 1.2 Turbo 100 TCE produces only 140 g/km of CO2 which will incur a road fund licence of just £115. Compared to the existing 1.4 16V 98 and the 1.6 VVT 111, which the new 1.2 Turbo 100 TCE replaces on Clio and Modus models, this represents a saving of £25 a year.

Insurance groups have just been announced with the Clio TomTom at 2E and the Dynamique SX and all other Turbo versions rated at 4E.

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Its unique lines and bold appearance turned heads everywhere it went, but the daring statement from the brave French manufacturer has certainly found its niche in the buyer’s market where there is barely a bad word to be said for it.

Its angled rear appearance is unusual to say the least, but it results in much greater height which gives the cabin a very light, spacious and airy feel.

This spacious environment is further emphasised by the remarkable storage capacity. There are little compartments tucked away here, there and almost everywhere! And the boot has plenty of space for luggage, pushchairs and the kitchen sink.

Renault has left no stone unturned when it comes to technology. The Vel Satis boasts automatic headlamps, automatic parking brake, rain sensitive wipers, climate control, and a heat reflecting screen to name but a few of the top-of-the-range features.

The car supplied for the test drive was the two-litre turbo Privilege which is the middle of the range model and adds a host of extras over and above those fitted in the standard version.

These include Xenon headlights, a maplewood dashboard and a voice synthesiser – this very well-spoken lady will intervene and politely tell you that the headlights are still on!

Safety, of course, is top quality and also includes the Renault Anti-Intruder Alarm.

Another plus for some drivers, but a real personal dislike of mine is the key card. Without upsetting any fans of this technology, I must say I don’t like the fact that on some models the card can be removed and the engine continues to run, on others it doesn’t. On the recent Megane I drove it did both – a technical hitch I understand.

But rather than ending on a bad tone, the Vel Satis was a great vehicle to drive and a model I look forward to testing again – soon.

FAST FACTS

Renault Vel Satis

Price: £22,448

Mechanical: 165bhp, 1,998, 4cyl turbocharged petrol engine driving front wheels via 6-spd manual gearbox

Max speed: 131mph

0-62mph: 9.6 secs

Combined mpg: 30.1

Insurance group: 14

CO2 emissions: 225g/km

BiK rating: 31%

Warranty: 3yrs/ 60,000 miles; 3yrs paint; 12yrs anti-rust

But when the latest incarnation of the French favourite slips into British showrooms later this month, it’s likely to be the high-performance versions which will be hogging the limelight.

Forget the credit crunch and concerns about the size of your carbon footprint, our Gallic friends are eager to tempt you into the fastest and flashiest models in the line-up, including one more suited to the racing circuit than the morning commuter rush.

Clearly the hottest newcomer is the Clio Renaultsport 200 Cup, an aggressive-looking low-slung racer drawing its styling and performance from the world of Formula 1.

With an aerodynamic blade built into the front bumper, plus air extractors in the front wings and a rear diffuser helping to reduce drag, this is a 2.0 litre 200hp V6 replacement for the Renaultsport 197 designed to hug the road like a limpet.

Slung through the tight bends on a racing circuit in Portugal, it’s immediately obvious that this is one hot hatch which is not just paying lip-service to the world of chequered flags and popping champagne corks.

Yes, it looks the part, with chunkier curves, race-car colours and more visible twin exhaust tailpipesbut with the air diffuser sucking you to the ground, stiffer dampers and springs, more responsive steering and more low-down torque delivered through a slick six-speed box, it’s been tweaked and tuned with true enthusiasts in mind.

The low ride height and thicker front anti-roll bar are complemented by more sophisticated damping and steering to deliver an uncompromising road stance with minimal weight transfer and a very precise, secure grip of the road surface through those chunky 17-inch alloys.

Some 70,000 Clio Renaultsport models have been sold worldwide since 2000, so there’s no shortage of engineering expertise or fan feedback to tap into – and the result of this midlife makeover is an appealing 141mph flash of colour that can propel you to 62mph in under seven seconds and packs a formidable punch in the tighter lower ratios.

All this at £15,570 is a minor miracle if you dream of lapping Jenson Button, although the Cup version may seem light on luxuries for some tastes, despite the red brake callipers, aluminium pedal facings and leather steering wheel setting the right tone.

A third of Renaultsport customers will stump up the extra £1,000 to get climate control, cruise control and other goodies, along with softer damper settings, while another third will combine the best of both worlds by shelling out a further £400 for the Cup chassis dynamics.

The company’s ‘id’ programme provides plenty of scope to personalise your purchase with a range of grey, yellow or carbon interior trim, while body colour options include the Liquid Yellow finish formerly reserved for the F1 Team R27 limited edition of the 197.

Inside, the yellow rev counter and body-hugging seats create the illusion of taking your place on the starting grid, with power peaking at 7,100rpm and both CO2 emissions and fuel consumption slightly down at 195g/km and 34.4mpg on the combined cycle.

All in all, it’s a formidable little hatch where the focus is very firmly on driver satisfaction – and all those suspension and steering tweaks will give the purists plenty to chat about on track days.

Faced with Britain’s pot-holed back roads and congested city centres, of course, those with more need of essential luxuries than rally-style cornering characteristics are perhaps more likely to favour the standard 200 version.

Ordering for the sporting models opens on May 15 with the first deliveries expected by the end of June.

Those less worried about out-and-out performance, meanwhile, might find other models in the Clio 2009 range worthy of closer inspection.

With three body styles, seven trim levels and no fewer than 38 versions of the little car to choose from, drivers looking for the nimblest and smoothest of the newcomers may be tempted by the GT ‘warm hatch’ and flagship diesel, the 1.5dCi 106.

Externally there’s a more angular front grille replacing the familiar Clio ‘moustache’ designed to give the car a more dynamic personality and betraying a clear family resemblance to the new Megane.

From the manufacturer’s perspective, the 2009 models offer a chance to wax lyrical about the car’s eco-friendly credentials, growing reputation for reliability and increased capacity to offer space, comfort and equipment levels more usually found in larger cars.

Die-hard web forum commentators have been less than kind about the revamp, finding it lumpy, unimaginative and lacking in cohesion rather than reaking of French flair and sporting Ì©lan.

But in the three-door GT model, the assertiveness of the front end is matched with an exclusive Malta Blue body colour, 16-inch aluminium alloys, twin exhaust tailpipes and rear lip spoiler for a racier look, with white gauges, aluminium pedal covers and carbon, chrome and leather touches enhancing the interior spec.

It’s still got that remarkably spacious boot area, a slick six-speed gearbox, precise suspension and, on a twisting Portuguese mountain road, demonstrates the ability to deliver a swift, comfortable ride with a minimum of unwanted vibration or exterior noise. The trim and equipment feel pretty substantial too, from the wide, solid doors to the extra side support for the front seats.

Prices range from £13,495 for the new 1.6 VVT 128hp petrol version to £14,445 for the 106hp diesel, the latter engine also making an appearance in the more luxurious five-door Privilege and Initiale editions.

Overall Clio prices start at a whisker under £10,000 and soar up to £16,895 by the time you’re looking at a five-door diesel with all the trimmings.

Big news for those who like to know where they’re going is the availability of an affordable £450 integrated Carminat TomTom satellite navigation system with an easy-to-read 5.8 inch colour screen, which can be specifed either as an option or as part of a model in its own right.

The large screen sits on the dash close to the steering wheel for a quick sideways glance and although web critics have been quick to query the price, it’s likely to be seen by many Clio fans as a welcome alternative to more fiddly portable sat-navs, with their associated security risks.

Prospective buyers will get to see it for themselves when the range hits the UK showrooms on May 15, but whether they see the new shape as chunky or lumpy, the latest makeover is more than likely to maintain the enduring longevity of one of Europe’s most popular small cars.=

We buy more fast Renaults than anyone else, and that includes the French.

Enough in fact to make it worth Renault’s while to optimise the hottest Clio yet – the 197 – specifically for UK roads.

As you would expect, the Clio 197 benefits from aerodynamics developed by Renault for its Formula One cars.

The Clio RenaultSport features a first in its class in the form of new underbody air diffuser which works in conjunction with vents in the front wings to force air under the car, creating downforce at the back and doing away with the need for any boy racer rear spoiler.

The 197 certainly looks the part. Its smooth styling includes muscular front and rear wheel arches which allow the wheels to be further apart for better high-speed stability. Twin exhausts complete the picture.

All the other go-faster exterior styling features you would expect are also there – 17-inch alloys, front fogs, tinted windows and electric door mirrors.

Inside, the sports theme continues with a height and reach adjustable steering wheel, sports seats, soft touch carbon dashboard with satin chrome instrument dial surrounds, electric front windows, air con, drilled aluminium pedals, cruise control, front and curtain airbags, and a great sound system. The list goes on and on and seems good value for money at £15,995.

The rear seats fold flat to increase load space from 188 to 1,038 litres if the car is ever needed to go on a run to the local DIY store. There is no spare tyre – instead you get a puncture repair spray.

The back seats just about cope with two adults but are better suited to children.

Under the bonnet, the Clio Renaultsport 197 has a two-litre naturally-aspirated engine producing 197bhp at a massive 7,250rpm and 215Nm of torque at 5,500rpm.

Drive to the front wheels is through a six-speed close ratio gearbox which is very slick to use, as it needs to be, because you need to use it well to get the best performance.

Top speed is 134mph with the 0-62mph dash in 6.9 seconds.

This latest Clio is bigger and heavier than previous generations so I don’t think it’s quite as rewarding to drive as the 172 and 182 models.

It needs to be pushed very hard to get the best out of it. It will perform well, but not so willingly.

Around town or in slow traffic, the power band is so high the engine is less obliging and you need to be even more diligent in the six-speed box.

On the motorway, the engine is surprisingly noisy at the legal maximum but where this car comes into its own is on twisting and winding B-roads.

The handling is faultless, there is little body roll and there’s bags of predictable front-end grip.

The car has large ventilated front and rear disc brakes with Brembo four-pot calipers to the front, all operated by the anti-lock system. They feel strong and confidence-inspiring – even after a lot of high-speed use.

The Clio has an electronic stability programme with understeer control for optimised performance on the road which can be switched off for maximum fun on the track. Be warned, not all insurance policies cover such use, so check first!

The average fuel consumption during my week with the car was just under 33mpg – close to the official 33.6mpg quoted by Renault. With CO2 emissions of 199g/km the Clio Renaultsport is rated as one of the lowest cars in the hot hatch segment.

Against obvious rivals like the Fiesta ST, VW Polo GTI and Mini Cooper, the Clio is larger and more powerful. At the price and for its performance, I think it’s a good buy.

- Alistair Coull

DRIVING dramatics are what distinguishes a hot hatch from a common or garden hatch with go-faster stripes.

But even in the hallowed arena of the hot hatch there are sprinters with widely varying degrees of capability and performance.

Renault’s latest foray into the rapid response market with its Clio 197 certainly cranks up the adrenaline, but you have to work hard to accomplish that state of affairs.

The RenaultSport Clio provides some exhilarating sprints, but it only achieves them when the rev needle is well above the 5,000 mark. Move up to 7,000 and you’re rewarded with some fairly stirring stuff.

This car may be billed as an everyday hot hatch, but the 134mph Gallic sprinter clearly is not all that hot in town. The urban jungle is an alien environment for the Dieppe-made model. Its chassis chunters and grouses across patchy tarmac while the souped-up engine feels totally at odds pottering around in low revs.

Applying aggressive blips to the accelerator and being diligent through the six-speed gate and the Clio flagship is a much more cooperative animal altogether. Once you employ a more brawny driving style, the car responds, if not altogether willingly.

Move out of town and up the rev counter and it’s a different story. The 0-62mph charge is achieved a whisper under seven seconds. As soon as the hot hatch zooms past the 40mph mark, the car’s personality begins to shine.

The 197 seems more alert and more relaxed – and much more refined, apart from the engine thrum which becomes quite rowdy higher up the speedometer.

There is barely a hint of any torque steer – and in general, feedback to the wheel is good.

But perhaps the most impressive aspect of the £16,000 Sports Clio is its near-flawless handling – as well as the amazing grip the tyres exhibit at speed.

Straight-line sprinting is very good, but pushing the 197 hard into corners highlights just how tenacious this hot hatch is.

Apparently, every panel has been changed over the standard Clio and the RenaultSport designers have excelled in creating a more macho image, by plumping out the wheel arches and beefing up bumper mouldings.

The rear diffuser, a first in its class, helps generate 88 pounds of downforce, negating the need for a rear spoiler.

All this, and the Clio racer is nicely-fitted out inside with sturdy, modern furniture and fittings and a neatly laid-out dash. Pity about the racing seats, though. Renault seem to have gone over the top with supportive seating.

The 197 returns just over 33mpg and with CO2 emissions of 199g/km the RenaultSport is rated as one of the lowest cars in the hot hatch segment.

- Val Jessop

FAST FACTS

Renault Clio RenaultSport 197

Price: £15,995

Mechanical: 197bhp, 1,998cc, 4cyl petrol engine driving front wheels via 6spd manual gearbox

Max speed: 134mph

0-62mph: 6.9 secs

Combined mpg: 33.6

Insurance group: 15

CO2 emissions: 199g/km

BiK rating: 26%

Warranty: 3yrs/ 60,000 miles, 3yrs paint, 12yrs anti-rust

We buy more fast Renaults than anyone else, and that includes the French.

Enough in fact to make it worth Renault’s while to optimise the hottest Clio yet – the 197 – specifically for UK roads.

As you would expect, the Clio 197 benefits from aerodynamics developed by Renault for its Formula One cars.

The Clio RenaultSport features a first in its class in the form of new underbody air diffuser which works in conjunction with vents in the front wings to force air under the car, creating downforce at the back and doing away with the need for any boy racer rear spoiler.

The 197 certainly looks the part. Its smooth styling includes muscular front and rear wheel arches which allow the wheels to be further apart for better high-speed stability. Twin exhausts complete the picture.

All the other go-faster exterior styling features you would expect are also there – 17-inch alloys, front fogs, tinted windows and electric door mirrors.

Inside, the sports theme continues with a height and reach adjustable steering wheel, sports seats, soft touch carbon dashboard with satin chrome instrument dial surrounds, electric front windows, air con, drilled aluminium pedals, cruise control, front and curtain airbags, and a great sound system. The list goes on and on and seems good value for money at £15,995.

The rear seats fold flat to increase load space from 188 to 1,038 litres if the car is ever needed to go on a run to the local DIY store. There is no spare tyre – instead you get a puncture repair spray.

The back seats just about cope with two adults but are better suited to children.

Under the bonnet, the Clio Renaultsport 197 has a two-litre naturally-aspirated engine producing 197bhp at a massive 7,250rpm and 215Nm of torque at 5,500rpm.

Drive to the front wheels is through a six-speed close ratio gearbox which is very slick to use, as it needs to be, because you need to use it well to get the best performance.

Top speed is 134mph with the 0-62mph dash in 6.9 seconds.

This latest Clio is bigger and heavier than previous generations so I don’t think it’s quite as rewarding to drive as the 172 and 182 models.

It needs to be pushed very hard to get the best out of it. It will perform well, but not so willingly.

Around town or in slow traffic, the power band is so high the engine is less obliging and you need to be even more diligent in the six-speed box.

On the motorway, the engine is surprisingly noisy at the legal maximum but where this car comes into its own is on twisting and winding B-roads.

The handling is faultless, there is little body roll and there’s bags of predictable front-end grip.

The car has large ventilated front and rear disc brakes with Brembo four-pot calipers to the front, all operated by the anti-lock system. They feel strong and confidence-inspiring – even after a lot of high-speed use.

The Clio has an electronic stability programme with understeer control for optimised performance on the road which can be switched off for maximum fun on the track. Be warned, not all insurance policies cover such use, so check first!

The average fuel consumption during my week with the car was just under 33mpg – close to the official 33.6mpg quoted by Renault. With CO2 emissions of 199g/km the Clio Renaultsport is rated as one of the lowest cars in the hot hatch segment.

Against obvious rivals like the Fiesta ST, VW Polo GTI and Mini Cooper, the Clio is larger and more powerful. At the price and for its performance, I think it’s a good buy.

- Alistair Coull

DRIVING dramatics are what distinguishes a hot hatch from a common or garden hatch with go-faster stripes.

But even in the hallowed arena of the hot hatch there are sprinters with widely varying degrees of capability and performance.

Renault’s latest foray into the rapid response market with its Clio 197 certainly cranks up the adrenaline, but you have to work hard to accomplish that state of affairs.

The RenaultSport Clio provides some exhilarating sprints, but it only achieves them when the rev needle is well above the 5,000 mark. Move up to 7,000 and you’re rewarded with some fairly stirring stuff.

This car may be billed as an everyday hot hatch, but the 134mph Gallic sprinter clearly is not all that hot in town. The urban jungle is an alien environment for the Dieppe-made model. Its chassis chunters and grouses across patchy tarmac while the souped-up engine feels totally at odds pottering around in low revs.

Applying aggressive blips to the accelerator and being diligent through the six-speed gate and the Clio flagship is a much more cooperative animal altogether. Once you employ a more brawny driving style, the car responds, if not altogether willingly.

Move out of town and up the rev counter and it’s a different story. The 0-62mph charge is achieved a whisper under seven seconds. As soon as the hot hatch zooms past the 40mph mark, the car’s personality begins to shine.

The 197 seems more alert and more relaxed – and much more refined, apart from the engine thrum which becomes quite rowdy higher up the speedometer.

There is barely a hint of any torque steer – and in general, feedback to the wheel is good.

But perhaps the most impressive aspect of the £16,000 Sports Clio is its near-flawless handling – as well as the amazing grip the tyres exhibit at speed.

Straight-line sprinting is very good, but pushing the 197 hard into corners highlights just how tenacious this hot hatch is.

Apparently, every panel has been changed over the standard Clio and the RenaultSport designers have excelled in creating a more macho image, by plumping out the wheel arches and beefing up bumper mouldings.

The rear diffuser, a first in its class, helps generate 88 pounds of downforce, negating the need for a rear spoiler.

All this, and the Clio racer is nicely-fitted out inside with sturdy, modern furniture and fittings and a neatly laid-out dash. Pity about the racing seats, though. Renault seem to have gone over the top with supportive seating.

The 197 returns just over 33mpg and with CO2 emissions of 199g/km the RenaultSport is rated as one of the lowest cars in the hot hatch segment.

- Val Jessop

FAST FACTS

Renault Clio RenaultSport 197

Price: £15,995

Mechanical: 197bhp, 1,998cc, 4cyl petrol engine driving front wheels via 6spd manual gearbox

Max speed: 134mph

0-62mph: 6.9 secs

Combined mpg: 33.6

Insurance group: 15

CO2 emissions: 199g/km

BiK rating: 26%

Warranty: 3yrs/ 60,000 miles, 3yrs paint, 12yrs anti-rust

With a thick mist masking the normally impressive peaks that line the route, Audi, BMW and Mercedes badges dominate the line-up of upmarket models confidently swishing through the spray on the run into Salzburg.

But among the expensive German marques is a French interloper with its sights firmly set on moving up in the world.

This is the third-generation Renault Laguna, the latest incarnation of a hatch designed not just to put Ford’s evergreen Mondeo in the shade, but to hold its own against the best Germany has to offer.

More than three dozen new Lagunas are snaking along the lakeside during a sneak preview of the car ahead of the Frankfurt Motor Show.

The quest is to discover whether the French car maker can live up to its proud boasts about being able to set new benchmarks of reliability and robustness – and no one is naÌøve about the scale of the challenge.

True, more than 2.3 million Lagunas have hit the road since the car was first launched back in 1994. But after a sales peak in 1998, life has been tough in the upper-medium car sector.

Over the past decade, Europeans have fallen out of love with larger cars. Against a backdrop of a shrinking market, initial reliability problems with the second-generation models did nothing to enhance Laguna’s reputation and a subsequent restyling failed to halt the sales slump.

The new Laguna is designed to be different – and over the past 32 months Renault has spent a billion euros trying to ensure that this time, overall build quality is to a higher standard than the company has ever achieved in the past.

Last year, Renault’s new president and CEO Carlos Ghosn unveiled the company’s largest ever growth plan – to launch 26 new models by the end of the decade. As the first of the new breed and the flagship for the three-year expansion, the Laguna has to set a pretty startling pace, as well as demonstrating it has the cachet to take on the likes of Audi’s A4, the BMW 3 Series and Mercedes C-Class.

If the car – ostensibly bigger, greener, safer and cheaper than the model it replaces – is to achieve Renault’s aim of making it into the top three of its segment for product and service quality, reliability is paramount.

Hence why, during development, the car has already been exposed to gruelling endurance tests in Australia, the worst roads Argentina has to offer and the humidity and urban chaos of Malaysia.

So when the hatchback makes it into the UK showrooms on October 19, will British executives be impressed?

Well, despite the lower swoop of the bonnet, the crisper lines and the higher rear end, the Laguna is quite understated and doesn’t exactly stand out in a crowd.

But it’s a lot less nondescript than the outgoing model and looks smart and solid enough – although that hasn’t stopped a handful of moans and groans on enthusiasts’ websites that the sharper-edged newcomer is ‘ugly’.

Initially available with three diesel and two petrol engines, prices start at £15,990 and range up to £23,400. The Sports Tourer reaches the showrooms in January, with more models and engines to follow during the year.

Across the range prices are around £300 less than existing models, with six-speed gearboxes as standard and the warranty extended to three years and 100,000 miles.

The warranty is significant, but more for symbolic than any practical reason, given that most owners would not anticipate covering anything like that distance in such a timeframe.

It’s all about getting across the message that Renault means Quality – and that’s where improvements in the drive and interior styling will have the biggest impact.

A stiffer chassis and crisper suspension settings help the driver feel more in touch with the road, with less roll on corners and a more precise steering response.

Slick six-speed transmissions across the range harness the power efficiently – the 170hp 2.0 litre dCi model is quiet and refined, while the 110hp 1.5 litre dCi feels surprisingly sprightly too, despite setting new benchmarks in terms of fuel economy and CO2 levels.

Noise suppression is good and there’s a reassuringly solid feel to most of the interior equipment, the exact mix of chrome, wood and leather depending on the trim level – three available from launch, with the top-of-the-range Initiale close behind.

Life on board is pretty comfortable even in the entry-level Expression, but as you rise through the range, there’s more metallic interior detail, more leather, more pale wood and more hi-tech gadgets like Bluetooth satellite navigation with a full-colour screen.

In time, the cars will get some teeth with the addition of 3.0-litre V6 powerplants, and as the first car to score five stars in Euro NCAP tests, you can expect passenger and pedestrian safety levels to score highly.

So, is it all enough to wipe the floor with the Mondeo and give those entry-level prestige models a run for their money?

Well, Renault aficionados will find plenty to praise and fleet buyers will love the frugality of the smaller diesel engine. Not everyone is happy to pay several thousand pounds extra for a badge and trim and comfort levels will compare well with entry-level German brands.

But the Mondeo is a formidable opponent and it takes time to win a reputation for quality and reliability.

On paper, Renault has done everything to deliver the goods, from better fault diagnostics to more intensive sales and technical training, all designed to make customer satisfaction the ultimate priority.

For now, it looks as if it will be up to those all-important fleet drivers to report on whether those trials in Australia and Argentina have helped to ensure that the Laguna really makes the grade.

New Renaults

Renault Wiki

With a thick mist masking the normally impressive peaks that line the route, Audi, BMW and Mercedes badges dominate the line-up of upmarket models confidently swishing through the spray on the run into Salzburg.

But among the expensive German marques is a French interloper with its sights firmly set on moving up in the world.

This is the third-generation Renault Laguna, the latest incarnation of a hatch designed not just to put Ford’s evergreen Mondeo in the shade, but to hold its own against the best Germany has to offer.

More than three dozen new Lagunas are snaking along the lakeside during a sneak preview of the car ahead of the Frankfurt Motor Show.

The quest is to discover whether the French car maker can live up to its proud boasts about being able to set new benchmarks of reliability and robustness – and no one is naÌøve about the scale of the challenge.

True, more than 2.3 million Lagunas have hit the road since the car was first launched back in 1994. But after a sales peak in 1998, life has been tough in the upper-medium car sector.

Over the past decade, Europeans have fallen out of love with larger cars. Against a backdrop of a shrinking market, initial reliability problems with the second-generation models did nothing to enhance Laguna’s reputation and a subsequent restyling failed to halt the sales slump.

The new Laguna is designed to be different – and over the past 32 months Renault has spent a billion euros trying to ensure that this time, overall build quality is to a higher standard than the company has ever achieved in the past.

Last year, Renault’s new president and CEO Carlos Ghosn unveiled the company’s largest ever growth plan – to launch 26 new models by the end of the decade. As the first of the new breed and the flagship for the three-year expansion, the Laguna has to set a pretty startling pace, as well as demonstrating it has the cachet to take on the likes of Audi’s A4, the BMW 3 Series and Mercedes C-Class.

If the car – ostensibly bigger, greener, safer and cheaper than the model it replaces – is to achieve Renault’s aim of making it into the top three of its segment for product and service quality, reliability is paramount.

Hence why, during development, the car has already been exposed to gruelling endurance tests in Australia, the worst roads Argentina has to offer and the humidity and urban chaos of Malaysia.

So when the hatchback makes it into the UK showrooms on October 19, will British executives be impressed?

Well, despite the lower swoop of the bonnet, the crisper lines and the higher rear end, the Laguna is quite understated and doesn’t exactly stand out in a crowd.

But it’s a lot less nondescript than the outgoing model and looks smart and solid enough – although that hasn’t stopped a handful of moans and groans on enthusiasts’ websites that the sharper-edged newcomer is ‘ugly’.

Initially available with three diesel and two petrol engines, prices start at £15,990 and range up to £23,400. The Sports Tourer reaches the showrooms in January, with more models and engines to follow during the year.

Across the range prices are around £300 less than existing models, with six-speed gearboxes as standard and the warranty extended to three years and 100,000 miles.

The warranty is significant, but more for symbolic than any practical reason, given that most owners would not anticipate covering anything like that distance in such a timeframe.

It’s all about getting across the message that Renault means Quality – and that’s where improvements in the drive and interior styling will have the biggest impact.

A stiffer chassis and crisper suspension settings help the driver feel more in touch with the road, with less roll on corners and a more precise steering response.

Slick six-speed transmissions across the range harness the power efficiently – the 170hp 2.0 litre dCi model is quiet and refined, while the 110hp 1.5 litre dCi feels surprisingly sprightly too, despite setting new benchmarks in terms of fuel economy and CO2 levels.

Noise suppression is good and there’s a reassuringly solid feel to most of the interior equipment, the exact mix of chrome, wood and leather depending on the trim level – three available from launch, with the top-of-the-range Initiale close behind.

Life on board is pretty comfortable even in the entry-level Expression, but as you rise through the range, there’s more metallic interior detail, more leather, more pale wood and more hi-tech gadgets like Bluetooth satellite navigation with a full-colour screen.

In time, the cars will get some teeth with the addition of 3.0-litre V6 powerplants, and as the first car to score five stars in Euro NCAP tests, you can expect passenger and pedestrian safety levels to score highly.

So, is it all enough to wipe the floor with the Mondeo and give those entry-level prestige models a run for their money?

Well, Renault aficionados will find plenty to praise and fleet buyers will love the frugality of the smaller diesel engine. Not everyone is happy to pay several thousand pounds extra for a badge and trim and comfort levels will compare well with entry-level German brands.

But the Mondeo is a formidable opponent and it takes time to win a reputation for quality and reliability.

On paper, Renault has done everything to deliver the goods, from better fault diagnostics to more intensive sales and technical training, all designed to make customer satisfaction the ultimate priority.

For now, it looks as if it will be up to those all-important fleet drivers to report on whether those trials in Australia and Argentina have helped to ensure that the Laguna really makes the grade.

Renault is fighting back with a rugged-looking MPV which thinks it’s a 4×4. The Scenic Conquest is loosely described as a successor to the RX4 – a beefed-up version of the old Scenic complete with four-wheel drive.

That car failed to set the world alight but I think Renault is on to a winner this time.

Ask any 4×4 driver what they like about their car and its off-road ability will feature way below factors such as a commanding view of the road ahead, plenty of space for gear and family and the ability to shrug off giant-sized speed bumps and teeth-jarring potholes.

Given that four-wheel-drive is an expensive irrelevance for many people, reducing fuel economy and adding weight and complexity, there should be a market for a vehicle that offers a rugged look and feel without the all-wheel-drive underpinnings. Enter the Conquest.

You can’t mistake the Conquest for any other member of the Scenic range. The most obvious sign of its rugged nature is its higher ground clearance, a boon for city dwellers and country folk alike – which in turn provides a higher view position for driver and occupants, a huge bonus, whether in town on down on the farm.

Twin skidplates also protect the underbody and the suspension has been modified to improve comfort on rougher ground. The front and rear dampers have an increased range of travel and smaller anti-roll bars have been fitted.

Inside the cabin, splashes of orange differentiate the Conquest from other Scenics. The dark grey centre console features orange graphics which hint at the car’s adventurous nature while other touches include blood-orange seatbelts and stitching for the gear lever gaiter and steering wheel.

This car was powered by a 1.9-litre turbodiesel engine which delivers 130bhp at 4,000rpm and plenty of torque from as low as 2,000rpm. Available with or without a particulate filter, the engine is also mated to a six-speed manual transmission that makes it eager and responsive all the way from low revs. With this powertrain fitted, the Conquest sips fuel and returns 47mpg in the combined cycle and emits 160g/km of CO2.

A small weight gain over the standard car takes the edge off performance but the 1.9 dCi is still pretty quick off the mark. You might miss all-wheel-drive in very wet conditions but otherwise it’s an able performer and the standard fitment of ESP stability control keeps things on the straight and narrow if you get a little over-zealous.

The Conquest has all the interior adaptability and stowage space that has forged the success of the Scenic range. In terms of safety and comfort, the Conquest is based on the Dynamique trim level but adds rear parking sensors, ESP, alloy wheels and roof bars. Passive safety features earned the car the maximum five-star Euro NCap crash test rating.

To add a further personal touch, Renault has developed bespoke accessories that can be bought as a range of kits. These include an interior bike rack, extra storage units, door and sill guards, and a compartmentalised boot box.

- Alistair Coull

IMAGINE all the benefits of a SUV – cleverly merged into a car-sized package – but without the need for 4×4 mechanics. You would still have a superb command of the road ahead, decent vision over dry-stone walling along winding country lanes – and excellent ground clearance to avoid road works which threaten to rip out the sump.

Renault designers let their imagination run riot and it has resulted in an impressive challenger to the SUV crossover market.

The company identified the advantages of the small ute, bar the 4×4 genetics, and those of the MPV, and came up with a successful formula: the Scenic Conquest.

The new hybrid is primed to make conquest sales into the ubiquitous and highly lucrative SUV/MPV/beefed-up tourer sector, and by fusing the best of all these concepts it is likely to steal a march on the rest of the competition.

The Conquest has created a micro sector across sectors, combining the space and practicality of a compact MPV and the rugged persona of the SUV.

There is no way the Conquest is going to tackle desert tracks or dried-up river beds., but the chassis has been toughened so it can cope with the rough and tumble, away from smooth roads.

Even its macho looks suggest a stout Scenic with brawny side mouldings, wheel-arches and twin skid plates to protect the underneath.

Renault launched the Conquest at the Geneva Show in March where it raised a few jealous eyebrows boasting a 20mm higher ride height than the rest of the Scenic range, so it could tackle urban jungle obstacles like high kerbs as well as muddy tracks in the country.

It was specifically designed with leisure pursuits and the great outdoors in mind, but it looks as though it will embrace a more comprehensive client base wooed by a spacious interior and the Conquest’s sinewy character.

This model was the 1.9 dCi 130 diesel, the 130 identifying its bhp output and it proved a willing unit, responding nimbly. But it is the pulling power you pick up mid-range which impresses most in the 120mph Conquest. It achieves a 0-62mph in 9.6 seconds yet returns a combined fuel consumption of around 47mpg. Out of town it nudges up to 53mpg.

The car feels refined and engine, road and wind noise is barely discernible. Steering is responsive, though it feels on the light side and would benefit from more weight transmitted to steering wheel. The six-speed gearbox is smooth and I love the automatic handbrake.

The Conquest has plenty of grip, despite its tall shape and feels composed on winding routes.

The Renault boasts a comfortable ride despite the toughened suspension and raised platform.

Inside it is well-appointed with pleasant soft-touch fascia and natty touches like the roll-top, central storage area.

Seating is practical and flexible. The three rear seats can slide forward and backward, be folded or be removed to extend load area.

Built in France at Renault‘s Douai plant, the 1.9 turbodiesel 130 Conquest costs £19,135.

Boasting a maximum five-star Euro NCAP crash test rating, the Conquest sports 16-inch alloys, and ABS with electronic brake distribution and emergency brake assist. It also has air con, electric windows and there are a list of optional extras available, including cycle pack accessory kit, protective boot lining, larger alloys and an electronic panoramic glass sunroof (£600) which enhanced the Conquest’s already expansive glass area.

- Val Jessop

FAST FACTS

Renault Scenic Conquest dCi 130

Price: £19,135

Mechanical: 130bhp, 1,870cc, 4cyl diesel engine driving front wheels via 6spd manual gearbox

Max speed: 119mph

0-62mph: 9.6 secs

Combined mpg: 47.1

Insurance group: 8

CO2 emissions: 160g/km

BiK rating: 22%

Warranty: 3yrs/ 60,000 mile, 3yrs paint, 12yrs anti-rust