Renault charges ahead

At first glance, turbocharging seems a rather crude 1980s solution to solving issues of engine efficiency.

Back in the bad old days, insurers would double premiums as soon as they heard the word 'turbo' and most turbocharged cars had all the subtlety of a TGI Fridays cocktail menu.

Spool forward to today and turbocharging is returning to vogue, albeit in a different form. Yes, there are still the performance fans who want the adrenaline hit of a big turbo but nowadays there are also light pressure turbochargers that can massage a small capacity petrol engine's power figures up modestly without unduly affecting fuel economy and emissions. That's the logic behind the 1.2-litre Turbo Control Efficiency (TCE) engine as fitted to the Renault Clio.

The promise behind the 1.2 Turbo 100 is that it offers the torque of a 1.6-litre engine, the power of a 1.4 and the running costs of a 1.2-litre lump. That is quite some requirement for one engine to fulfil but the little 1.2 Turbo 100 just about manages it. Serving up some 145Nm of torque at 3,000rpm, this is an engine that needs a few revs on the board to give its best, and when the turbo comes on stream there's an almost diesel-like sense of midrange urge. Best of all, this powerplant's CO2 figure is down to just 129g/km.

The latest, facelifted Clio is a big car, even by modern supermini standards. It weighs-in at well over a tonne and while progress can be sluggish with the normally-aspirated 1.2-litre powerplant doing the legwork, the turbocharged version gives it a welcome shot in the arm. This engine does its best work in the midrange and can become noisy when pressed but otherwise, the refinement in the cabin is very impressive with minimal wind and road noise. As with all Clio IIIs, there's tenacious grip and taut body control that invites swift cornering. The ride quality also wouldn't seem out of place in a car a class higher.

The Clio Mk III was always a big car in the supermini class but this facelifted model is even bigger. At 4,027mm, it's 41mm longer than the pre-facelift model and that extra length is utilised in making the Clio appear lower, leaner and more streamlined. This isn't one of those facelifts that leaves everyone at a loss as to what exactly has changed. The front end of the Clio is markedly more aggressive with the sharp lines of the air-intake and the headlights combined with the thin, smirking grille. It's a look that debuted on the Megane family hatch and it gives the Clio a far more purposeful appearance, even in its non-sporting forms.

The interior was also upgraded with some relocating of the minor controls to increase user-friendliness. Higher spec models now get a soft touch dash with the satellite navigation screen integrated into it.

Beneath the skin, Renault's focus has been on increasing refinement on the Clio and today's model features upgraded sound-deadening measures to combat engine, transmission and wind noise. The occupants should have a pretty cushy time of it because the Clio also continues to set the standard for supermini cabin space with its impressive rear head and leg room along with a generously proportioned boot of 288 litres.

The Clio 1.2 Turbo 100 is offered in either three or five-door hatchback forms, or as a five-door Sport Tourer estate with around 50% more luggage space, offered at a premium of around 900 over the standard five-door hatch.

All models get power steering, a trip computer, body-coloured bumpers and side mouldings, remote central locking and a height adjustable steering wheel. One of the biggest factors in many supermini buying decisions is safety and the Clio II set quite a benchmark. The Clio III has excellent neutral weight distribution and some serious brakes to prevent an accident happening in the first instance. It is delivered as standard with Generation 8 Bosch ABS plus electronic brakeforce distribution (EBD) and emergency brake assist (EBA). Other options include electronic stability programme (ESP) incorporating ASR traction control, understeer control and MSR engine torque overrun regulation.

Where the Renault Clio 1.2 Turbo 100 really scores is in the field of cost of ownership. The combined fuel economy figure of 48.7mpg will come as a welcome sight to drivers who want to keep fuel bills down but don't want to drive a diesel. Likewise, improved emissions are now pegged at just 129g/km which will mean cheap road fund licence.

The inevitable upshot of this is that residual values will be good. The Clio range as a whole already enjoys some of the healthiest used prices of any supermini models and once word gets out that this 1.2-litre Turbo 100 is the engine to have in the petrol Clio range, pence per mile figures will inevitably reduce. Insurance is also very reasonable, turbocharger notwithstanding.

Fitting a turbocharger to an existing engine doesn't at first strike one as the most effective way to guarantee excellent efficiency and cleanliness but inspecting Renault's installation in the Clio 1.2-litre Turbo 100, it's clear that the French company has worked hard to manage exactly that. The key is in not getting too greedy with the power output the turbo can deliver. Sure, if you turned up the wick a bit, this engine would probably be able to punt out a reliable 130bhp but emission and economy figures would take a hit as a result. With the turbo breathing rather than blowing, performance gets a subtle boost and the green bits aren't dealt a knockout punch.

While the engine is undeniably effective at what it sets out to do, it's important to remember the rest of the car's qualities. Bigger than the average supermini and better riding to boot, the Clio is also one of the more cost-effective, with the range opening at a highly affordable level. Aside from the rather conservative styling, there's not a lot to gripe about here.