Used Renault Clio review and buying guide (1998 to present): which one to buy and what to check

Which used Renault Clio should you buy?

A Clio IV from 2013 to 2019 with the 1.5 dCi diesel or the non-turbo 1.2 16v and a manual gearbox is the safer buy, because the Clio IV's serious known faults sit elsewhere: a chain tensioner that can fail on the 0.9 TCe, oil-burning piston rings on the 1.2 TCe, and juddering EDC automatics. Few reports cover either engine, though, and on older Clios the 1.2 16v's timing belt has failed from 36,000 miles, so ask for a receipt showing a recent belt change.

The Clio II, sold from 1998 to 2007, is the one to pass on unless there's no alternative. Every one has a plastic secondary bonnet catch that can fail and let the bonnet fly up over the windscreen, its manual gearbox can wear the top of its casing by 18,000 to 50,000 miles, the automatics have a record of failing, and the 1.5 dCi diesel carries two serious faults.

The Clio III, sold from 2005 to 2012, isn't a safer bet than the Clio IV. Its 1.5 dCi falls within the Delphi fuel pump fault on 2001 to 2010 cars, where the pump breaks up inside and sends metal through the fuel system between 60,000 and 120,000 miles; two owners had it happen. Some 1.2 engines on 2010 and 2011 cars were recalled over a valve cotter fault that could wreck the engine. The EDC fault doesn't reach it, though: Clio III automatics are conventional torque-converter gearboxes.

There's little on record about the Clio launched in 2019. None of the known faults names it, and the few notes on it cover the cabin and the firm ride rather than anything breaking. That's too little evidence to rank it against the Clio IV either way, so judge one on its own history and how it drives.

Which Clio engines and gearboxes are the safe choices?

The Clio IV's 1.5 dCi diesel and non-turbo 1.2 16v petrol, each with a manual, are the lesser risks: no serious known fault names either on 2013 to 2019 cars, though that's thin evidence, and the dCi's pump and EGR faults on older Clios don't prove a Clio IV's are clear. Its cambelt's due every 72,000 miles or 5 years, whichever comes first. One 2014 dCi had oil in its coolant at 32,000 miles, and one 2017 1.2 16v had clutch judder.

Don't buy either TCe turbo petrol. The 0.9 TCe's timing chain tensioner can give up between 36,000 and 64,000 miles, letting the chain thrash about and wreck the engine; three owners of 2013 and 2014 cars had it happen, and one needed a new engine. Later Clio IVs share the engine but have no reports either way. The 1.2 TCe from 2012 to 2018 has undersized piston rings that burn oil, which stretches its chain and can end in engine failure between 40,000 and 80,000 miles.

Avoid the EDC dual-clutch automatic, fitted to the Clio IV from 2013. It can judder badly when pulling away, light a gearbox warning, lose drive or stick in gear as its control module fails. Renault calls it sealed for life, but its oil is worth changing at 50,000 miles or 5 years. Older automatics are no better: on the Clio II they've a record of failing, and the fluid cooler in the radiator can crack and let coolant ruin the gearbox.

Older 1.5 dCi diesels, up to 2010, carry two serious faults of their own. The Delphi high-pressure pump on 2001 to 2010 cars can break up internally between 60,000 and 120,000 miles and fill the fuel system with metal, and on 2001 to 2007 cars a sticking EGR valve can overheat the exhaust, killing the turbo bearings and letting oil into the intake.

What should you check when viewing a used Clio?

Listen hard at a cold start on any TCe petrol: a rattle or grinding from the engine points to the chain or its tensioner. Pull the dipstick too, because a 1.2 TCe that's low on oil, blows black smoke or has flashed low oil warnings is burning oil past its piston rings. Ask the seller how often they top it up, and treat a vague answer as a warning.

Test an EDC automatic from a standstill several times and in slow traffic; judder as it pulls away, a gearbox warning light or getting stuck in gear all point to the known fault. On a Clio II manual, make sure every gear goes in without grinding or a sloppy lever. On a 1.5 dCi of any age, a flashing glow plug light, misfires, flat boost or smoke point to the pump or EGR faults; check the coolant tank for oil and ask for the cambelt receipt.

On a Clio II, open and close the bonnet and check it latches properly, that the release isn't loose or stiff and that the catch has been greased. Run the front windows of a three-door fully up and down, since the clips can let go and leave the glass outside the frame. Look for corrosion on the rear brake pipes and wear in the main suspension arm bushes, and check the sills beside the front jacking points for dents.

On a 2014 or 2015 Clio IV, a lit TPMS warning or a tyre that slowly goes down without a puncture points to leaking sensors or corroded valve holes in the alloys. Ask for proof that recall work's been done: the wiper linkage recall on the Clio IV, the recall on 2014 cars for a badly fitted part that could rub on the brake lines, and on a 2010 or 2011 1.2, the valve cotter recall.

Paste the advert into the free check and it runs these against the listing, the MOT history and the DVLA record before you travel.

Is a used Renault Clio II (1998 to 2007) worth the risk?

Skip the Clio II if you can, because every one carries the bonnet catch fault and the manual gearbox can wear out early; if you do buy one, a petrol manual that changes cleanly is the lesser risk, since the automatics have a record of failing. The 2001 to 2007 car earned four Euro NCAP stars, but its plastic secondary catch can fail, so if the main catch lets go at speed the bonnet can fly up over the windscreen; in 2009, Renault dealers would check it free of charge.

The manual gearbox can wear its casing from 18,000 miles, which shows up as grinding changes, awkward gear selection or play in the lever. The automatics have a record of failures, one cause being a cracked fluid cooler inside the radiator that lets coolant into the gearbox, and some surged until new inlet manifold gaskets were fitted. The Clio 172 has had coil spring failures at three years old.

The 1.5 dCi is the Clio II engine that's hardest to justify: on 2001 to 2007 cars its EGR valve can stick shut, overheating the exhaust until the turbo bearings fail, and from 2001 the Delphi fuel pump can shed metal through the fuel system between 60,000 and 120,000 miles. On petrols, the fuel tank can pressurise and push fuel out, and failed ignition coils should be replaced as a set of four.

Recalls covered 1998 cars with an accelerator cable that could snap, 1999 cars whose brake servo valve could fail and some 2000 cars missing an airbag bolt; others dealt with front suspension arms that could break after an impact and brake servo assistance that could be lost. Ask for proof of the work on any car that falls within them.

Should you buy a used Renault Clio III (2005 to 2012)?

Pick a petrol Clio III over the 1.5 dCi, because the diesel on cars up to 2010 falls within the Delphi pump fault: the high-pressure pump breaks up inside between 60,000 and 120,000 miles and spreads metal through the fuel system. Two owners had it, on a 2007 1.5 diesel and a 2009 GT diesel at 40,000 miles, and both had injector damage too. Watch for a flashing glow plug light, misfires, stalling or a car that won't start.

The petrols aren't trouble-free either. Some 1.2 engines on 2010 and 2011 cars, both the plain 16v and the TCe turbo, were recalled over a valve cotter fault that could destroy the engine, so ask for proof the work's been done. One owner's 2011 1.2 was getting through a litre of oil every 350 miles by 63,000 miles, and another owner's 1.2 TCe kept failing its oil seals.

Clio III automatics are conventional torque-converter boxes, not the EDC, but one owner's 2010 1.6 auto needed a new servo valve at 42,000 miles. A three-year-old Clio Sport's transmission also gave up at 38,000. One 2012 car snapped a rear coil spring at 15,000 miles, and a 2009 car went through two wiper motors because blocked bulkhead drains left them sitting in rainwater.

There's a recall to ask about on 2005 and 2006 cars, where the brake light switch could melt, send smoke into the cabin and leave the car without brake lights. Test the sunroof too, since a leak on one car was followed by smoke from the steering column and the horn sounding on its own. One Sport Tourer owner's electric windows stuck and wouldn't run smoothly.

Should you buy a Renault Clio IV (2013 to 2019)?

Yes, if it's a 1.5 dCi or a non-turbo 1.2 16v with a manual gearbox, because the Clio IV's serious known faults sit with its TCe turbo petrols and its EDC automatic, though few reports cover those two engines either way. On the 1.2 16v, ask for proof the timing belt's been renewed recently, since older Clios have had theirs fail from 36,000 miles. It's a five-star Euro NCAP car, but the thick rear pillars make reversing awkward, and the automatic feels slow to respond.

The 0.9 TCe fault is the one that ends engines: on 2013 and 2014 cars the chain tensioner has failed between 36,000 and 64,000 miles, and one owner's 2014 car needed a new engine at 42,000. Later cars share the engine but have no reports either way. Another owner of a 0.9 TCe had it stutter from cold with a turbo that cut in abruptly. The 1.2 TCe's oil burning and chain stretch turn up between 40,000 and 80,000 miles.

EDC automatics can start juddering, flag a gearbox warning or lose drive, so a manual is the safer Clio IV. On 2014 and 2015 cars, the tyre pressure sensors can leak and fail over and over between 20,000 and 60,000 miles; one 2015 car had four sensor replacements under warranty and corrosion at the alloys' valve holes turned out to be behind it.

What does a used Renault Clio cost to run?

What do Clio owners like about them?

The Clio IV's a good steer, with sharp handling and plenty of grip, and it's quieter and rides better than the Clio III that came before it. The 220 Trophy version takes the handling a big step further, and it's a small hatch that rewards you on a twisty road.

The Clio launched in 2019 has a far nicer cabin than the Clio IV, and it's properly screwed together. There's plenty of room for the driver and front passenger, and the boot's a generous size for a car this small, which makes it an easy one to live with day to day.

• This model achieved a commendable four-star safety assessment in Euro NCAP crash tests, demonstrating robust occupant protection.
• The Clio was rated the fifth most reliable European car aged 3 to 7 years in a 2011 survey, with a low average repair cost.
• The Clio proved to be an economical vehicle, offering low running costs and good fuel efficiency for owners.
• The 2009 Clio hatchback and estate models feature rigorous build quality, making them among the most reliable cars in their class.
• The Clio achieved a five-star Euro NCAP safety rating, with high scores for adult and child occupant protection.