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orking on Commercial Motor s roadtest team is not just
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a case of donning denim and work boots and becoming a hairy-armed trucker at the wheel of the latest 44-tormer. Nothing if not versatile, we're just as happy to change into Chinos and Gucci loafers to enjoy a spot of French chic—and CVs don't come 'thicer' than the latest Renault Clio Van.
Although effectively the same basic structure as the 1998 Clio, this latest incarnation has been thoroughly revised with an imposing new "big car" frontal appearance. The interior is all-new, as are most of the other external styling features, But more importantly it has gained one of the most advanced small diesel engines available today.
PRODUCT PROFILE
What is effectively the Mk2 Clio Van range won't take long to describe. By the way, if you're wondering why you never read about the Mkz in Commercial Motor, the fact that a Clio Van is smaller than the blind spot in a French truck's mirror led to our original test van being bounced off both sets of M25 Armco on the way to the proving ground.
But back to today. While the Clio car range comes in numerous trim levels, the van is available in just one. Although not officially named, an overlooked badge inside the glovebox shows it to be based on the entry level Authentique version. What you don't get in the entry level car, however, is the 1.9 dCi engine. The phrase "state of the art" is often bandied about (not least in these pages) but in the case of this engine, fuelled by the Delphi (formerly Lucas) Multec DCR 1400 second-generation common-rail system, its use is justified.
Mind you, the term common-rail is some what misleading in this case, as the "rail" i actually a spherical accumulator which i designed to be more space-efficient on co pact engine installations. The system's greal est benefits come from the fine control c injection quantity and timing, including th all-important pilot injection. Acceleromete Pilot Control (APC) constantly monitors th combustion process and is said to maintaii optimum performance under all condition throughout the vehicle's life. A fuel inle metering valve limits the amount of fuel delis ered by the lift pump to what is actuall. needed, saving pumping losses and eliminat ing the need for a fuel pressure relief system The rest of the Clio Van's specification i: quite conventional, with McPherson stru front and trailing-arm/torsion-beam rear sus pension. The transmission is a five-speed an brakes are discs all round with ABS and EBL (electronic brake distribution).
One departure from the norm in the body work area is the use of Noryl composite mate rial for the front wings.
PRODUCTIVITY
If you measure productivity purely by fue economy, this van is a superstar. Unladen the Clio Van made its way around thE 1442kin of our slightly revised Kent light var route and gave us change from a fiver. It's a long time since that last happened! Actual fuel consumption was 4.71it/iookm (60.5mpg) which, as far as we can tell, is the first time any van has cracked the 6ompg barrier. The laden run cost an extra 15p, giving a marvellous 4.81ithookm (58.7mpg) to snatch the all-time record away from Vauxhall's Corsavan by o.5mpg.
The fact that we are routinely getting light van fuel figures in the fifties is testimony to the advances made by engine designers in the past few years, and is even more impressive when you consider that the improvements are driven by lower and lower emissions.
The Clio Van as tested puts out 115g/krn of CO2 while the newer 85hp version, not yet available in the van variant, emits just ilog/km, which is the lowest figure on the market. With an unladen power-to-weight ratio of more than 65hp/tonne (and 43hp/tonne fully laden) performance is not an issue—journey times are governed more by your respect for speed limits than by the Clio's abilities.
If you want a Clio for its load-lugging ability... well, you wouldn't, but you knew that anyway. That's not what the Clio Van is about, but for the record, payload with our notional 75kg driver on board is 460kg in a o.95m' loadspace. The maximum loadspace dimensions are 1,270rnrn long by 1,37omm wide, but we don't envisage too many operators wanting to squeeze a Europallet in the back.
What load you can get on board is certainly well looked after. The loadspace has fully carpeted sides and a fitted rubber load floor mat, while its contents are hidden from view by a neat folding tonneau cover and kept separate from the driver by a thirdheight steel bulkhead. Not only does the Clio have remote central locking, but all doors are automatically locked as soon as the van exceeds walking pace.
The Clio's low emissions put it comfortably into the bargain-basement tax band with an annual VED rate of Dro. Other financial attractions include two-year/18,000-mile
service intervals (with a free safety inspection initially at 6,000 miles and then midway between each major service) and a threeyear/ 6o,000-m ile warranty complete with roadside recovery.
ON THE ROAD
With its maximum half-tonne-plus gross payload aboard, the Clio appears to sink dramatically at the rear—to the point where the interior mirror needs readjusting to lose the view of the road immediately astern. But apart from the steering lightening up a bit there are no adverse effects on its dynamic behaviour.
The ride at full weight deteriorates slightly from its excellent unladen quality but never becomes uncomfortable. It's debatable whether a vehicle of the Clio's size actually needs power steering other than in the showroom, but its electrically powered variable-rate system works without undue intrusion into the sharp handling.
The Clio Van's performance is lively without being irresponsible; its virtues lie chiefly in its flexibility and its quiet, refined manners. Although you can tell the engine is working harder below 1,500rpm it copes perfectly well and never becomes harsh. One reason for that refinement is hinted at by the gear lever, which moves around considerably, revealing softer-than-average engine mounts. Not a problem, apart from the visual distraction, and it does cure drivers of keeping their left hands on the gear lever. The lever itself is well placed and incorporates a lift-up collar to prevent inadvertent selection of reverse (which is located next to first).
We were able to give the EBD system a good workout at the proving ground. After getting the Clio to around 40mph on the (damp) circular steering pad we stood on the brakes in a "don't try this at home" manoeuvre that should have had it spinning into the imaginary scenery. Instead it simply maintained its line and stopped... boring, but distinctly impressive.
Although we were unable to measure the braking performance on the track there are absolutely no issues over its stopping power. Although the parking brake coped easily with the 33% (I-in-3) test hill the centre of gravity was far enough below the spinning front wheels to rule out a restart.
CAB COMFORT
One of the more pleasant side effects of the modern, cost-controlled motor industry benefits these relatively small (sales) volume CDVs: it's simply cheaper to leave the carquality interior trim in place than to take it out. In the whole of the Clio Van's interior the Trim levels are higher than average, and specificall! better than the previous Clio standard.
only painted metal on show is the rear window blanking panels.
The Authentique trim may be entry-1 for a car, but for a working vehicle it's n. ing less than sumptuous. The shapely I cloth-trimmed driving seat is positio rather high for tall drivers, and the backr are rather short (although lots of head travel compensates reasonably well), there's more fore-and-aft adjustment t you might expect.
The large matching speedo and rev cow reading to a highly unlikely 7,000rpm-p dominate the instrument panel and flank fuel and temperature gauges. The d4 odometer doubles up as an oil level checl. startup. Renault's own-brand RDS ra, cassette features four speakers with sate controls on the steering column, where more stalks control most minor functions Above the radio are switches for the ha.2 lights, heated rear window and central lock override; below it are the heater controls, a with a pair of cupholder recesses and usual smoking facilities. The glove-box li equipped with assorted holders for pens, t ets, glasses and the like; there are also gi sized pockets in the doors, a handy sl beneath the passenger seat and a non-: oddments tray on top of the dash.
Four airbags (with an isolator switch for passenger side) come as standard, as do tin glass, electric windows and a height-adjust steering column. Our example also came v the optional "Sports Kit" comprising spoil at each end, side skirts, body-coloured mini fog lamps and OZ alloy wheels.
Although the windscreen wipers have been converted to right-hand drive, a par graph mechanism pushes the driver's wi up into the corner so there's no signific loss of swept area. Thanks to the curved gl in the hatch the interior rear view suffers fr a "hall of mirrors" effect, giving rise to so bizarrely shaped vehicles coming into siE
SUMMARY
By its very nature the Clio Van is never go to be used for serious goods hauling, 1 that's not to say that it doesn't have its place the great scheme of things.
There's a whole army of businesses there with a need for basic transportation driver and small load and, like all operatc they would like to satisfy that need at the le est possible cost. While there may be ways get a small CV on the road for less capital lay, once on the road the current crop of co pact but high-tech CDVs offer impressiv low running costs.
Based on our test results, the Clio Van tal the prize for the lowest running costs in I business, helped by its amazing lack of thi and skimpy servicing requirements.
It has style and practicality in equally gr quantities. In fact, the only reason we think of for not buying one is to exact rever on Renault for taking the lovely Helene ("s matters") Mahieu off our TV screens.
• by Colin Barnett