case for the defence
did little more than trigger another 60-odd comments, ranging from the disengaged to the downright vitriolic, to further bloody the already red nose of our Clio Renaultsport. Indeed, sending it back into the ring (that's the one without the apostrophe) with another update, knowing the inevitable rain of blows that will follow, feels almost cruel.
PH Clio formation team with Dan T leading Dan M
Still, if one thing can be relied on more than the internet's lack of mercy, it's a journalist's knack of seeing things in shades of grey. Although, as one of the old faithful, I find the Clio Renaultsport's new direction a tough pill to swallow, and the end product frustratingly flawed, I keep seeing the good in it. Ultimately, I agree with Dan that there's a great car hiding beneath the jelly mould exterior.
If that sounds like I'm developing a soft spot for the 200, perhaps it's because I am, and it's all because I've finally discovered its wild side. There is, after all, a fizz of excitement to offset the sensible, focus group-derived five-door shell and gimmicky sound synthesiser. And, most significantly, 'New Renaultsport' still remembers the old recipe for fun; the principle ingredients being an inside rear wheel cocked in the air and armfuls of oversteer.
There IS a hot Clio in there, just took finding
While the epiphany occurred during Renaultsport's recent track evening at the Bedford Autodrome, the signs had been there for a few weeks. I'd been noticing more mobility from the back end on roundabouts - the Clio was starting to show willing. Given Bedford's breathing space, it didn't take long to turn that glimmer of hope into reality. Whether it was a result of the part-worn tyres, or a bit more commitment on my part, I'm not sure, but within a couple of laps, any doubts about the Clio 200's chassis adjustability were soon cast aside(ways).
See the vid
Chuck it in hard on the brakes and it'll happily go very sideways, and better still, the lock comes on instinctively, the feedback is accurate and there's no sudden snap when it grips again. Fast it most definitely wasn't, but bloody hell was it fun! You might have to strip away the layers of maturity to find it, but that three-letter word is definitely at the heart of the chassis dynamics.
Danny's skiddy cornering from Dan's chase car
Sadly, Bedford's hairpins also brought a sharp reminder of the Clio's lack of traction. Get on the throttle too early exiting a tight corner and you're punished with howling tyres and understeer. The only solution is to wait... and wait... and wait some more. On the road it's never an issue, but on track it's pure torture.
This month has also seen the Clio undertake a mini-tour of Europe's significant motorsport car parks. Beginning with the 'ring, for Megane Trophy launch, it then headed down to Goodwood for the Festival of Speed, followed a week later with a trip to the British Grand Prix for Friday practice.
Although FoS was typically magical, it was the F1 that really stood out for me. As a guest of Renaultsport I was treated to a backstage tour of the paddock, spending 20 minutes in each of the partner garages during the second free practice session.
Meanwhile in F1 Renault also has a point to prove
With headsets on and plugged into team radios, an eventful and fascinating 80 minutes began in the Lotus pit. As usual Grosjean was complaining bitterly about the balance of the E22 Lotus. "Is it inconsistent under braking?" asked Ayao Komatsu, his race engineer. "No, everywhere", came the reply. Maldonado on the other hand, kept his car in one piece, which was worthy of a celebration in itself. I resisted the temptation to applaud him as we left.
Next up it was Red Bull, and from the moment we walked through the swish automatic sliding door the place smelt of money and success. Flat screens covered the walls of the garage, displaying reams of data in a rainbow of pretty colours. Both Vettel and Ricciardo were in the garage, sitting in their cars, going through debriefs. Vettel already had a note of resignation in his voice. Ricciardo decided four clicks extra on the front wing was "extreme".
A few doors down, at Caterham, the contrast was stark. The walls shook as we shut the door to the viewing area, a pair of flatscreens hung apologetically from the overhead gantry and Marcus Ericsson's voice crackled in over the radio reporting engine failure.
Red Bull another world from other Renault teams
The last stop was Torro Rosso and almost immediately drama unfolded as Jean Eric Vergne's wheel tried to make a break for the Northamptonshire countryside. The mechanics looked bemused and Kvyat was called in for urgent checks. "We'll tell you why later", came the reassuring message from his race engineer. When Kvyat rolled in, the whole garage gathered around the front suspension. A man with designer spectacles prodded and probed, looked thoughtful, and tested for brake clearance. He gave the all clear and Kvyat headed back out, no one seemingly any the wiser as to what caused Vergne's issue.
Obviously the point of the trip was to highlight Renaultsport's work at the highest echelons of motorsport, and point out the increasing relevance of F1 tech to road car development thanks to the introduction of fuel restrictions and smaller, turbocharged engines. However, at present the reality, to put it mildly, is a PR challenge. Most F1 pundits seem confident that Renault will be back in the game sooner or later, and I'm equally hopeful the Clio RS can, with some work, live up to expectations.
On track at Bedford
FACT SHEET
Car: Clio Renaultsport 200 Turbo EDC LUX
Run by: Danny Milner
On fleet since: April 2014
Mileage: 6,009
List price new: £21,535 (Basic list of £19,995 plus £650 for Cup Chassis including revised spring/damper rates, gloss black 18-inch wheels, red brake calipers and Dunlop Sport Maxx TT tyres, £595 for Flame Red i.d. metallic paint, £295 for Renaultsport Monitor)
Last month at a glance: Wheel cocking, lift-off oversteering hooligan finally makes an appearance, Danny's grin grows accordingly
Bedford photos: Chris Teagles