Articles by Philip King

Large cars need large engines, is the traditional wisdom. Capacity is king and you need at least a six, preferably an eight. But times are changing. Soon, there will be mandatory emissions standards for all cars sold in Australia that mirror the sorts of schemes in place in Europe and elsewhere.They will be especially challenging for local makers, which specialise in large cars. They are already under a lot of pressure because the traditional large sedan has declined markedly in popularity during the past decade.Where they used to represent about 30 per cent of sales, now fewer than 8 per cent of buyers opt for one. Every year the large sedan slips further down buyer wish lists, with nothing seemingly able to arrest the fall.So four-cylinder large cars are taking a larger piece of the pie, and European makers can exploit some of this. The idea of a large sedan with a four-cylinder engine is less alien in Europe and, in technological terms, they have a head start. Their engines already achieve standards still to be implemented here.At least as important, prices have moved decisively in favour of imports, with vehicle tariffs as low as they can go and a high Australian dollar making them cheap. With premium prices, they have struggled to get mainstream traction. Now it's going to get easier.Some are already on sale, disguised as “medium cars'' in the official listings. They include the new Volkswagen Passat and even Ford's European-made Mondeo. It comes as a wagon, too, when the Falcon no longer does.The first European to be listed in the mainstream large category was a Skoda sedan called the Superb. It arrived two years ago with a 2.0-litre diesel and 1.8-litre petrol, both turbocharged four-cylinders. It has been no more than a nick in the side of the locals, with sales in the hundreds.But now there's another. The Peugeot 508 pushes the price and economy argument even further. It arrives with two diesels and will soon be available with a 115kW turbo 1.6-litre petrol from $36,990, undercutting the cheapest Falcon or Commodore by thousands.The 1.6-litre petrol, which many Australians would view as on the small side for a hatchback, uses 7.1 litres per 100km while both the diesels achieve just 5.7. The best a Commodore can do is 9.1l/100km and the Falcon 9.9l/100km.The 508 will soon be able to offer so-called ``micro-hybrid'' features such as stop-start at idle to return fuel economy of 4.4. These systems are common at the luxury level of the market but still making there way into the mainstream. However, Ford and Holden are years behind.Running costs are a huge issue for fleets but fuel is only one factor. To dispel concerns about the price of servicing imports, Peugeot has tailored a three-year capped deal that offers three scheduled pit stops for no more than $330 each. It's the same deal for private buyers and fleets.The 508 replaces two cars in the Peugeot line-up: the 407, which started in the low-$40,000 and came as a sedan, wagon or coupe; and the 607, a $70,000-plus car that whittled out a lonely career as an unloved sedan.The 508 falls between the two on size, with a shorter front overhang and less obvious grille than the ugly 407. It's the first Peugeot to use some of the new design language explored in the SR1 concept from last year. The SR1 itself suggests a coupe may join the sedan and wagon later.TECHNOLOGYPerhaps Peugeot will save a six-cylinder for a two-door because there's no V6 in this line-up. The smallest diesel, a 2.0-litre, starts at $42,990 and a wagon adds $3000.All engines comply with the latest Euro V toxic emission standards and come in well under the expected Australian CO2 emissions target for 2015 of 190g per kilometre.The GT model with more power gets the same economy but is quicker to 100km/h, at 8.2 seconds. It gains wishbones at the front suspension instead of struts, and larger alloys.DESIGN AND FIT-OUTThe list of features available is impressive and includes a head-up display for the driver, clever directional headlamps and electronic park brake. It presents well, with the wagon more pleasing visually and a well put together interior that's two notches above the locals for quality and appeal.There's leather and soft plastics, a bit of chrome bling and enough comfort features. The chairs are as accommodatingly wide as any in a Falcon or Commodore. Who says the French don't get fat? The cabin itself isn't as roomy, of course. None of the European aspirants are, unless you go up a badge or two.DRIVINGThe 508 is unlikely to change the minds of Commodore and Falcon buyers about what constitutes a desirable set of wheels. The two diesels were available at the launch drive in Victoria and they do the job well enough, although you'd miss the Falcon's six up a hill. Or for overtaking.Less so in with the 150kW 2.2-litre, which might test the 3.0-litre Commodore at some speeds. Certainly, Peugeot believes it can outperform its previous V6.The two 508s have different dynamic personalities. The 2.0-litre is pillowy and rolly, with an eagerness to run wide in corners. The bespoke front suspension and larger wheels on the GT lift the thresholds substantially but don't change the character of the car. It's not as precise as one of the local rear-wheel drives.When it comes to the ride quality, the large wheels in the GT are noisier and fussier about road imperfections than the 2.0, but at least both are more comfortable than Peugeots have been recently, with a less troubling ride.Drivers may not have changed what they want, but fleets have changed their buying patterns already. Steeper petrol prices have shifted some to smaller cars. Others have been swept up by the trend to SUVs, which with diesel engines can be relatively cheap to run.Demand for large cars won't rebound on the strength of imports, with Peugeot expecting to ship in about 1000 a year. It badly needs to hit that target if it's going to reach its goal of 8500 buyers next year. That would be its second best result in a decade or about 3000 more than last year. 

Whenever I hear a volume carmaker (it's usually one of the Japanese or Koreans) say it's moving upmarket, I call to mind the case of Volkswagen.

If you already have a garage of off-the-shelf exotica, your next purchase needs to be something really special.FERRARI SUPERAMERICA 45THE most committed (and cashed-up) Ferrari aficionados build up a relationship with the brand through long association, and buying lots of cars. Ferrari knows them by name and likes to think of them as family. One such is New York real estate supremo Peter Kalikow, who has an impressive car collection that includes vintage Ferraris.When it comes to buying something new for a special occasion, Kalikow likes to commission Ferrari's special projects department. Then it's a case of tell them what you'd like, and they'll knock one up.This year, to mark 45 years as a customer, Kalikow took delivery of the Superamerica 45, a one-off set of wheels based on the 599 GTB. It was unveiled last month, like so many of these cars, at the annual Villa d'Este Concorso d'Eleganza on the shores of Lake Como, Italy.The bespoke Superamerica 45 design features a rotating carbon-fibre roof, including the rear glass, which flips into the boot to turn the coupe into a convertible. This idea appeared on a version of the 575 Maranello, the predecessor to the 599 GTB, and was also called Superamerica.Kalikow was also inspired by a car in his collection: a 1961 400 Superamerica cabriolet, which was an equally exclusive vehicle a half century ago. The bodywork and wheels of the 45 are painted the same blue to match. The car's carbon fibre elements, including the roof, body kit and much of the cabin, are in a contrasting darker blue. The chromed grille, burnished aluminium A-pillars, wing mirrors and door handles are also unique.Changes to the bodywork include rear buttresses integral with the rear wheel arches and air vents in the front wings, while the boot had to be redesigned to fit the roof.Ferrari says nothing about what's under the bonnet of this car, but a standard 599 GTB is powered by a 456kW 6.0-litre V12.Kalikow is no stranger to customised Ferraris, having previously ordered a special version of the 612 Scaglietti, the brand flagship that recently made way for the FF.Ferrari doesn't reveal the price of these cars but its best-known special project recently was the P4/5 from 2006, a Pininfarina design based on the Enzo supercar. It was a one-off ordered by US financier James Glickenhaus that reportedly cost $4 million.ASTON MARTIN V12 ZAGATOITALIAN specialist Zagato has been in the bespoke design and production business for more than 90 years and its long association with elite brands extends beyond its homeland to take in the racier badges from Britain.Its most recent car is the Aston Martin V12 Zagato, which was built to mark the 50th anniversary of the first project between the two, the DB4GT Zagato of 1961. Only 20 of those cars were made and it has spawned many replicas. DB4GT originals have become very collectable and fetch millions of dollars.The modern reinterpretation of the DB4GT starts life as the Vantage, Aston's junior sports car, in its most extreme form with a 380kW, 5.9-litre V12 under the bonnet. Like that car, it features a limited slip differential and carbon fibre propeller shaft, but it drives through an automated six-speed manual instead of a traditional manual.Most noticeably, the bodywork is all bespoke and handcrafted out of aluminium using traditional techniques and body bucks. To make the double-bubble roof alone takes five pieces of aluminium, joined and shaped into one flowing form. The front wings need seven pieces each.Like the DB4GT, the V12 Zagato will go racing, with an appearance planned for the last weekend in June at the Nurburgring 24-hour race in Germany. The V12 Zagato in race trim has reduced weight and retuned suspension as well as a 120-litre fuel tank, rollcage and huge rear wing.At the car's debut at the Villa d'Este concours last month, it scooped the prize for best design. Company chief executive Ulrich Bez was encouraged: “Based on the reactions of our customers to this race car, we hope to offer a road-homologated V12 Zagato in a small, limited number as soon as possible.'' According to Aston insiders, there's at least one Australian in the queue to buy.ALFA ROMEO TZ3THE takeover of Chrysler by Fiat is already throwing up some oddities, including a whole line-up of Lancias that are little more than rebadged versions of American cars. And that's just the start.To celebrate the 100th anniversary of Fiat-owned Alfa Romeo last year, former race partner Zagato designed the TZ3, named for the TZ race cars that campaigned in the 1960s. Built for German collector Martin Kapp, who owns TZ originals, the TZ3 first appeared as the Corsa at the Villa D'Este showpiece in Italy last year.Designed for lightness, it's built on a carbon fibre monocoque with a hand-formed aluminium body. Under the bonnet is a 4.2-litre V8 driving the rear wheels through a six-speed sequential gearbox. With a kerb weight of just 850kg, it can reach 100km/h in 3.5 seconds.As its name suggests, the Corsa was designed as a track car, and it's unique.Production of the TZ3 Stradale, which followed this year, will run to nine examples and it shares many design features with the Corsa, including the aerodynamic tail shape that was pioneered by the 1960s TZ racers. But the Stradale is fundamentally different.Its body is formed from carbon fibre and underneath sits the chassis from the most extreme form of Dodge Viper, Chrysler's blue-collar supercar.Power comes from the Viper's monster 450kW 8.4-litre V10.Unlike the Corsa, the Stradale is road legal and, in effect, the first American Alfa Romeo. Suitably enough, the first example went to collector Eric King in the US.Meanwhile, Chrysler and Fiat are denying that future production versions of the Viper will share mechanicals with Alfa. Although worse things can happen, as Lancia can attest.Read more about prestige motoring at The Australian.

ONE of the only surviving prototypes for the first Holden, thought to be worth as much as $2 million, is up for sale after 30 years in the hands of a private collector. The grey sedan, with the numberplate KJ-400, was made in Melbourne in 1947 almost 18 months before the 48-215, or FX, went on sale.The unique vehicle is one of five prototypes built in the testing phase for "Australia's own car'', but the only locally-built example that survives.Perth collector Peter Briggs, who bought the car in 1980 to put on display in his motor museum in York, Western Australia, thinks the "oldest Aussie Holden" will prove irresistible to private collectors and beat the previous best price for a local car.”I think it must be valued at $2 million," he said. "The previous record price for an Australian-made car is $920,000 for the Monaro HR427. This car is older and immeasurably more important."“When you think of the unrealistic prices paid for Bugattis and Ferraris around the world -- $20m or $30m -- this is a car that was the start of so much history. Over the years people have wanted to buy it, but I always said no because it's an iconic car. But now I'm rationalising my collection."Briggs, who has collected 150 classics spread over two museums at York and Fremantle, bought the car after someone ``rang me out of the blue and said do you want the first Australian Holden".He paid $4500 -- enough for a new car at the time -- and many times the price of the first 48-215s, which sold for pound stg. 733.KJ-400 is one of several cars claiming the title of first Holden. Don Loffler, in his book Still Holden Together, says confusion over rival claims had made the KJ-400 a controversial car, which may have been rebodied when it was owned by a Melbourne dealer and beset by rust.Mr Briggs said the KJ-400 had been maintained, but was otherwise unchanged during his ownership and had been restored in the early days by the engineer who had built it.The very first prototype, built in Detroit in 1946, but shipped to Australia for testing, was fully restored and bought by the National Museum in Canberra in 2004. The first car off the assembly line is owned by Holden.Mr Briggs said he was planning a new museum for Fremantle and if no one made an appropriate offer he would keep it on display.Read more about prestige motoring at www.perthnow.com.au

… because of the energy used in making their batteries, a study has found.An electric-car owner would have to drive at least 130,000km before producing a net saving in CO2.Many electric cars will not travel that far in their lifetime because they usually have a range of less than 145km on a single charge and are unsuitable for long trips. Even those driven 160,000km would save only about a tonne of CO2 over their lifetimes.The study, the first analysis of the lifetime emissions of electric cars covering manufacturing, driving and disposal, undermines the case for tackling climate change by rapid introduction of the cars. The Committee on Climate Change, the British government watchdog, has called for the number of electric cars on the roads to increase from a few hundred to 1.7 million by 2020.The British Department of Transport is spending pound stg. 43 million ($66m) over the next year giving up to 8600 buyers of electric cars a grant of pound stg. 5000 each towards the purchase price. Ministers are considering extending the scheme.The study was commissioned by the Low Carbon Vehicle Partnership, jointly funded by the British government and the car industry. It found a mid-size electric car would produce 23.1 tonnes of CO2 over its lifetime, compared with 24 tonnes for a similar petrol car. Emissions from making electric cars are at least 50 per cent higher because batteries are made from materials such as lithium, copper and refined silicon, which require more energy to be processed.Many electric cars are expected to need a replacement battery after a few years. Once the emissions from producing the second battery are added in, the total CO2 from producing an electric car rises to 12.6 tonnes, compared with 5.6 tonnes for a petrol car.Mitsubishi Australia, which has about 100 electric cars on lease in Australia to fleets and local governments, said the findings were “diametrically opposed'' to their understanding of the situation.”Our information is that manufacturing lithium ion batteries accounts for a small fraction of the lifecycle environmental impact of an EV,'' a spokeswoman for the company said. In addition, a vehicle was expected to need only one battery during its life. The Mitsubishi iMiev, a city runabout that has been available on lease for almost a year, will be available to the public for about $50,000 from August, the company said this week.The only other electric car available here is the Tesla sportscar, which costs more than $200,000, although Nissan plans to offer a hatchback called the Leaf next year that is expected to undercut the iMiev.Greg Archer, director of Low CVP, said the automotive industry should state the full lifecycle emissions of cars rather than just the tailpipe emissions to avoid misleading consumers. Drivers wanting to minimise emissions could be better off buying a small efficient petrol or diesel car.Read more about prestige motoring at The Australian.

Chinese buyers helped Bentley survive the downturn, which hit top-tier marques especially hard. Bentleys are large, which suits Chinese luxury tastes. Its bestseller there, by far, is the Flying Spur sedan.The Flying Spur is the four-door variant of the Continental GT, the coupe that was the first car Bentley made after it split from Rolls-Royce to become part of the Volkswagen group.The Continental GT defined the reborn Bentley. It was exactly the sort of eye-catching shape Bentley needed to put it back on the radar.Eight years later the second-generation GT has arrived to carry the banner into the next decade.DESIGNBentley desperately needs to boost sales but decided on a gentle evolution of the GT rather than a radical overhaul.So there are subtle changes to make it look racier and more upmarket. It's wider than before and the waistline -- the lower edge of the windows -- has been raised. Some of the panels are now aluminium, which helps to shed about 60kg. It also means Bentley can use a shaping technique called superforming to avoid seams around the headlights, give crisper lines along the sides and more pronounced haunches.TECHNOLOGYUnderneath, the suspension has been retuned while under the bonnet, the W-shaped 6.0-litre turbocharged 12-cylinder engine has got 11kW more power and 50Nm more torque. The all-wheel drive system now distributes drive with a 60 per cent bias to the rear instead of an even split, so that the dynamics more closely resemble a traditional sportscar.Inside, Bentley has liberated some rear leg-room by redesigning the seats and relocating the seatbelts. The central control screen is larger and its software has received the latest upgrade.DRIVINGTHE previous Continental GT was a lovely car that epitomised the grand-tourer idea. This is a romantic notion, to me at least, that suggests effortless meandering among the cultural landmarks of Europe like an Evelyn Waugh character, a wad of inherited money in my back pocket.Unhappily, that's not my lot and neither would it be for most GT owners. But the GT was a pleasant way to drive to work when you're a time-poor merchant bank exec. As a statement of weighty prosperity and power, the GT felt exactly like a Bentley should.A design this good deserves to live beyond a single model cycle, especially at the top of the market. Some brands tinker with the same shape for decades without doing much; Porsche's 911 is exhibit A. There are sound reasons for Bentley to do the same. Inspired by famous models from its past, the face of the GT set Bentley on a design course that is still being followed.Count the retained looks as a plus, but it's still doubtful whether Bentley has done enough with this upgrade.Some changes play on our subconscious awareness of quality, giving the overall result a more polished feel. These include the way the headlights now sit in individual cut-outs, instead of the cheaper construction method used before. But other makers such as Morgan and Aston Martin already do this on cars that cost much less.Some improvements, such as the new control screen in the centre console, aim to make it more modern. This system has been inherited from the Volkswagen group, then tweaked for the GT. But it's neither cutting-edge nor especially easy to use, and certainly not up there with the best. You don't come away thinking, “Oh, I wish my iPhone worked like that.'' It's worthwhile addressing these issues, but they're not a huge leap forward.This is true of the engineering as well. The engine can run on ethanol up to E85 but has yet to gain direct injection, which improves fuel economy and power at the same time. This should arrive in a 4.0-litre V8, reportedly being developed with Audi, and due in the GT later this year.This 12-cylinder, driving through an automatic transmission with six speeds as before, gains a little power and remains a muscular slurper. There's good torque from low revs for effortless progress, although snap acceleration is hampered somewhat by the GT's substantial mass. The weight shed in this upgrade is tiny compared with the car's mass and affects fuel consumption barely a jot. As you would expect, it feels solidly planted on the road and rides with heavyweight assurance. Despite the heft, there's some delicacy to the chassis, with body roll and pitch sweetly damped. It was, and remains, an enjoyable drive.For anyone willing to spend $400,000 to $500,000 on a car, choices have multiplied since the GT arrived in 2003. Bentley says this vindicates its original strategy. But it also suggests that a minimalist approach to this upgrade may not be enough. If you didn't like the look of the original GT, the second generation won't change your mind.BENTLEY CONTINENTAL GTEngine: 6.0-litre turbocharged petrol 12-cylinderPower/torque: 423kW at 6000rpm and 700Nm at 1700rpmTransmissions: Six-speed automatic, all-wheel drivePrice: From $405,000 plus on-road costs

YOU can buy a version of the Vantage, Aston Martin's junior sportscar, with a V12 under the bonnet and, while I've sampled it only briefly, I can tell you that 380kW in a car the size of a hatchback can be quite intimidating. It comes with a manual gearbox, which won't suit everyone, and costs more than the Virage.It's also $104,000 more than the V8 version driven here. The Vantage S, like the Virage, sits in the happy spot between this car's two extremes. And, like the Virage, the new car is the pick of the range.TECHNOLOGYCompared with the standard V8, $16,000 cheaper, the S gains a host of performance additions. The engine has been tuned to deliver a bit more power and torque, lifting maximum speed to 305km/h, while the seven-speed transmission is a quicker version of Aston's robot manual self-shifter with revised ratios. It has been reprogrammed to make parking manoeuvres easier, eliminating the previous "crawl'' function.There's also quicker steering, larger brakes with six-piston calipers at the front, a wider rear track, new springs and dampers and a recalibrated electronic stability control.The exterior picks up mesh bonnet vents, a carbon fibre body kit (with front splitter and rear diffuser), side sills and a more pronounced tail lip.The changes were influenced by the GT4 racing version and it adds up to a compact but purposeful package. The car I drove had lightweight seats and, against expectations, they were comfortable all day.DRIVINGBut this car isn't a grand tourer. The neat stitching and other cabin comforts are the veneer on a pocket sportscar that's as raw as anything at this level. The Vantage S never lets you forget you're driving.The chassis is poised and alert while the steering is direct, with lots of feel. The throttle and brakes are pleasingly weighted and the car rewards precise inputs and technique, such as braking in a straight line.As a bonus, the engine thrills the ears regardless of where it is in the rev range and whether accelerating, coasting or on over-run. It's more than a soundtrack, though. This Vantage S piles on speed, especially when rolling. The gear indicator goes red at 7500rpm to let you know to upshift. You need to keep an eye on it.Robot manuals cannot match traditional torque converter automatics for refinement and this one is no exception. There is lumpiness to the changes and clunks from underneath. In automatic mode, you'll nod at every upshift.Rawness is evident in the ride, too, which is just on the liveable side of sportscar brittle. But the worst aspect of the car was excessive tyre noise, which intrudes most of the time. Sound deadening isn't an after-market option, so changing the Bridgestone Potenzas would have to be.And, unlike the Virage, the Vantage S perseveres with Aston's clunky old satnav and a control system that in the test example bordered on the recalcitrant.So pack a street directory and plan a trip to Bob Jane's, because in other respects the Vantage S deserves to be on the shopping list of anyone pondering a Porsche 911.ASTON MARTIN VANTAGE SEngine: 4.7-litre V8 petrolOutputs: 321kW at 7300rpm and 490Nm at 5000rpmTransmission: Seven-speed automated manual, rear-wheel drivePrice: $275,000 plus on-road costsRead more about prestige motoring at The Australian.

… and opt for automatics. More are learning to drive on them and more are buying them, amplifying a trend that began with our love of the large sedan. The Holden Commodores and Ford Falcons that used to dominate the market were overwhelmingly automatics and while our vehicle choices have changed, we are more clutch-averse than ever. Compared with Britain, where just one new vehicle in five is an auto, 71 per cent of Australian buyers opted for one last year -- up from 61 per cent a decade ago. The habit is being driven by congested cities, technical advances that mean automatics are no longer the thirsty option, and our preference for the luxury-end of a model line, where automatics are the default choice. But even at entry level the two smallest car categories are now 68 per cent automatic, up from 44 per cent a decade ago, as fewer new drivers learn to change gear. Licence numbers reflect this, with 69 per cent of NSW P-platers limited to driving automatics, up from 61 per cent in 2000. P-plater Erinn Brukmann shares her mother's new Ford Fiesta and says learning to drive a manual was never a priority. "None of my friends know how to drive manuals," she said. As singles become families, they buy SUVs but not the truck-like off-roaders of old. In a modern high-riding crossover, buyers want the transmission to do the work. A decade ago, 44 per cent of SUVs were automatics, now it's 84 per cent. SUVs have become the launch pad for a different type of auto, the continuously variable transmission, with more than 26,000 bought last year. Efficiency was a weakpoint of traditional automatics but their ability to offer more gears means they have caught up. Where manuals are effectively restricted to six speeds, automatics could reach double that. Even in sportscars, the manual gearbox is being replaced. The quickest -- and most economical -- sportscars now have paddle-shifters behind the wheel like Formula 1 racers. In Australia, four out of five sportscars are bought with two pedals, double the figure 10 years ago. In a first for the brand, the new Lamborghini Aventador will not offer a manual gearbox at all. At the Geneva motor show in March, Lamborghini chief Stephan Winkelmann said demand for manuals had withered to zero.  

TO have a chance of working, the Lexus CT200h has to be the most convincing hybrid yet, and in many ways it is.Although it relies on Prius technology, it distances itself by being, in every other respect, a mainstream pitch at the small luxury buyer.Unlike the Prius, it's attractive inside and out. The exterior design doesn't shout "alternative'' and the inside doesn't feel as if it's made from recycled plastic bottles. There's a freshly styled dash and, overall, it mimics the cockpit feel of the IS junior executive, which is a plus.Against its rivals, the super frugal A3 1.9 TDIe or BMW 118d, it's slightly heavier but a little less thirsty.If it were more expensive, as hybrids have been in the past, then it would attract only buyers committed to the technology because it would take forever to recoup the difference at the pump. By taking the premium out of the price, Lexus has levelled the playing field.It also has sharpened the driving experience itself, with pleasing steering and likable dynamic qualities.The downside is a firm ride that may not offer enough bump absorption for grumpy commuters and, on some roads, quite a lot of tyre noise.Otherwise, the interior is fairly refined and comfortable. Roominess and cargo space are unlikely to rule it out, and there's an equipment level befitting this type of car with some technology -- such as a pre-collision safety system - new to the segment.However, Lexus hasn't been completely successful in writing the driveline out of the equation. Out of sport mode, it lacks responsiveness and no one would accuse this car (or its diesel rivals) of being quick.It's too much to expect an appealing engine sound at this level, but there is something especially unpleasant about the noise of four-cylinders under load driving through a continuously variable transmission.Of course, CVTs are not unique to Lexus and its diesel rivals are hardly music to the ear.So in one crucial respect this car is exactly like the Audis and BMWs about this price: in each case the driveline, frugality apart, is the weakest link.LEXUS CT200H Price: Below $50,000Engine: 1.8-litre four-cylinder petrol and electric motorPower: 100kW at 5200revsTorque: 142Nm at 4000revsTransmission: Continuously variable automatic, front-wheel driveFuel economy: 3.8L/100kmEmissions: 87g/km

WHEN you think of French cars, you probably think of odd-looking hatchbacks with exorbitant prices and questionable reliability. They do well in Europe but less well here because the Japanese can bring them in cheaper, make them better looking and screw them together so they don't fall apart.But of course the French also make large cars. These have much higher prices and are even more expensive to fix. Furthermore, sometimes they are so odd even the French won't buy them.Citroen is generally cited as the mad one, although that would overlook the crazy heights scaled by Renault. A decade ago it came up with something called the Avantime, a bizarre combination of the worst bits of a hatchback and people-mover. It was big but had only two doors.Undeterred by an almost total absence of buyers it followed up with the Vel Satis, a large executive hatchback that swapped weirdness for ugliness. The French president was driven around in one. But he had little choice.After both cars flunked in Britain, it didn't bother trying to sell them here. For some time Renault's largest offering here has been the Laguna. This was a modest mid-size hatchback until Renault's design department caught up with it three years ago and made it very ugly indeed. Buyers responded by shunning it in droves.Now Renault has brought in another large car, the Latitude, which arrives to sit atop a rejuvenated range. It replaces the Laguna, although in reality the Latitude is substantially larger and even bigger than the defunct Vel Satis.Nevertheless, in Australian terms, it's still classified as a mid-size car and goes up against the Toyota Camry, Mazda 6 and Ford Mondeo, although it's a shade longer than all of them.Renault in Australia recently went through one of its periodic relaunches. Although it returned here a decade ago, it's still struggling to get traction and sales have been in decline. Its latest reinvention is the most thorough so far. As well as a swag of new cars, it has a new executive team and a different attitude to buyers. In the past it expected buyers to stampede Renault showrooms with cash, blinded into paying premium prices by the prospect of driving something so exotically Gallic. Hence its repeated disappointment.VALUEBelatedly, it has lowered the prices to compete against the mainstream, which is where the cars belong.The Latitude starts at $36,990 with the four-cylinder diesel, driven here, and a petrol V6 at the same price. The fully loaded version, with either engine, is $42,490. That's at least $2000 cheaper than the Laguna and right in the middle of mid-size prices. It could cause some buyers to detour on the way to the Mazda showroom.Equally confusing will be the fact the Latitude comes with an awful lot of kit. In the top-spec luxe version I drove it was hard to find anything missing. There's leather, sat nav, parking sensors, reversing camera, heated seats with massage function, triple-zone climate control, keyless start, electronic park brake, cornering headlights, foglights, a speed limiter and panoramic sunroof.A lot of these are options on similarly priced cars. In fact, a lot of them are options on more expensive cars.DESIGNThere's that especially French contribution to motoring pleasure, the fragrance diffuser, controlled by no fewer than three buttons on the dash. Talk about unique selling proposition ... All this is backed up by a decent amount of room inside. The rear seats are slightly higher than the fronts so the kids can see out, and they split-fold to access the 477-litre capacity boot.Buyer doubts will remain, of course, so Renault has added reassurance about reliability. Last month, it introduced a five-year warranty, the first European brand to do so.Unusually for a new French car, the Latitude hasn't taken very long to get here. It was revealed at the Paris motor show last September. In showrooms, barely seven months later is setting quite a pace.The main reason is that the Latitude engineers did not have to start with a clean slate. The car owes its origins to the Japanese half of the Renault-Nissan alliance. Underneath, it's the Nissan Maxima launched here two years ago. The Maxima is one of those middle-of-the-road cars that wins awards when all the points are added up but is so monumentally dull it's hard to imagine someone actually wanting one.The Latitude avoids blandness and tries hard not to offend. This is an advantage in a segment where good looks are in short supply. Next to a Subaru Liberty, Honda Accord or Toyota Camry, the Latitude is relaxing on the eye. Inside, the 10 shades of black are broken here and there by a daring bit of chrome. It's all quite tidy and padded to the touch.DRIVINGIt's a relaxing drive, because there's little in its dynamics to tear you away from counting fenceposts. The steering lacks on-centre feel while its handling isn't precise enough to satisfy those for whom driving is a pleasure rather than a chore. The car's composure can get flummoxed by some surfaces and the way it tips into corners doesn't inspire a great deal of enthusiasm.The Latitude has the merits of a cruiser, especially with the diesel engine in the test car. It's a chuggy sounding unit, something the best diesels avoid these days, but gets better after it's warmed up and, while it won't convert petro-holics, it does have the right temperament for a long trip.It's also much more frugal than the petrol alternative, a 133kW 2.5-litre V6 shared with the Maxima, using a respectable 6.5 litres of fuel per 100km against 9.7.There's a manual mode in the six-speed automatic but it doesn't relinquish much control, rejecting downshifts and changing up at 4500rpm.So sit back and play with the toys. You'll need a little familiarity to grasp the fussy French logic to the controls, despite a demonstration, the radio had me fuming for a while, and there's a separate cluster of buttons for the sat nav. The ride isn't perfect (does anyone expect the French to lead on this quality any more?), but it's comfortable enough for long highway stretches."Good enough" pretty much sums up the car, too. It excels at nothing, and sells on value and equipment.In the two years since its sister, the Maxima, arrived it has failed to meet its showroom targets. Renault's goals for the Latitude are more modest, hoping to lure 200 buyers away from the default choices. That looks achievable. What it won't do is bring about wholesale change to the way.Read more about prestige motoring at The Australian.