Category: Large Family 
Price Range: No data available
Beautifully refined petrol engine, predictable handling, classy cabin, precise steering.
Not hugely fun to drive, poor residuals, pricey, uninspiring looks, diesel is a bit noisy.
A far superior Laguna. It's easy to drive and the four-wheel steering is a success. It's good, but not engaging.
There's nothing new about four-wheel steering. Honda used it on its Prelude in the 80s and various other manufacturers have experimented with similar technology, including Mitsubishi, which used it on its Galant.
Soon after that four-wheel steering kind of died a death - it went out of fashion, but Renault has revived it, and is using it in the new Laguna GT.
So why now? Previous systems were, let's face it, rubbish, but aligned to Renault's Active Drive Chassis and 21st Century computer wizardry, this system is, as they say, good to go. So good, in fact, that Renault claims the first GT customer was... BMW. Doubtless the Munich-based manufacturer will be pulling the system apart to get some ideas. Renault has patented the best bits, so BMW will have to be clever with any kind of similar technology.
The GT is without doubt a more agile machine compared with the standard two-wheel steering models. Renault says the proof of the pudding is in the eating: on the double-lane-change test, or 'elk' test, as it is commonly known, the GT was able to approach it 10mph faster than rivals in the class because of the extra agility the four-wheel steering is able to provide.
So how does it all work? At speeds of up to 38mph, the rear wheels turn in the opposite direction to the fronts - up to an angle of 3.5 degrees - and when the car is travelling more than 38mph, the rear wheels turn in the same direction as the fronts. The aim is to deliver better handling at speed and more manoeuvrability around town. Indeed, the turning circle on the GT is the same as the Clio's.
There are few downsides. The four-wheel steering adds a total of 19kgs to the kerbweight and £750 to the cost.
The GT comes in the form of both Hatchback and Sport Tourer and they both get new engines - a 2.0-litre 205bhp petrol engine or a 180bhp two-litre turbo diesel. Both cars are, essentially, sexed-up Lagunas but they are not going to take your breath away. When the new Laguna broke cover in 2007, the response was somewhat tepid. Even designer Patrick le Quement accepted the design as 'conservative', when it was put to him that this latest-generation family hatch was, in fact, rather boring.
Renault hopes the GT will tilt the see-saw away from the 'bland', towards 'reasonably exciting'. Unfortunately, the Laguna is inherently dull, so no matter how many bells and whistles have been attached to it, it's still pretty underwhelming to look at.
There's no doubt that it is more attractive than the standard Hatch, though. Renault describes the GT's styling as 'distinctive', aware that any more than that will be dismissed as meaningless hyperbole.
So what are the distinctions then? Well, the GT has lateral air intakes in the front bumper, black glossy wing mirrors, a bigger front grille, and a black background to the headlamps. The 18-inch alloys make the car look a little meaner - but, frankly, it's never going to look any more than 'moderately cross'. Inside, there's a flat-bottomed steering wheel, sporty seats with GT logo, alcantara leather upholstery and um, red needles on the dials.
Dynamically, the GT offers much more than the bog-standard Lagunas. If you are a true petrolhead you might drool over the prospect of a turbocharged 2.0-litre petrol engine to go with the GT moniker on the B-pillar. It can be a little misleading: the fact is, this isn't a car for the thrill-seekers, it's for normal people with normal lives, who simply want a bit more oomph from their Laguna.
The Renault Laguna GT Hatch costs £21,050.
