GALLIC RESTYLE: What sort of car do you desire? A 200mph supercar? Or something that shakes the very foundations of your neighbour's semi-d every time you turn the key? Or perhaps a car so stylish and alluring, it attracts cat whistles at every set of traffic lights?
Most likely, it's something roomy, comfortable and economic, with a decent boot - especially if you spend most of your working day on the road. As for styling, as long as it doesn't look like some kind of deformed dung beetle, then that's probably good enough. This is the world of company cars or compromise family saloons.
Thankfully things are getting less stark and functional. The three-box format which gave us the likes of the Ford Cortina, not to mention decades of ultra-bland (also ultra-reliable) Japanese saloons, has been revolutionised. And in no small way, part of the credit goes to France.
It's a cliché to say that the French have a thing for style, but it's true. And, in motoring, one marque historically led the way in retro design, even avant garde: Citroën. Think of the magical DS, a car fit for a president or an archbishop - or the 2CV, a little gem as iconic as the Beetle and the Mini.
Sadly, unlike the Beetle and the Mini, Citroën has no plans to rework this magical motor. Things are far too serious at Citroën these days. As we reported last week, there's a strong focus on bottom-line profits over challenging design.
While avant garde may have seen its day at Citroën, there's another trait which the French brand has been less hasty about killing off - that's soft, silky comfort. Famous for its supple suspensions, Citroën was and is the perfect car for Cavan back roads.
The C5, which carries on that tradition, has had a mid-life facelift. Sales here have lagged terribly behind other family saloons and well below sales elsewhere in Europe. Several theories are offered by way of explanation, among them reliability issues on initial models and a lack of a strong dealer network. We'd add lack of character in C5's appearance.
So what of this facelifted version? Unfortunately, the external design hasn't been dramatically changed. It's still not as striking as its French cousin, the Peugeot 407.
The front reflects a greater prominence being given to the double chevron in the grille in all new models, from the sassy C4 to the upcoming C6 flagship. At the back, new-style boomerang lights are the only real difference.
Inside, boot space has been increased while the legroom front and rear is ample for four adults. Admittedly there's a lack of decent storage space and cupholders - pity the poor sales rep whose car doubles for dining room?
Then, there's the slope of the rear window, which would perhaps benefit from a rear wiper.
Yet, despite these gripes the package is relatively complete. There's been a dramatic improvement to the dash, which uses the Peugeot 407's central console, with steering column stalk controls for radio and cruise control.
That's not all the two cars share. There's also the truly magical 1.6-litre engine. When we went to collect the test car, our heart sank at the sight of the tax disc. A car of its size with a 1.6-litre engine suggested a week of high-revs and constant cursing.
But, what a revelation. This diminutive diesel could win over even the most ardent petrol-head. We found little to criticise in this torquey cruiser, which offers the same 110 bhp output as the previous 2-litre diesel engine in the older model.
In town it managed to pull away swiftly at around 2,000 rpm and on the motorway it cruised along with the best of the rest in the fleet market.
We managed a cracking 49 mpg, something of a record for us over a 500-mile trek which took us on tight country roads, long motorway runs and hours of city traffic. At the end of the week, we'd still only managed to burn off just under half a tank of fuel.
With so much in common, what are the differences between this C5 and the 407, which comes in at €500 cheaper for the same package, right down to the seven airbags?
It's probably down to personal taste. Peugeot has opted for more radical design, with its open-mouthed front grille and long sleek sporting lines. Citroën retains the traditional look, aimed at the more conservative motorist.
The C5's ride and handling is also different to the 407. It leans towards comfort over sportiness, in the tradition of Citroën saloons. As if to show its prowess with suspensions, the C5 features a four-level adjustment option, one for going over rough roads at a maximum of 25 mph, another lets you change the wheel with ease. You can also dip the car to its hunkers to make loading easier.
Our problem with all this is that we fail to see the point of putting all that energy and effort into creating a system that will rarely, if ever, be used. Who in their right mind goes off-road in a C5?
Anyway, what are you loading into the boot for which an extra few centimetres or so of lift is too strenuous? There are probably off-roading salespeople selling lead bars for a living who often drive over broken glass, but the rest of us might not see the benefits as clearly.
A more useful tool on the C5 is the new lane-warning system, which alerts you - via a vibrating seat, no less - if you cross a white line. A very worthwhile option, if a little pricey at €450.
Overall, Citroën has finally cracked the C5 formula and come up with a car which should by far exceed the lacklustre sales of the previous model. It should also win strong favour with high mileage motorists looking for that touch of comfort.
The C5's greatest threat is probably from within its own family. For us, Peugeot's new 407 has a style and presence which the face-lifted C5 just doesn't match. But there will remain a community of motorists who regard the new 407 grille as being just too bold for their tastes. For them this sofa-style comfort and frugal engine will represent the perfect combination.