Renault Laguna 2.2dCi 2006 Review

Local Launch
Melbourne (Vic)

What we liked
>> Medium luxury, runabout fuel economy
>> Compliant low speed ride
>> Compact, functional design

Not so much
>> Four-seat cabin width
>> Auto's manual function
>> Megane look-alike front

OVERVIEW
There was a time when the medium car segment looked set to challenge the Australian large car as the most popular fleet and family car segment when the Toyota Corona, Ford Telstar, Holden Camira, Mitsubishi Sigma and Nissan Bluebird/Pintara were all built in Australia and offered big savings in purchase price and running costs.

Apart from the Toyota Camry 4, this segment featured imports only as it slumped to an all time low of 5.4 per cent of total sales in 2002. Small cars had grown physically to such an extent that they performed the same function as a medium car at an average saving of around 40 per cent in purchase price.

This decline has reversed to such an extent that the medium car segment has been running at over 8 per cent market share for August, September and October 2006, perhaps even higher as several medium-sized imports are classified as prestige models. As small car sales level out, medium car sales have arguably growin at the same rate that the large car segment has declined.

When Renault's most successful years in Australia were built on quirky, front-drive liftbacks with flexible cabin space and low running costs priced the same as a larger Australian family car, the latest Laguna II 2.2dCi Liftback may generate the turnaround marque has been chasing in this class.

Keen pricing has slashed the solid $57,990 ask for the Laguna Privilege V6 auto discontinued in 2005 to just $46,990 for the single fully-equipped turbodiesel auto that has replaced the entire Laguna range on the local market.

This keen new price is even $2000 less than the first Laguna V6 launched in 1995 as an addition to Volvo showrooms before it was dropped in 1996.

The latest Laguna II is a major facelift of the all new Laguna that was relaunched in March 2002 by the current Nissan-Renault factory network based in Australia. Renault distribution in Australia prior to the current arrangements was like a revolving door which killed sales and resale. This wildcard is now in the past.

In a move that parallels the hugely popular R16 of 40 years ago, Renault buyers can now choose a fully-equipped Laguna diesel for the same price as a mid-range Australian large car. By specifying only the latest four-cylinder 2.2-litre direct injection turbodiesel from the pioneering Espace people mover, Renault has ended any confusion as to whether the Laguna was a four-cylinder or V6 luxury car.

After claiming that this new diesel engine offers better economy than the petrol four and is as quick as the petrol V6, Renault saw no point in continuing with either petrol engine. Sleeker styling has slashed the Cd back to 0.29 while providing a Renault corporate look that can make it look too much like a Megane if you are trying to impress neighbours with your Renault flagship purchase.

Why has it taken so long to identify the Laguna's niche? As Europe swung over to diesel, most European companies diverted their resources into perfecting their diesel models. Because these high-tech new models wouldn't run on 'dirty' Australian diesel, importers like Renault had to buy time with petrol engines that were the poor relations in Europe. This changed dramatically in 2006 after the standard for Australian diesel fuel was aligned with Europe for new Euro III emissions standards.

Alas there was a further wait as manufacturers developed state-of-the-art automatic versions when European diesels are mostly manuals. Like Peugeot and Volkswagen, Renault can now really strut its stuff in the diesel arena.

Thus the Laguna is the first of a new diesel range that will extend to the Megane and Scenic models early in 2007. While the new Laguna diesel is a compelling combination of economy and performance, it won't deliver enough savings at the bowser to cover the extra $10,000 in purchase price over the best small cars.

The mid-range Ford Focus LX auto hatch at $26,990 is exactly $20,000 cheaper. It is 4341mm long, 1840mm wide, 1443mm high on a 2640mm wheelbase with a 2.0-litre petrol engine that delivers 107kW @ 6000rpm and 185Nm @ 4500rpm. Its 1300kg kerb weight contributes to a combined fuel consumption figure of 8.0litres/100km and spritely performance if you rev it.

The Renault Laguna II is 4576mm long, 1783mm wide, 1429mm high on a 2750mm wheelbase with a 2.2-litre turbodiesel that delivers 102kW @ 4000rpm and 320Nm @ 1750rpm. Its 1495kg kerb weight contributes to a combined fuel figure of 7.7lt/100km despite its diesel engine. While Laguna performance is much stronger in the low to mid-ranges, its gains might not be enough for some drivers to justify the $20,000 hike.

Like all current medium cars, the Laguna needs to be stronger on the intangibles such as presence, driving sophistication, crash safety, exclusivity, extra space and quality to outclass the best small cars. As Renault is projecting only around 200 sales a year, exclusivity is a given. The reality is that $20,000 is no longer enough to make a massive difference across the board but if you are a buyer where several of these extra qualities rate equally with everyday functionality, this new Renault Laguna is worth a closer look.

FEATURES
Unlike several rivals, Renault has abandoned the sneaky options game by presenting one fully-equipped specification at one price. Apart from one of the best safety packages described below, the Laguna offers several clever features not seen on any other medium car.

After it was the first in Australia with the PLIP remote locking system, Renault now presents the Renault Card locking system. Just by carrying a credit card-sized locking card in your pocket, the Laguna will unlock and lock itself automatically as you approach and leave the car. You don't even have to insert it to start -- you only have to use the start-stop button to control the engine. 

The other clever feature is a parking brake that engages itself then disengages as you move off similar to the VW Passat. It too has a manual override that allows the driver to control the same functions.

Add dual-zone climate control, automatic headlights and windscreen wipers, card-operated "see you indoors" headlight function, cruise control plus a speed limiter that won't allow you to exceed a pre-set speed unless you push through it, air-recycling and particle filter, trip computer, ambient temperature readout and 'satellite' controls for all operations and there is not much that's missing.

Audiophiles might find the single CD player a little ordinary but with arrival of  MP3 players it is not a big omission in this market.

The exterior has also been lifted with body coloured bumpers and mirrors, satin chrome door handles, rear spoiler and tasteful 17-inch alloy wheels. The overall effect is so understated and geared to driving that it might be too plain for those who need to show off trinkets and gadgets.

COMFORT
This is a traditional Renault strong point and it starts with a ride that is at once firm and controlled but equally supple over choppy Australian road surfaces. It is particularly comfortable for four average-sized Australians but the side impact protection that comes with the Laguna's five-star safety rating brings the useable cabin width down to within a whisker of narrower imported Japanese rivals. The Laguna's long wheelbase leaves adequate legroom and rear luggage space with short overhangs.

This reduced cabin width can leave the elbows of two big Australians front and rear much closer than a local Camry so families with three lanky teenagers need not apply. While the sports front seats are well shaped, their cushions are shorter than expected, a characteristic highlighted by the lack of tilt adjustment on the driver's seat. Yet the driver's seat does come with height and lumbar adjustment and with the tilt and reach steering column adjustment, most drivers should find a comfortable position behind the wheel.

The removal of the handbrake allows extra storage between the seats but the cupholders behind the gear selector can discourage manual shifting if they are filled with bottles at shifter height. The glovebox is tight but there are good-sized pockets on the back of the front seats and in the doors.

From there it gets better as the dash is beautifully-finished and filled with padded surfaces missing from so many rivals even at this price.

A new head restraint adjustment system optimises comfort with height and recline functions in the front and the combination of leather bolsters and cloth inserts throughout the cabin is a sensible one for Australian heat. Both steering wheel and selector knob are leather-trimmed.

The standard fitment of internal rear window and side sunblinds for the rear doors are of particular value when so many Australians are fitting these to the outside of their vehicles to protect young children from heat.

While the Laguna cabin is not filled with gadgetry, the overall effect is clean and uncluttered for a pleasant travel environment that is inherently comfortable and not dependent on add-on features. That said, its compact size which is a huge advantage on the road and in the parking lot, needs to be tested against your accommodation requirements.

SAFETY
Renault is proud of the fact that the Laguna was the first car to achieve a five-star NCAP rating and has not sat on its hands for this upgrade. The package is based on Renault's Prevent, Correct and Protect philosophy.  The Prevention component explains the automatic headlights and wipers, new improved satellite controls and revised handling and brake package.

The 'Correct' component explains the boosted active safety package with standard ESP and understeer control which compensates for suspension changes and tyre wear. Large 308mm front ventilated disc brakes at the front, solid 274mm discs at the rear are controlled by the latest ABS system with EBD and emergency brake assist. The hazard lights are automatically activated under severe braking.

The 'Protect' task is covered by the third-generation restraint and protection package which provides close contact head restraints front and rear, a double pretensioner for the driver's seat, three-point seat belts for all occupants, anti-submarining for all seat positions and six airbags: two adaptive and two side thorax at the front and two curtain airbags for head protection.

The adaptive three-stage front airbags include an internal chamber that isolates occupants from burning by hot gas in severe impacts. To protect the driver's knees, the double pretensioner holds the driver against the seat before movement can begin.

The Laguna's safety structure continues as one of the best with its controlled deformation, fold away mounting of the brake pedal, side impact bars and honeycombed door padding, the extensive use of padding thoughout the cabin and dash and a passive retraction steering column.

MECHANICAL
The big news is Renault's first local passenger car diesel engine. It outguns Peugeot's new 2.0-litre 407 diesel entry model in power by 2kW and matches it in torque but is a long way short of the benchmark V6 diesel in the top 407 models and is priced accordingly.

Of 2.2-litre capacity, the Renault turbodiesel delivers 102kW at 4000rpm and 320Nm at 1750 for a revealing comparison with the previous petrol V6 which offered 152kW and 285Nm. Thus it packs a really solid punch within a narrow rev band but lacks the deep breathing, high-revving feel of the V6 petrol engine.

It is a direct-injection, common-rail 16-valve design operating at a relatively low 1350bar (the next generation diesels are approaching 1800 bar) with separate variable inlet ports for each valve to control the swirl in each cylinder according to requirements. This allows more complete combustion at lower speeds.

The turbocharger features multi-vane variable geometry for different characteristics at low and high engine speeds to minimise lag and boost torque at low speeds. An exhaust gas recirculation (EGR) valve mixes spent exhaust gases with air to reduce NOx emissions and an additional pre-catalyst near the turbocharger cuts emissions when cold.

Engine rattle when cold is reduced by pre-injection for more progressive combustion. Balancer shafts housed in the cylinder block reduce the vibration inherent in the larger four cylinder in line layout.

The five-speed auto should be a good match for the engine but is not as good as the best six-speed autos in this class as it changes up too early on its own accord in the manual shift mode. In fact, the manual shift mode is best left alone -- it is the worst in the business. Despite the fancy leather knob, it has an imprecise action that feels like it is binding. It also operates in the reverse direction of the latest sporting cars like BMW.

The front MacPherson strut suspension already a benchmark in the first of this Laguna series is further refined with changes to the anti-roll bar and pressurised dampers which do an even better job of filtering initial road shock. At the rear, the H-section torsion beam rear axle also benefits from similar damper and anti-roll bar upgrades.

The Laguna's suspension excellence is in the detail with benchmark road shock isolation and controlled geometry throughout its reasonable suspension travel.

COMPETITORS
In terms of medium-sized diesel liftbacks in this price range, the Laguna has only one rival and that is the just released Mazda6 -- though that doesn't offer an automatic version.

Because Mazda's slick six-speed manual from the MPS and new high-pressure direct-injection diesel are much more efficient than the Laguna drivetrain, the Mazda6 diesel offers substantial torque and fuel economy advantages at a saving of over $7000. While equipment levels are very close at hatchback level, the Mazda6 safety package is not as comprehensive as the Laguna's nor is the ride as compliant.

The Peugeot 407 is closest in size, price and positioning with a choice of sedan and wagon bodies but no liftback. The Laguna liftback drives a middle line between the two 407 body styles and two diesel engines. The entry 407 ST HDi sedan undercuts the Laguna by $1000 because it is a manual but the comparable automatic version starts at $48,190.

At this level, that's close enough to warrant a comparison when they both do the job well and the final choice will come down to looks and cabin flexibility.

The Citroen C5 2.0 HDi sedan delivers a roomier body and another variation on the entry Peugeot diesel engine and floorpan starting at $49,990.

The Volkswagen Passat 2.0 TDI in both sedan and wagon configurations is keenly priced with the six-speed DSG sedan starting from $42,990.  The wagon from $44,990 is one of the slickest lookers in the business making it more than a match for any hatch and VW's diesel is right up there in efficiency. Ride quality is one of the few areas where the Laguna enjoys a clear advantage.

At $39,990 the Alfa 147 JTD is an edgier hatchback alternative but is a manual only and doesn't have the room nor the muted, luxury feel of the Laguna. 

The Laguna price might also be of interest to top of the range buyers of the Mazda6, Subaru Liberty and Honda Accord Euro petrol models. They are so close in most areas yet the Renault has the real European cachet, diesel economy and ride sophistication that the Japanese have yet to master.

Switching to the manual mode does little to change this as the automatic soon gets tired of holding a ratio and changes up anyway. As mentioned earlier, the manual function is most unpleasant when it doesn't move with the precision that is now the norm across all price ranges.

The new six-speed auto that comes with Peugeot's premium 307 and 407 diesels generates expectations that the Laguna can't match.

Drivers expecting a little entertainment thanks to the Laguna's European origins will be somewhat disappointed when this car is best left to its own devices. It deserves better when the ride and handling are so good over less than perfect rural roads that they invite a keen driver's input.

The cabin environment is also one of the best of its type when it avoids the fat windscreen pillars that can make it impossible to set up a cornering line on some current models. The instruments are clear, the driving position commanding and the satellite controls do make a difference providing you take the time to decipher their functions.

The Laguna left a clear impression of excellence in the areas that Renault has fine tuned over the decades. It also has a substantial feel that belies it relatively compact size. It is just a pity that Renault's recent excursion into automatic diesels feels um, recent.