The model tested here is the most potent Laguna diesel you can buy right now. It’s hardly what you’d call a road-burner, but more important by far is the level of refinement and the amount of low and mid-range throttle response it has, and that’s a bit of a mixed bag.
Above 1800rpm it is supremely smooth, and the throttle response is usefully muscular in the mid-range, too Below 1500rpm, though, you will be amazed by the near-total lack of response. The first time you try to exit a tight-ish roundabout in third gear and find yourself going nowhere fast, you’ll discover just how lethargic the Laguna can feel off-boost.
So while the 9.3sec 0-60mph and 27.2sec 0-100mph times are competitively spritely against the clock, take a look at the 30-50mph time in sixth gear if want to view the whole picture. It takes an incredible 27.1sec to add just 20mph from such low revs. Drop a gear to fifth and that time is almost halved. Remember that the first time you drive your Laguna in heavy traffic.
Despite what Renault claims the Laguna is not as sophisticated a car beneath the skin as its key rivals. Its twist beam rear suspension shows compromises the moment you encounter a less than perfect piece of tarmac.
Its main problem is a ride which is just too stiff and choppy over lumpy urban roads. On a motorway it is a far more comfortable companion, yet even then there is more wind and tyre roar than in a Ford Mondeo.
That said, the Laguna’s electrically assisted steering is extremely accurate and decently responsive during turn-in. You aim the nose via your fingertips and it goes precisely where you want it to, and there’s very little perception of bodyroll. Grip is also way beyond the requirements of the average M1 warrior.
Yet the overall impression is of a car that’s been sent into battle with some fiercely talented rivals with half a hand tied behind its back. In the event it tries hard but fails to overcome that disadvantage.
