Press Release
Body
Even lighter and more aerodynamic
Lighter, on average by 15 kg (up to 65 kg on the 110 hp eco² diesel version), New Laguna benefits from an outstanding weight distribution. It is the first Renault vehicle to be lighter than its predecessor. A key ingredient in its driving pleasure, the weight distribution is a key factor on several different levels: dynamic performance (road holding, acceleration, roll during bends), fuel consumption and CO2 emissions, active safety (shorter braking distance) and passive safety (resistance in the case of impact). More than 300 actions have been listed and carried out by engineers, qualified in their various fields, to attain this result.
New Laguna's performance, both dynamic and economic, is also linked to work carried out on mock-ups to optimise its aerodynamics. This was carried out in the wind tunnel and by digital simulation. These efforts have resulted in New Laguna's position at the top of the saloon market, with an Scx of 0.645 m² and a Cx of 0.293. (The Scx is the product of the frontal S surface of the vehicle by the air penetration coefficient, Cx). This progress is especially impressive for vehicles with raised modularity (hatchback) compared with a "saloon" or "notchback". It is all the more significant for New Laguna Sport Tourer, with a Scx of 0.696 and a Cx of 0.316, bearing in mind that the average Scx of all saloon cars on the market is 0.70 and the Cx, 0.315. These achievements have been rendered possible by the quality of the changes made and the work on the design of the rear lateral line and the door mirrors, which are, however, bigger in order to comply with the new regulations. As a first for Renault, New Laguna's performance, both dynamic and economic, there is a discreet, integral fairing on the undercarriage which is also linked to work carried out on mock-ups to optimise optimises the air ?ow while protecting the chassis.
Weight distribution of the vehicle
An in-depth, systematic study has been carried out right from the earliest stages of development (choice of technology and of materials, e.g. An engine cradle and add- on made of aluminum), resulting in architecturally innovative solutions (insulation, structure). For example, the utilisation of steel with an extremely high yield limit (TTTHLE) for the structure of the bodywork reconciles weight distribution, an increased stiffness of the body and an improved level of protection in the event of an impact. Whereas the increase in the dimensions of the vehicle entail an additional weight of 15 kg, the choice of materials and the design of the parts result in a reduction of almost 20 kg of steel. Work carried out on the chassis mass has resulted in a weight reduction of 17 kg ; the hollow-headed wheel screws (five per wheel) offer an improvement of 700 grams per vehicle. Along with work carried out on the turning parts and the trains (hubs and arms are 450 grams lighter), this optimisation has had an important dynamic impact, since it concerns non-suspended mass. In the cabin interior, the improvements to the sound- proofing have resulted in a saving of three kilograms while improving the acoustic quality. To cite yet another example, the special design of the slim seat backs of the driver and front passenger seats is a perfect illustration of the efficiency of this approach, combining a weight benefit with additional space.
