There is a definite international look to the new 2010 Buick LaCrosse, in part because it's intended to look at home in Asian markets and overseas settings. It's distinctly original, and yet, the car remains recognizable as a Buick.
There is a notably high belt line, and the wheels are snugly enclosed at the outer ends of the body. Viewed from the side, the profile is not unlike that of a sport-compact coupe, but the LaCrosse is a roomy car, and bigger than it looks. A coefficient of drag (Cd) of 0.33 adds to the sleek effect and helps improve mileage and control wind noise.
Teams on three continents participated in the design. The chassis team, based in Germany, adapted a version of the FWD/AWD platform developed for the Opel Insignia, and the interior was designed in China. The exterior design team, based in North America, took on the responsibility for creating a fresh, new Buick sheetmetal treatment.
The LaCrosse interior uses thoughtfully considered materials, based on a highly detailed design concept. The front space is framed by a low-and-away instrument panel, opening up the area for front seat occupants and creating a light, airy atmosphere. Flat, low-relief controls are clustered in an orderly, symmetrical center stack, leaving generous portions of the dash surround free and clean. The overall effect is to create a graceful, uncluttered cockpit. Styled air vents on either side of the navigation screen, which mimic the design of vintage Buicks, have a quality feel and ample range of adjustment. At dusk, ice-blue ambient lighting becomes apparent on CXS models, with LED sources located around the audio controls, along the instrument panel and in the footwells. Two overhead spotlights softly highlight the seating areas. It's a visually sophisticated way of lighting the cabin, quite unexpected and inviting.
The interior design team was based in China, where Buick cars are often purchased by owners who do not drive themselves, leading to special emphasis on interior detail and back seat accommodations. Rear legroom is generous, even with the front seats adjusted for taller drivers. The rear seat offers its own climate control system, and a seat-back-mounted DVD system is optional. A power rear sunshade is standard on the CXS.
All models benefit from Buick's QuietTuning sound control initiatives. These include use of acoustic glass, triple door seals, acoustic mats and extensive use of sound-deadening materials. Engine and suspension noise and vibrations have been isolated through use of hydraulic bushings, covers and tuned air flow systems.
LaCrosse CX and CXL models are complemented with dark poplar wood appliques, while the CXS has more technical titanium-type square trim details. Interior color choices include contrasting two-tone combinations: Cocoa/Light Cashmere and Dark Titanium/Light Titanium as well as Jet Black.
We had a pleasant summer day to drive a variety of LaCrosse models in and around the Ann Arbor, Michigan area, extending out to the country roads around Plymouth. These included plenty of two-lane backcountry roads, a smattering of stop-and-go urban congestion, and some interstate highway cruising thrown in.
We spent most of our time in a fully equipped LaCrosse CXS that, with options, pushed the sticker price north of $39,000. That gave us a chance to experience the 3.6-liter V6 and the sporty touring package, plus technology features like the heads up display, navigation system and heated and cooled leather seats.
We also had an hour in a well-optioned CXL with the 3.0-liter V6, and did not discern all that much difference in power or performance. Both powertrains allow for easy loafing about, even under 2000 rpm, and both quickly rev to 7000 rpm when the throttle is pinned to the floor. When passing, we saw the automatic transmission shift directly from 2000 rpm to 5000 rpm, on the way to 7000 rpm, accelerating smoothly. That meant we were exposed to oncoming traffic for a minimum amount of time, regardless of which V6 we drove. Both engines do need to rev to make peak power, seeming to catch fire at 4500 rpm. Both engines make a pleasantly balanced, muted mechanical whir when revved, but otherwise run very quietly.
The 3.0-liter V6 is rated at 255 hp and 252 lb-ft torque. The 3.6-liter V6 is rated at 280 hp and 259 lb-ft torque. Those numbers suggest the main power benefit of the 3.6-liter engine comes when revving at higher rpm. Both engines get an EPA-estimated 17/27 mpg.
Engine choices might not be all that crucial, however, because the six-speed transmission is actually the key component. The six-speed transmission replaces the dated four-speed automatic of the previous generation. It's intelligent, smooth shifting, and it makes the engines more responsive.
Driven as an automatic, the transmission is a gem. If you prefer to select a gear on your own, it will allow manual shifts. We were impressed with the transmission. We found using the sport mode manual is hampered by the location of the shifter, which is relatively far back in the center console. It was hard on our wrist to maintain grip on the shifter, which tells us the LaCrosse wasn't really designed for the guy who has to shift and downshift every gear on his own. Our preference was to put it in Drive and let the automatic take its cues from our throttle input.
Steering is surprisingly neutral, especially considering the front-wheel-drive layout, and pleasingly quick and precise. There are only 2.75 turns, lock-to-lock, and yet the car never feels twitchy on the road. The electronically controlled steering system has variable assist programming, so it gave us a firm, controlled feeling at speed and very light effort when parking.
We saw no apparent torque steer in normal driving, just a strong return-to-center tendency. In hard cornering at full throttle we saw the steering pull slightly to the left. In short, the car handles very well.
The CXS we drove had the touring package and we found that when driven hard, it gripped the road well and felt solid and controlled. The touring package includes the best handling components, such as H-arm rear suspension, 19-inch wheels, and continuously variable real-time damping. We're not sure if every LaCrosse would handle as well, but we can say with this equipment, a very favorable ride/handling tradeoff has been achieved. Relaxed driving on choppy roads reveals a high degree of cabin isolation from the pavement. It's the kind of ride quality intended to provide superior comfort on long, straight roads that run between endless cornfields, or at higher speeds on the interstate. We could hear tire deflection as we passed over cracked tarmac, but we did not feel anything annoying. The driving was quiet, smooth and relaxed, and yet, the car does not float or wander. The chassis is still connected with the road, conveying a definite sense of control and agility.
The brakes are impressive both in terms of pedal effort and overall feel. The system uses 12.6 inch front discs and 12.4 inch read discs, with aluminum calipers on all four corners. They offer gentle stopping at the very top of the pedal, making it possible to bleed in braking gently, for smooth, progressive stops. As we look back on GM braking systems of the past, which had good stopping power but poor pedal feel, we are all the more satisfied with this improvement. Every car should have brakes this good.
There has been a focused effort at noise control in the new LaCrosse, with mostly excellent results. Buick engineers have clearly studied sources of noise, then systematically damped, cancelled, or isolated those sources using materials like acoustic glass, liquid and fabric sound deadeners, engineered seals and tuned mounting systems. The car runs quietly to begin with, given the gentle nature of the V6 engines and tall overall gearing that permits low-rpm operation. But these sound control efforts have definitely bourn fruit, as the LaCrosse now has a sound level measured at a quiet 35.5 decibels at 70 mph. We're not sure how that compares with the competition, which is also achieving remarkable noise suppression, but we can tell you that during our drive time, the loudest noise in the cabin came from the air conditioning fan.
The 2010 Buick LaCrosse comes in three grades: CX ($27,085), CXL ($29,645), CXL AWD ($31,820), and CXS ($33,015). The CX and CXL come with a 3.0-liter V6. CXS comes with a 3.6-liter V6.
LaCrosse CX comes standard with premium cloth upholstery, automatic air conditioning, AM/FM/XM/CD, OnStar Safe & Sound, remote keyless entry with extended range, programmable power door locks, power windows, tilt/telescoping steering wheel, heated outside mirrors with LED turn signal indicators, and 17-inch steel wheels.
LaCrosse CXL upgrades with leather heated seats, dual-zone automatic climate control, fog lamps, outside rearview mirrors with puddle lamps, and 18-inch alloy wheels. An intelligent all-wheel-drive system is available for the CXL, paired with a more sophisticated H-arm rear suspension.
LaCrosse CXS features the 3.6-liter V6. Chrome plated 18-inch wheels are standard; 19-inch wheels are optional. Includes leather heated and cooled seats. An optional H-arm suspension touring package is available on CXS and CXL, which includes real-time damping and sport mode selectivity; 19-inch wheels, and lower-profile, higher grip tires.