Test Drive: 2005 Buick LaCrosse

The LaCrosse (Allure in Canada) is a replacement for two cars, Buick Century and Buick Regal. It continues the existing platform and V-6 engine, and is available in three models: base CL; luxury-upgraded CXL; sports-oriented CXS with new twin-cam V-6 plus suspension mods. Body styling and interior design is all-new. High technological content, especially in the CXS. CL price is $23,495, our test CXS lists at $28,995. Base 3.8-liter V-6 mileage: 20 mpg city, 29 mpg highway.

First Glance

The marque is more than 100 years old. So, too are most Buick owners. Okay, I'm exaggerating. The average age of a Buick owner is 68. But the division heads are unhappy with that and hope to lower the age to 40-50 years by developing more youthful products. The LaCrosse is a "bridging" car combining, they say, some existing Buick characteristics with a younger, fresher flare. Oh, really? You could have fooled me. The LaCrosse looks so much like its predecessors you'll need a magnifier to spot the differences, in spite of an entirely new body and interior. Not that it isn't pleasing in appearance; in fact I prefer its curvaceous lines to the angles and creases of many new cars. Trouble is, as we shall see in a moment, those lines do nothing for the comfort and convenience of LaCrosse passengers. By creating three distinct models, Buick is attempting to cover more of the market, with a CL that's good old basic Buick, a plusher CXL, and a sporty CXS intended to persuade Boomers they can get Acura performance and handling for at least ten grand less. Which is true, to a degree. Buick is rated as the best-built American car; the Ontario-made LaCrosse should continue that reputation.

In the Driver's Seat

Though the front door is large, the slant of the windshield is such that entering can be awkward. The broad, flat dashboard with its inegrated console is a different approach from most cars today, much more elegant than the video game-look of some competitors. I suspect the reason had less to do with style than a demand for kneeroom when the three-abreast front seat is ordered, an option that is old-fashioned, uncomfortable, and dangerous in an emergency manoeuver. My passenger, Colin Hefferon, commented that the panel also cuts into right-seat knee room. Though I liked the overall interior appearance, I was put off by wood trim that isn't wood at all; it's plastic. The instruments themselves are nicely designed and easy to read yet the number and small size of console controls is distracting Such items as dual-zone climate control, a driver information center, and tilt/telescope wheel add nicely to comfort and convenience. Both Colin and I were, however, surprised that the seat recliner must be operated manually from an awkward location, and were not impressed by the mysterious location of the trunk release: activating it requires depressing the door lock for two seconds with the shifter in Park.

On the Road

Order the CL or CXL and you'll get a pushrod V-6 that goes back decades. That won't bother the typically conservative Buick owner but those younger buyers who admire Infinitis and BMWs will be much happier with our test CXS, which features a double-overhead-cam 3.6 aluminum V-6 with variable valve timing (VVT). It produces 240 hp and 225 lbs. ft. of torque, 90% of which is available over a wide rev range. I can happily testify to its performance after flooring the throttle from rest and at passing speeds; by the way, there is little penalty in fuel economy compared to the pushrod engine. Buick uses GM's electric Magnasteer system for its power steering; the result is crisp response with quick turn-in, though with a minimum of road feel. A fully-independent suspension, four-wheel disc brakes, and StabiliTrac traction control (on the CXS) contribute to handling that is really impressive and I would think the LaCrosse can hold its own in a dice over a winding road with those sporty import sedans. So there's no doubt Buick has done what it set out to accomplish when it comes to youthful performance. At the same time it provides that quiet environment and smooth ride the older Buick buyer has come to expect.

Journey's End

While I was delighted with the driving characteristics of our CXS I was disappointed by the interior. Much of that can be blamed on the exterior, a classic example of shape over function. To understand this, look at the car from a side view. Note the coupe-like silhouette with its sloped roofline at the back. Then examine it head-on. Tumble-home (angle of the upper structure from waistline to roof) is extreme in the LaCrosse. Thus (a) entry and exit is awkward and (b) rear-seat passengers 6' or over will find their noggin resting against the headliner. What's worse, said noggin sits about 2" from the roof rail, which means even a violent manouver could cause the passenger's head to be struck. The Buick LaCrosse desperately needs side-curtain airbags and yet, amazingly, they're an extra-cost option. Rear seat kneeroom is equally tight with the front seat pushed back. Colin believes the Lacrosse will appeal to the Buick buyer because it drives like a classic American sedan. He adds that it gave him a feeling of security; the kind of car he'd want to get into on a cold and snowy morning. Perhaps Buick intenders will agree but in my view, as an attempt to connect the old with the new, the LaCrosse is a bridge too short.