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Driving Impressions

The Buick LaCrosse CXS handles quite well, far better than you might guess, and it responds quite well to hard driving. The chassis is nicely tuned and balanced. This is no mushmobile. Both of the available V6 engines have been tuned to give a nice, healthy growl on full throttle, but disappear into the background in high-gear cruising.

The standard 3.8-liter engine that comes on the CX and CXL is smooth and quiet and is rated 30 miles per gallon on the highway. It's a gutsy V6 that generates strong torque, meaning you get good acceleration performance without having to rev it up much. This is an older cast-iron V6, but it's been thoroughly upgraded internally to reduce mechanical noise and features electronic throttle control. It's rated at 200 horsepower at 5200 rpm, and 230 pound-feet of torque at 4000.

The newer 3.6-liter V6 that comes on the CXS revs more freely and produces more power despite its smaller size: 240 horsepower at 6000 rpm. Its torque curve is also flatter, peaking with 225 pound-feet at 2000 rpm, but delivering 90 percent of that peak between 1500 and 6000 rpm. What that means is that you've always got good, strong power on tap in any situation. Mash the gas pedal and she goes. A thoroughly modern engine, the 3.6-liter features all-aluminum construction, double overhead camshafts, four valves per cylinder with continuously variable valve timing, and electronic throttle control.

All three LaCrosse models come with a four-speed automatic transmission. It works flawlessly.

As mentioned, the LaCrosse handles quite well. The steering is precise, really biting into the pavement when you want to turn. LaCrosse has terrific body roll control, meaning it's not bouncing and yawing around when pushed harder on rural roads. The suspension used in the CX and CXL is about 20 percent stiffer than in the old Regal or Century, with larger stabilizer bars, so the LaCrosse handles better than those cars.

Compared to the CX and CXL, the sportier CXS steers through a quicker ratio (13.3:1 vs. 15.3:1), featuring GM's electronic Magnasteer (rather than hydraulic) assistance. It also rides on stiffer anti-roll bars both front (32 mm vs. 30) and rear (19.4 mm vs. 17).

We found the CXS more responsive on winding roads in Northern Michigan. We later pushed one hard on some tight, bumpy canyon roads outside Los Angeles and found it handled quite well there, also. The grip from the tires is tenacious. Even when squealing around curves, the CXS maintained good composure, not losing its poise the way older American sedans tended to do. It offered good transient response, meaning it could change directions quickly in hard left-right-left maneuvers. The quicker steering ratio enhances the good steering feel and turn-in power we noted in the other Lacrosse models, CXS models with optional StabiliTrak feature GM's even more sophisticated Magnasteer II power steering.

For the most part, the LaCrosse rides smoothly, though we admit being a little disappointed in the ride quality on L.A.'s Interstate 405. It's a bumpy section of one of the busiest freeways in the world that really tests a smooth ride. Here, the LaCrosse suffered some vibration and the ride quality wasn't as smooth as we think a Buick should be. This is perhaps a trade-off of the responsive handling.

Three different traction control systems are offered: CX and CXL versions use a speed-based setup that cuts off fuel to reduce engine torque. This helps eliminate front wheelspin when accelerating on slippery surfaces, providing more stable control. The CXS comes with GM's full-range electronic traction control, which also selectively applies the brakes at one or more wheels as needed to restore traction.

StabiliTrak includes a traction-control function and also improves driver control during emergency or evasive maneuvers. We highly recommend ordering the optional StabiliTrak because it can help you avoid an ac

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