2005 Buick Review

Specifications

Vying for Import Buyers and Measuring Up to the Task

When I first saw Buicks new LaCrosse in photos, a model that the brands marketing arm was touting as the first of a new
era, I thought to myself, “Whats so different?” I mean, look at it. Does it appear like anything other than a Buick?

Not really. While its round headlight clusters are a bit of a departure, the LaCrosse still sports the now trademark elliptical, vertical-bar “waterfall” grille, flowing Jaguar-like lines and midsize dimensions, somewhere in between the Regal and Century it replaces, that all Buicks have exuded over the last decade or so. No bad thing, its styling is more of an evolution than a revolution.

And now that Ive driven it Im glad I hadnt written off its “all-new” spin as merely another General Motors marketing exercise. This is one formidable contender, easily ready to do battle with any import in the land.

“What have you been smoking in your left-coast office,” I hear you saying? Yes, I know Ive been pretty hard on most General Motors products in recent years, and Im not ashamed of the fact. I felt all of my criticism was deserved, and if this particular Buick suffered from the same indecencies as Pontiacs Grand Prix, for instance, youd no doubt be similarly suffering through rants and raves ad nauseam while reading this review. Fortunately, for your sake and Buicks, Bob Lutz and his team got this one right.

Id go so far to say that any Camry buyer, if they were to spend an hour or two in the Buick LaCrosse, would question their purchase. Not only is the LaCrosse faster, better handling and arguably more stylish, its fit and finish is superb, interior quality above par and reliability rating, at least according to J. D. Powers and Associates 2004 Vehicle Dependability Study (VDS) and 2004 Initial Quality Study (IQS), ahead of the Japanese entry by a fair margin.

Oh, now Ive done it! Ive blasphemed. Who am I to question the sacred name of Camry, especially about reliability? Dont worry Camry owners, your cars arent about to fall apart on your way to the office this morning, its just that Buick, as a brand, rates near the top, in 2nd and 5th place out of 37 nameplates in this years VDS and IQS respectively, while Toyota ranks 8th and 9th respectively. While just one survey, its the most influential one and critical for an automaker to score highly on.

Like Toyotas Camry, Buick offers the new LaCrosse with more than one engine. Unlike the Camry the LaCrosses base lump is a fairly powerful V6 shifted via a standard automatic transmission. The Camry offers a 4-cylinder, 5-speed manual setup for entry-level buyers. While smaller engines and manual actuation may be appealing in the European market, most North Americans would rather have the larger V6 if within their price limitations and almost always opt for the automatic transmission no matter the engine choice. This fits in well with Buicks product planning, and should meet the needs of North American buyers who will be able to buy into the new LaCrosse with a V6 for about the same price as a 6-cylinder powered Camry - $22,835 for the base LaCrosse CX compared to $22,380 for a Camry LE V6. While a little more expensive in base trim, if you factor in GMs alluring incentives and even better loyalty programs once you become part of the automakers family, well, the price can tip steeply in Buicks favor.

Like the price gap for V6 models the difference in power is also nominal, with the the LaCrosses 200 horsepower V6 horsepower only slightly lower than the Camrys 210. Sizing up the torque rating of either engine makes the Buick look only slightly more enticing than the Toyota, with a gain of 5 lb-ft at 225 at a drivers disposal compared to a more modest 220 in the Camry.

Some who read this comparison will no doubt contend that the Camry features a 5-speed automatic transmission when optioned out and the LaCrosse only a 4-speed unit, and that the Toyota 4- and 6-cylinder engines are more sophisticated, with variable valve timing, dual-overhead cam architecture and four-valves per cylinder, while GMs 3.8-liter unit is a fairly old tech 2-valve per cylinder, overhead-valve unit. Fair enough.

But despite the Buick base engines old world technology, it matches the Camry in city fuel economy and actually beats the the Japanese rival for highway efficiency. Both cars acheive 20 mpg in town while the LaCrosse manages 32 mpg over the Camrys 31 mpg on the highway. I have to admit the Camrys engine note is sweeter, but if driven at normal levels, i.e. not revving the heck out of the engine when taking off from every stoplight, the difference wont be noticeable.

I know which base car Id rather drive on a daily basis, the LaCrosse. It scoots along at an enjoyable rate, charges past long highway trucks with room to spare before oncoming traffic begins to close in, and is hardly taxed when the car is fully laden. While I can say much the same for the 6-cylinder Camry, the LaCrosses maximum horsepower arrives 600 rpm earlier at 5,200, and its torque 400 rpm before the Camry V6s at 4,000 rpm, making for a little more snap at takeoff and a little more power when called upon at highway speeds.

Now this article isnt supposed to be a knock on Toyotas Camry, after all its a multi-award-winning family hauler that deserves the astounding sales it achieves year after year. Its just interesting to point out how well Buicks new LaCrosse competes, and in my opinion, advances the front-drive midsize class.

But to be fair to the Japanese class sales-leader, that 5-speed automatic transmission is really enjoyable, shortening shift intervals and making the most of its 3.0-liter V6. Buick would do well to offer such a spirited automatic transmission, something Im sure GM is working feverishly on. Actually, GM is developing a 6-speed automatic together with Ford, but so far there is no word as to whether it will work with the 3.8, or other large displacement V6s.

While Buick offers four-wheel disc brakes on its base LaCrosse CX, Toyota features rear drums but standard ABS on the Camry. Kudos to Toyota for the ABS and Buick for the standard rear discs. I should mention, however, that Toyota offers rear disc brakes as standard equipment on its LE V6, making the Camry braking package more advantageous than the non-ABS equipped LaCrosse system.

But Im nitpicking arent I? What matters more than component comparisons is how each car drives. Fair enough again. Well, both cars feature fully-independent suspension systems, important to enhance the fun factor as well as execute accident avoidance maneuvers. I covered a fair bit of roadway during my one day test, made up of winding backcountry roads — some not even paved — and open freeways with big sweeping curves and long straights. The LaCrosse was a delight, as expected on the highway where Buicks have always excelled, but also on the twisting side roads where the new cars suspension delivered enjoyable control, even when pushed. Ive driven similar territory in the Camry too, and find the LaCrosse to be a little more nimble while slightly more stable at high speeds.

The entire experience moves up a notch or two when opting for either automakers top-line cars. In Buick-speak this is the CSX, and under the hood is a very special Cadillac Northstar inspired 3.6-liter V6, sporting 240 horsepower at a lofty 6,000 rpm that comes via variable valve timing, as does its 230 lb-ft of torque at an easily attainable 3,200 rpm. The Camrys 3.3-liter V6 only makes 230 horsepower at 5,600 rpm, while torque is actually higher than the LaCrosse at 240 lb-ft, but youll need to wind the engine up another 400 rpm over GMs 3.6 to achieve maximum. This makes them equally tractable off the line during real world driving, with the edge given to Buick when revving the engine out while passing on the open highway.

And the 3.6 really enjoys high revs, charging the LaCrosse forward with gusto while hardly tugging on the steering wheel under full throttle. To Toyotas credit, the Camry doesnt torque-steer much either. With the CSX package comes wider alloy wheels on 225/55R17 all-season tires, compared to the top Camrys 215/55R17 rubber. I dont know if it is the tires or the general makeup of each cars suspension geometry, but the LaCrosse feels more engaging in the slalom and less likely to understeer, or break traction at the front end when going quickly around sharp corners. I should also mention that the base Camry sports 15-inch rims wrapped in 205/65R15 all-season tires, while the base LaCrosse serves up 225/60R16 tires on 16-inch wheels as standard equipment, also standard on the mid-grade CXL. Why does a larger tire size matter? A larger contact patch with the road will improve grip, enhancing road-holding.

How does the LaCrosse manage the curves better than its predecessor? Buick has engineered extensive refinements into the cars chassis architecture, such as suspension tuning that is 80 percent new when put beside that in the outgoing Regal. The rebound damper bumpers are now four times longer for better cushioning, the power steering system is retuned for enhanced response and more precise on-center feel at highway speeds, plus the LaCrosse achieves quieter, smoother more refined powertrain performance due to a new aluminum engine cradle and mounting system.

What gives the LaCrosse its hunkered down, solid road feel are 20 percent stiffer standard springs than in its predecessor, that work in concert with higher rate front and rear stabilizer bars important for keeping the car horizontal to the road during hard cornering. Buick offers a Gran Touring suspension, standard equipment with the top-line CXS, which features even larger diameter stabilizer bars and greater control during aggressive maneuvers.

While most Buick drivers I know dont pilot their cars, well, like Pontiac drivers, and the same can be said of Toyota Camry owners, its important to know how a car will react during emergency lane change maneuvers, and hence the need to factor in a cars road-holding prowess when considering purchasing.

What matters more in this class is build quality and features. To this end I repeat that Buick has done an admirable job, by at least matching and in some ways besting its Toyota counterpart. For instance, dash, console and door plastics are nicer to the touch in the LaCrosse, plus it would be nearly impossible to fit its interior panels together more precisely. From an interior styling perspective… well Ill leave that one up to you. Both are well executed, but go about satisfying their owners in different ways.

What impressed me more than with most cars in this class are the LaCrosses impressively low interior noise levels. Wind noise isnt intrusive, road noise is kept to a minimum, and engine noise, vibration and harshness levels are extremely low. Buick calls its refinement process “QuietTuning”, which includes the use of new Quiet Steel laminate on the front-of-dash body area, acoustical laminate on windshield and front side-glass, expanded baffles in the roof pillars to block noise paths, extensive use of melt-on sound deadener throughout the entire lower body structure, a sound-absorbing interior carpet backing and additional headliner pad coverage, specifically designed acoustical engine covers and revised exhaust tuning to reduce high-frequency noise, a hood insulator pad, a sound-absorbing layer under the instrument panel top pad and rear parcel shelf, minimized body panel gaps, additional foam inserts and redesigned seals and gaskets to further reduce wind noise, with the results being new levels of quietness inside the cabin.

Looking at the features, Buick is one step ahead of Toyota by offering dual-zone automatic climate control instead of single-zone, plus leather trim is optional in the top-line Camry XLE (standard with the sporty SE V6 mind you). That means that heated seats are also standard on the LaCrosse CSX, standard with leather on the Camry XLE. The top-tier Camry offers a standard glass sunroof, however, while its optional on the LaCrosse. After talking with Buicks product planning staff on this one the companys decision seams to make sense, however, as some extremely tall drivers need the extra room a non-sunroof equipped car offers.

From a safety standpoint the Buick comes with standard traction control, optional with the Camry. Actually, Buick offers three levels of traction control with the LaCrosse, including GMs StabiliTrak stability enhancement system, the first time this top-tier system has been used on a midsize Buick. The Camry boasts standard side airbags, unavailable on the LaCrosse and standard side-curtain airbags, optional on the LaCrosse.

The new Buick also gets GMs OnStar driver assistance and navigation system, plus a one-year subscription to its “Safe & Sound” plan included. A PASSLock III theft deterrent system with engine immobilizer is also available, as is a factory-installed remote starting system, the first time any Buick has offered such, with a 500-foot range and automatic ventilation control. Ultrasonic Rear Parking Assist is also available.

Like the Camry, and many other in this class, the LaCrosse offers a top-tier audio system with a dash-mounted 6-disc CD changer. The Buick system sounds fabulous and also features an MP3 player, Concert Sound III and XM Satellite Radio, while steering-wheel-mounted audio controls are part of the package. Believe it or not, its also possible to adjust the climate control system via the steering wheel too, the first time Ive seen this feature in the entry-level midsize class.

The base audio system is a single-disc CD player, AM/FM head unit that sounds pretty good for a stock stereo. Other standard features include remote keyless entry, a power drivers seat, automatic programmable automatic door locks, power windows, and a premium-level self-dimming lighting system just like in theaters.

One advantage the LaCrosse offers potential buyers that most of its competitors dont, including the Camry, is the option of a front bench seat, allowing up to six occupants instead of the standard five. A column shifter is standard with this seating layout, while a sportier console mounted shifter sits just ahead of the large storage bin cum armrest at the base of the center console when ordered as a five-seater. The 6-passenger models front center seatback can also be folded forward in the event no front passenger is sitting in the middle, acting as an armrest and storage bin.

The LaCrosse replaces the Regal and Century this year, although a short-run of 2005 model year Centurys may still be available. And that brings about my only real complaint about the new Buick. Why change the name from either Regal or Century? OK, I can appreciate that in a quest to find new younger buyers a new name can signify a new car worth taking a look at, but theres a lot of heritage and brand equity in the old names. Take the Century, for instance. The first time Buick used it was in 1936, yes long before anyone in this country had ever heard of Toyota, Honda or any Japanese automaker. That model ran to 1942, with the next Century starting in 54 and running to 58. It took until 1973 to bring the name back, a model that ran an uninterrupted 32 years to this day, other than undergoing extensive revisions throughout its tenure. The Regal is a relatively new name in comparison, only 31 years old as of its last year of production in 2004.

Confusing matters was the need to rename the car for the Canadian market, from LaCrosse, which describes a self-fulfilling sexual act in Quebecois (French Canadian) teenage slang. Personally I think GM Canadas Allure name is much better than LaCrosse anyway, as it actually means something positive and flows nicely off the tongue. Other than ironically being Canadas official national sport (not the Quebecois version but the game with sticks invented by the countrys First Nations people), what does LaCrosse means to the average American? Its a religious symbol, for sure, which might play well to some, but to most it will just be another new name to learn, making sales more difficult than a name thats easier to recognize, like Century or Regal. Oh well, I cant knock the GM marketing people too much as theyre some of the best in the business. They obviously know what theyre doing, so Ill have to leave the art of repositioning a brand to them.

No matter what any of us think of the new names, whether in the U.S. or Canada, the car itself is extremely well done. Ive spent a great deal of time comparing it to the Camry, only because the midsize Toyota is considered the benchmark for the class, or at least the segments strongest seller. There are many other worthy contenders in this class too, such as the Honda Accord, Mazda6, Mitsubishi Galant, Ford Five Hundred and Chrysler 300. If you want to see a full list, look at the specs at the end of the review.

This list poses what will be obvious to Buick, the challenge that lies ahead of its new LaCrosse if it hopes to conquest buyers away from the imports, or even its domestic rivals. Its not like the new Buick isnt up to the job, rather its one of the best in its class. The tough sell will be getting people to go down to a Buick store and test it out at all, before heading to their local Toyota or Honda dealer to trade in their old Camry or Accord. Those that do will be pleasantly surprised.