Buick's "Thuper" Cars
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Joined: Feb 1999
Posts: 2,947
From: Springfield,OH. U.S.A.
Lucerne, Lacrosse, Aura XR
Base Price MSRP $28,775* $27,040* $24,345*(
Destination Charge $750* $685* $650*
Equipped Price $29,525* $28,875* $28,995+DPI*
Back to top Warranty
Basic Warranty Time (Months) 48 48 36
Basic Warranty Miles 50000 50000 36000
Powertrain Warranty Time (Months) 60 60 60
Powertrain Warranty Miles 100000 100000 100000
Rust Warranty Time (Months) 72 72 72
Rust Warranty Miles 100000 100000 100000
Back to top Drivetrain
Engine Name 3.8L V6 3.6L V6 3.6L V6
Fuel System Sequential Electronic Fuel Injected Sequential Electronic Fuel Injected Sequential Electronic Fuel Injected
Horsepower @ RPM 197@5200 240@6000 252@6300
Torque @ RPM 227@3800 225@2000 251@3200
Fuel Capacity 18.0 17.0 16.0
Standard Transmission Automatic Automatic Automatic
Transmission Speeds 4 4 6
Driveline Front Wheel Drive Front Wheel Drive Front Wheel Drive
Final Drive Ratio 2.86 3.69 2.77
Fuel Economy (City) (mpg) 19 19 20
Fuel Economy (Highway) (mpg) 28 27 28
Back to top Exterior Dimensions
Wheelbase (in.) 115.6 110.5 112.3
Length (in.) 203.2 198.1 190.9
Height (in.) 58.0 57.4 57.6
Width (in.) 73.8 73.0 70.3
Track (front) 63.0 61.7 59.9
Track (rear) 62.5 61.5 60.3
Curb Weight (Auto Trans) (lbs.) 3869 3568 3647
Back to top Interior Dimensions
Head Room (front) (in.) 39.5 39.4 39.4
Head Room (rear) (in.) 37.7 37.2 37.4
Hiproom (front) (in.) 56.1 55.3 53.0
Hiproom (rear) (in.) 57.0 54.6 52.2
Leg Room (front) (in.) 42.5 42.3 42.2
Leg Room (rear) (in.) 41.4 37.6 37.6
Shoulder Room (front) (in.) 58.0 57.2 55.9
Shoulder Room (rear) (in.) 57.0 57.0 54.0
Cargo Volume (mfr.) (cu. ft.) 17.0 16.0 14.9
Back to top Safety
Vehicle Anti-theft
Stolen Vehicle Tracking
Emergency Services
Traction Control
Roadside Assistance
Antilock Brakes
Daytime Running Lights
Rain Sensing Wipers (Lucerne only)
Airbags
Front Side Airbags with Head Protection
Automatic Notification of Airbag Deployment
Remote Door Unlock
Rear Door Child Security Lock-out
3-Point Center Seat Belt
Tire Inflation/Pressure Monitor
Side Guard Door Beams
Hands-Free, Voice-Activated Phone
Back to top Performance
Variable assisst steering (Buicks only)
Automatic Transmission
Suspension (Front) Independent Independent Independent
Suspension (Rear) Independent Independent Independent
Automatic Load-Leveling (Lucerne only)
Brakes (Front) Disc Disc Disc
Brakes (Rear) Disc Disc Disc
Standard Tires SBRP235/55R17 BSW, All-Season Tires SBRP225/55R17 BSW, All-Season Touring Tires SBRP225/50R18 BSW Touring Tires
Alloy Wheels
Back to top Comfort
Air Conditioning
Automatic Climate Control
Rear Seat HVAC Ducts
Dual Zone Climate Control (Buicks only)
Interior Air Filter Standard on Buicks (Not Listed on AuraXR )
Power Windows
Power Locks
Steering Wheel Mounted Controls
Automatic Headlamps
Illuminated Vanity Mirror
Solar Ray Tinted Glass
Multi-Adjustable Power Driver Seat (standard on Lucerne only)
Multi-Adjustable Power Passenger Seat
Front Power Lumbar Support
Front Adjustable Seat Height
Front Power Memory Seat
Front Heated Seats (standard on Aura+)
Leather Seats (standard on Buicks)
Leather Steering Wheel (standard on Buicks)
AM/FM Stereo
CD Player
CD Changer
Radio Anti-theft (standard on Buicks only)
Back to top Convenience
Interior Electrochromic Mirror (standard on Aura+)
Heated Exterior Mirrors (standrard on Aura+)
Memory Exterior Mirrors (available on Lucerne only)
Remote Keyless Entry
Adjustable Steering Column
Cruise Control
Tachometer
Power Sunroof (Not listed for Aura-)
I only commented on items that differed from Buicks to Aura...I'm just not seeing the huge Aura advantage...don't believe the hype.
Base Price MSRP $28,775* $27,040* $24,345*(
Destination Charge $750* $685* $650*
Equipped Price $29,525* $28,875* $28,995+DPI*
Back to top Warranty
Basic Warranty Time (Months) 48 48 36
Basic Warranty Miles 50000 50000 36000
Powertrain Warranty Time (Months) 60 60 60
Powertrain Warranty Miles 100000 100000 100000
Rust Warranty Time (Months) 72 72 72
Rust Warranty Miles 100000 100000 100000
Back to top Drivetrain
Engine Name 3.8L V6 3.6L V6 3.6L V6
Fuel System Sequential Electronic Fuel Injected Sequential Electronic Fuel Injected Sequential Electronic Fuel Injected
Horsepower @ RPM 197@5200 240@6000 252@6300
Torque @ RPM 227@3800 225@2000 251@3200
Fuel Capacity 18.0 17.0 16.0
Standard Transmission Automatic Automatic Automatic
Transmission Speeds 4 4 6
Driveline Front Wheel Drive Front Wheel Drive Front Wheel Drive
Final Drive Ratio 2.86 3.69 2.77
Fuel Economy (City) (mpg) 19 19 20
Fuel Economy (Highway) (mpg) 28 27 28
Back to top Exterior Dimensions
Wheelbase (in.) 115.6 110.5 112.3
Length (in.) 203.2 198.1 190.9
Height (in.) 58.0 57.4 57.6
Width (in.) 73.8 73.0 70.3
Track (front) 63.0 61.7 59.9
Track (rear) 62.5 61.5 60.3
Curb Weight (Auto Trans) (lbs.) 3869 3568 3647
Back to top Interior Dimensions
Head Room (front) (in.) 39.5 39.4 39.4
Head Room (rear) (in.) 37.7 37.2 37.4
Hiproom (front) (in.) 56.1 55.3 53.0
Hiproom (rear) (in.) 57.0 54.6 52.2
Leg Room (front) (in.) 42.5 42.3 42.2
Leg Room (rear) (in.) 41.4 37.6 37.6
Shoulder Room (front) (in.) 58.0 57.2 55.9
Shoulder Room (rear) (in.) 57.0 57.0 54.0
Cargo Volume (mfr.) (cu. ft.) 17.0 16.0 14.9
Back to top Safety
Vehicle Anti-theft
Stolen Vehicle Tracking
Emergency Services
Traction Control
Roadside Assistance
Antilock Brakes
Daytime Running Lights
Rain Sensing Wipers (Lucerne only)
Airbags
Front Side Airbags with Head Protection
Automatic Notification of Airbag Deployment
Remote Door Unlock
Rear Door Child Security Lock-out
3-Point Center Seat Belt
Tire Inflation/Pressure Monitor
Side Guard Door Beams
Hands-Free, Voice-Activated Phone
Back to top Performance
Variable assisst steering (Buicks only)
Automatic Transmission
Suspension (Front) Independent Independent Independent
Suspension (Rear) Independent Independent Independent
Automatic Load-Leveling (Lucerne only)
Brakes (Front) Disc Disc Disc
Brakes (Rear) Disc Disc Disc
Standard Tires SBRP235/55R17 BSW, All-Season Tires SBRP225/55R17 BSW, All-Season Touring Tires SBRP225/50R18 BSW Touring Tires
Alloy Wheels
Back to top Comfort
Air Conditioning
Automatic Climate Control
Rear Seat HVAC Ducts
Dual Zone Climate Control (Buicks only)
Interior Air Filter Standard on Buicks (Not Listed on AuraXR )
Power Windows
Power Locks
Steering Wheel Mounted Controls
Automatic Headlamps
Illuminated Vanity Mirror
Solar Ray Tinted Glass
Multi-Adjustable Power Driver Seat (standard on Lucerne only)
Multi-Adjustable Power Passenger Seat
Front Power Lumbar Support
Front Adjustable Seat Height
Front Power Memory Seat
Front Heated Seats (standard on Aura+)
Leather Seats (standard on Buicks)
Leather Steering Wheel (standard on Buicks)
AM/FM Stereo
CD Player
CD Changer
Radio Anti-theft (standard on Buicks only)
Back to top Convenience
Interior Electrochromic Mirror (standard on Aura+)
Heated Exterior Mirrors (standrard on Aura+)
Memory Exterior Mirrors (available on Lucerne only)
Remote Keyless Entry
Adjustable Steering Column
Cruise Control
Tachometer
Power Sunroof (Not listed for Aura-)
I only commented on items that differed from Buicks to Aura...I'm just not seeing the huge Aura advantage...don't believe the hype.
Last edited by 90rocz; Apr 5, 2007 at 12:43 AM.
Thread Starter
Registered User
Joined: Mar 2004
Posts: 4,306
From: Jersey Shore
Aura has optional sun roof and panoramic roof.
Radio anti theft is only avail on the Buick's? I find that very hard to belive since pretty much all GM cars share the same Black Tie radio.
Leather seats and steering wheel are not standard on Buick's! Aura XR does have leather seating, including the fantastic Morocan leather seats.
Aura XR has power adjustable driver seat.
What trim levels are you comparing the Lax and Lucerne at? Aura XR out performs both cars easily, even with the "performance tuning" of the 3.6 LaX CXS, I wont even get into it with the bigger one. For what a base LaX or Lucerne, you get a loaded Aura, and the Aura has something that Buick hasnt seen in a very...very...veeery long time..
North American Car of the Year. Buick is outclassed by every company out there, short of Kia. Even the Azera from Hyundai blows it away.
Enclave seems like a waste for a division that has nothing else, and nothing in the next year or 2.
EpII LaX is years away, as is a Zeta Lucerne. There is no hope in sight, and these MCE's make the STS's look outstanding.
Radio anti theft is only avail on the Buick's? I find that very hard to belive since pretty much all GM cars share the same Black Tie radio.
Leather seats and steering wheel are not standard on Buick's! Aura XR does have leather seating, including the fantastic Morocan leather seats.
Aura XR has power adjustable driver seat.
What trim levels are you comparing the Lax and Lucerne at? Aura XR out performs both cars easily, even with the "performance tuning" of the 3.6 LaX CXS, I wont even get into it with the bigger one. For what a base LaX or Lucerne, you get a loaded Aura, and the Aura has something that Buick hasnt seen in a very...very...veeery long time..
North American Car of the Year. Buick is outclassed by every company out there, short of Kia. Even the Azera from Hyundai blows it away.
Enclave seems like a waste for a division that has nothing else, and nothing in the next year or 2.
EpII LaX is years away, as is a Zeta Lucerne. There is no hope in sight, and these MCE's make the STS's look outstanding.
Registered User
Joined: Jun 2001
Posts: 4,600
From: Pewee Valley, KY
Gunna be hard to exist if the best car you can come up with is a 10 year old chassis, with a 15 year old engine and trans with amenities that fall behind lower priced vehicles from not only other companies, but from within GM itself.
Enclave is all you have, and lets hope its the CTS/Escalade for Buick.
Enclave is all you have, and lets hope its the CTS/Escalade for Buick.
Registered User
Joined: Feb 1999
Posts: 2,947
From: Springfield,OH. U.S.A.
If you won't do the comparisons on their official web sites, I have nothing more I can say, you have your "belief's", I have data off their web sites.
The Aura is Chevy or Pontiac grade at best, Buick has always been a cut above.
And even though it's down on power, and uses the archeic 4spd, the Lacrosse manages to run 0-60 about .7 second slower and makes up ground on the 1/4 mile, finishing just .5 slower @ 15.2...
The Lacrosse has a stiffer spring rate than the Regal GS it replaces, and it's lighter than an Aura, so I can't see how it would corner much worse than an Aura either, despite all the rhetoric.
The Aura is Chevy or Pontiac grade at best, Buick has always been a cut above.
And even though it's down on power, and uses the archeic 4spd, the Lacrosse manages to run 0-60 about .7 second slower and makes up ground on the 1/4 mile, finishing just .5 slower @ 15.2...
The Lacrosse has a stiffer spring rate than the Regal GS it replaces, and it's lighter than an Aura, so I can't see how it would corner much worse than an Aura either, despite all the rhetoric.
Last edited by 90rocz; Apr 5, 2007 at 07:58 AM.
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Joined: May 2001
Posts: 1,018
If you won't do the comparisons on their official web sites, I have nothing more I can say, you have your "belief's", I have data off their web sites.
The Aura is Chevy or Pontiac grade at best, Buick has always been a cut above.
And even though it's down on power, and uses the archeic 4spd, the Lacrosse manages to run 0-60 about .7 second slower and makes up ground on the 1/4 mile, finishing just .5 slower @ 15.2...
The Lacrosse has a stiffer spring rate than the Regal GS it replaces, and it's lighter than an Aura, so I can't see how it would corner much worse than an Aura either, despite all the rhetoric.
The Aura is Chevy or Pontiac grade at best, Buick has always been a cut above.
And even though it's down on power, and uses the archeic 4spd, the Lacrosse manages to run 0-60 about .7 second slower and makes up ground on the 1/4 mile, finishing just .5 slower @ 15.2...
The Lacrosse has a stiffer spring rate than the Regal GS it replaces, and it's lighter than an Aura, so I can't see how it would corner much worse than an Aura either, despite all the rhetoric.
Registered User
Joined: Feb 1999
Posts: 2,947
From: Springfield,OH. U.S.A.
Hmm...Aura won a "car of the year" award in 2007, with exceptional fit/finish, quality of materials being the highest praise. I don't see how this is "Chevy or Pontiac quality" when the Aura is heralded as one of the first real-world competitors to foreign makes. Go do some reading.
Saturn gets a clue; sheds its ho-hum image
By Allyson Harwood(Motor Trend 2007)
Upon hearing that this is the best-looking sedan Saturn has ever built, the typical skeptic would respond: "Oh, sure. It's attractive for a boring car." But starting with the Sky and moving forward with the Aura, Saturn is making even the most cynical turn around for a second look.Replacing the unmemorable L-Series, the all-new sculpted Aura comes to dealerships with a choice of two V-6 engines: a 224-horsepower, overhead-valve 3.5-liter backed by a four-speed automatic, or a dual overhead cam, 252-horsepower 3.6-liter with a six-speed automatic.
At the track, the 3.6-liter XR's 6.3-second 0-to-60 time was 1.1-second quicker than the L-Series and went through the quarter mile at 93.4 mph versus the L's 88.9. The Aura also feels better at speed and is better composed in every driving situation. While this does show notable improvement over the last-generation sedan, it's still slower than the Camry by 0.3 second to 60 and by 4.1 mph in the quarter mile.
There are still minor problems with the Aura. On the road course, it was noted that the speed governor kicks in at 115 mph, when its competitors' limiters don't make themselves known until 120. While the 3.6-liter provides good acceleration, it's rough at idle and cammy, nearly sounding like a four-cylinder. Judges noted that the chassis feels solid and substantial and that the Aura provides a soft, quiet ride on choppy roads. However, steering is slow in corners, an issue that requires corrections mid-turn.
Interior design is clean and updated, but still uses many of the materials GM is known for: cheap, hard plastics, dark-hued seats, and the occasional evidence of aiming for a price. But there are attractive styling cues through the cabin, including metal-toned accents, and the overall quality is greatly improved.
By Allyson Harwood(Motor Trend 2007)
Upon hearing that this is the best-looking sedan Saturn has ever built, the typical skeptic would respond: "Oh, sure. It's attractive for a boring car." But starting with the Sky and moving forward with the Aura, Saturn is making even the most cynical turn around for a second look.Replacing the unmemorable L-Series, the all-new sculpted Aura comes to dealerships with a choice of two V-6 engines: a 224-horsepower, overhead-valve 3.5-liter backed by a four-speed automatic, or a dual overhead cam, 252-horsepower 3.6-liter with a six-speed automatic.
At the track, the 3.6-liter XR's 6.3-second 0-to-60 time was 1.1-second quicker than the L-Series and went through the quarter mile at 93.4 mph versus the L's 88.9. The Aura also feels better at speed and is better composed in every driving situation. While this does show notable improvement over the last-generation sedan, it's still slower than the Camry by 0.3 second to 60 and by 4.1 mph in the quarter mile.
There are still minor problems with the Aura. On the road course, it was noted that the speed governor kicks in at 115 mph, when its competitors' limiters don't make themselves known until 120. While the 3.6-liter provides good acceleration, it's rough at idle and cammy, nearly sounding like a four-cylinder. Judges noted that the chassis feels solid and substantial and that the Aura provides a soft, quiet ride on choppy roads. However, steering is slow in corners, an issue that requires corrections mid-turn.
Interior design is clean and updated, but still uses many of the materials GM is known for: cheap, hard plastics, dark-hued seats, and the occasional evidence of aiming for a price. But there are attractive styling cues through the cabin, including metal-toned accents, and the overall quality is greatly improved.
Just don't trash Buick to give props to the Aura. Buick is far from heading the way of Oldsmobile, management then "couldn't" save that brand, but are poised now to do more than just save Buick.
That motor isn't refined enough to satisfy the "smooth, quiet" power needs of Buick, probably why it's not there. I'm sure they'll get one they can live with soon.
Last edited by 90rocz; Apr 5, 2007 at 03:04 PM.
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Joined: May 2001
Posts: 1,018
The LaCrosse and the Aura share the same 3.6vvt motor from what I've read. Also, go read some reviews that tout the Aura's interior as one of GM's best. You'll find a lot of snide remarks about the Buick's, esp related to seats, faux wood, cheap lightweight plastics, and their mystical trunk release button.
I wouldn't necessarily give high praise to either car, but I do think GM is stepping in the right direction (but mostly blind) with the Aura.
Regardless, I don't think a super ("thuper" ...hehe) model designation for Buick is going to inspire an influx of buying. I just ponied up $24k for a car, and notice how it wasn't a GM product! With Buick having lost 30% of sales in the first few months of 2007...
...it's obvious what they are doing is not working to lure buyers.
You know what the definition of insanity is right? Doing the same thing over and over, and expecting a different result. With that thought, the folks at GM are insane
I wouldn't necessarily give high praise to either car, but I do think GM is stepping in the right direction (but mostly blind) with the Aura.
Regardless, I don't think a super ("thuper" ...hehe) model designation for Buick is going to inspire an influx of buying. I just ponied up $24k for a car, and notice how it wasn't a GM product! With Buick having lost 30% of sales in the first few months of 2007...
...it's obvious what they are doing is not working to lure buyers.
You know what the definition of insanity is right? Doing the same thing over and over, and expecting a different result. With that thought, the folks at GM are insane
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Joined: Jun 2001
Posts: 4,600
From: Pewee Valley, KY
The LaCrosse and the Aura share the same 3.6vvt motor from what I've read. Also, go read some reviews that tout the Aura's interior as one of GM's best. You'll find a lot of snide remarks about the Buick's, esp related to seats, faux wood, cheap lightweight plastics, and their mystical trunk release button.
[quote[I wouldn't necessarily give high praise to either car, but I do think GM is stepping in the right direction (but mostly blind) with the Aura.[/quote]
GM is taking Saturn and turning it from space frame small plastic bodied cars into a full blown Euro brand. It will be on level with VW, but hopefully with better reliability and lower repair costs. It is going in the best direction for the company right now. That is the RIGHT direction!
Regardless, I don't think a super ("thuper" ...hehe) model designation for Buick is going to inspire an influx of buying. I just ponied up $24k for a car, and notice how it wasn't a GM product! With Buick having lost 30% of sales in the first few months of 2007...
...it's obvious what they are doing is not working to lure buyers.
You know what the definition of insanity is right? Doing the same thing over and over, and expecting a different result. With that thought, the folks at GM are insane
You know what the definition of insanity is right? Doing the same thing over and over, and expecting a different result. With that thought, the folks at GM are insane
Thread Starter
Registered User
Joined: Mar 2004
Posts: 4,306
From: Jersey Shore
The Aura is Chevy or Pontiac grade at best, Buick has always been a cut above.
And even though it's down on power, and uses the archeic 4spd, the Lacrosse manages to run 0-60 about .7 second slower and makes up ground on the 1/4 mile, finishing just .5 slower @ 15.2...
The Lacrosse has a stiffer spring rate than the Regal GS it replaces, and it's lighter than an Aura, so I can't see how it would corner much worse than an Aura either, despite all the rhetoric.
And even though it's down on power, and uses the archeic 4spd, the Lacrosse manages to run 0-60 about .7 second slower and makes up ground on the 1/4 mile, finishing just .5 slower @ 15.2...
The Lacrosse has a stiffer spring rate than the Regal GS it replaces, and it's lighter than an Aura, so I can't see how it would corner much worse than an Aura either, despite all the rhetoric.
As for Buick as a company, they are not doing enough to get any great product out there. Enclave is it!! LaX and Lucerne are place holders, sitting duty till a better replacement comes some 3 years down the road.
EPII LaX wont be here till 2010. That means 3 more years of 3800 and 4spd combo. And how can they remain in production if Zeta will start up in the Oshawa plant in late 08? A question that has yet to be answerd.
Last edited by Big Als Z; Apr 6, 2007 at 09:23 AM.
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Joined: May 2001
Posts: 1,018
Look...I don't like either car, and I'm not interested in arguing point-by-point which one has better features. The rest of the world agrees that the Aura represents the next paradigm for GM cars which is gaining traction with the general public.
Even then, I will argue and say: "Congrats, GM! You're just starting to make cars with the level of quality and features that existed in European and Asian cars a whole decade ago!"
Buick is WAY behind the times and in dire need of platform, acessory, and powertrain updates to keep even a few customers interested. The brand will die with its current plans for future LaX and Lucerne models, "thuper" or not. 30% sales down in the first part of 2007? Come on...We're not talking gas guzzling trucks and SUV's here!
I will say again...what they are doing is CLEARLY not working to lure buyers.
Even then, I will argue and say: "Congrats, GM! You're just starting to make cars with the level of quality and features that existed in European and Asian cars a whole decade ago!"
Buick is WAY behind the times and in dire need of platform, acessory, and powertrain updates to keep even a few customers interested. The brand will die with its current plans for future LaX and Lucerne models, "thuper" or not. 30% sales down in the first part of 2007? Come on...We're not talking gas guzzling trucks and SUV's here!
I will say again...what they are doing is CLEARLY not working to lure buyers.
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Joined: Dec 2005
Posts: 1,502
But are just present to bring in a little attention. Something they are obviously doing since it got your attention enough to post about it.
Not that I blame GM, they have limited resources and I agree that Saturn and Chevy are better places to spend them. But you gotta wonder if the LaCrosse is going to even survive for 3-4 years until the glorious Aura-level replacement finally comes, or if this is it for this car.
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Joined: Feb 1999
Posts: 2,947
From: Springfield,OH. U.S.A.
Originally posted by 97QuasarBlue3.8:
"Congrats, GM! You're just starting to make cars with the level of quality and features that existed in European and Asian cars a whole decade ago!"
"Congrats, GM! You're just starting to make cars with the level of quality and features that existed in European and Asian cars a whole decade ago!"
With up to 240 horsepower on tap, for LaCrosse it is critical that additional power does not expose limits of monocoque rigidity or drivetrain layout. A MacPherson configuration underpins virtually all front ends in this class - yet, at its rear, Buick LaCrosse goes a step further with sophisticated, all-aluminum multi-link arms.
Toyota's Camry and Avalon cut costs in placing a cheaper, agricultural dual-link MacPherson at the rear end year in, year out, choosing to change instead the pieces you see.
Not Buick engineers, who spend their budget fitting LaCrosse with premium parts inside; out - and underneath, in search of sure-footed compliance. LaCrosse's rear suspension is a trailing-arm tri-link, compared to Camry/ Avalon's agricultural, cheaper dual-link system. In addition to superior fluidity, trailing arms have strong resistance to lift (the rising of rear end during braking), and resistance to squat (the settling of the rear end during hard acceleration).
For 2005 and the LaCrosse introduction, Buick took its premium tri-link and refurbished 80% of it with new pieces - pieces that improve suspension travel, recognition of the importance of defining suspension geometry three-dimensionally for best results. Jounce bumpers are longer, 85mm versus 65mm. On the wheel's rebound, damper bumpers are four times longer (40mm versus 10mm) for better cushioning.
Meanwhile, LaCrosse's significant wheelbase enables its constant-rate front and variable-rate rear springs to be 20 percent stiffer than perhaps we've been accustomed to from Buick. A new front strut mount doubles the damping compared with previous designs (and, as befits Buick's standing, is the first application of this design on a GM midsize car). Front and rear suspensions are aided and abetted by stabilizers, resisting roll and camber change on 225/60 (or, on the higher-powered LaCrosse CXS, 225/55) series tires.
LaCrosse places more importance on tire width over tire diameter, and the performance-minded director of Ford Team RS, Jost Capito, would agree. "You want grip, but you have to balance the torque steer and steering feel... that's the main task with a front-drive car," Capito muses, explaining his choice of 8-inch wide, 18-inch tall rims in the performance-minded 2006 Ford Focus ST over 19-inch wheels ('Refocusing,' evo, September 2005).
The sense of control is part of active safety - that which helps to avoid a collision - and it is as important at Buick as passive safety. In addition to suspension modifications, front and rear tracks were widened, and the center of gravity, lowered. Bringing the center of gravity down toward the front roll center has endowed the LaCrosse with superlative steering response -
- steering response, mind you, with significant on-center highway feel for this class of car, and managed through a tilt-and-telescoping steering column. It is a small touch, to be sure, but an important contribution to driver comfort (and thus control) - and it is surprising how many competitors overlook it. Expect nothing less from a brand for whom ergonomics is a core value.
Furthermore, LaCrosse CXS' unique magnetic variable-effort power steering uses an electromagnetic controller that senses the amount of effort needed to turn the wheel and applies the correct amount of assistance based on vehicle speed. The technology first debuted at Buick on the 1996 LeSabre and Park Avenue Ultra, and has since evolved to offer superlative handling and roadholding.
Magnetic variable-effort steering provides a variable torsional rate in the steering gear through the operation of a magnetic machine incorporated within. A coil within the machine electronically regulates the torsional rate of the device, subtracting torsional rate during parking maneuvers, and increasing in rate as vehicle speed increases. Depending on the polarity of the current in the coil, the resulting alignment force is either additive or subtractive to the existing torsion bar rate.
This is graduated power assist; steering that knows when to step in and help the driver - and when to step back. Exert a greater degree of turning force on the wheel, and the unit will feed in as much help as requested. Yet when the steering lightens - at cruising speed - it cuts back on the power assist, for tauter road feel. One feels the road through the hands; feels the amount of grip that the tires have on the road.
Magnetic variable-effort steering offers an extremely wide range of assist; uses noncontact mechanization for smooth power steering from one effort level to another, and features few moving parts to minimize friction; to provide exceptional reliability, and to ensure symmetrical loading.
Anti-lock all-around disc brakes are (of course) standard on LaCrosse - because discs shed water and dissipate heat faster than the rear drum brakes of Honda's base Accord and Toyota's base Camry.
LaCrosse has no limited-slip differential to help contain torque steer, and places more emphasis on having a good stability-control system, so that the car does not lose traction (traction itself being a Buick hallmark) or corner exit speed. One wants the feeling of the road, but without the distractions or intrusions.
It helps, then, that optionally available on all LaCrosse models is StabiliTrak, a sophisticated electronic stability-control system which subtly keeps LaCrosse securely pointed in the right direction on ice; snow; gravel; wet pavement, and uneven road surfaces. The story of LaCrosse's StabiliTrak is one of a multitude of sensors, and of the harnessing of massive on-board computing power.
The measurements of an accelerator pedal position sensor; a brake master cylinder pressure sensor; a steering-wheel-angle sensor; a lateral accelerometer; a yaw rate sensor, and wheel-speed sensors are sent to a computer hundreds of times per second. If the driver is steering LaCrosse through a curve, the system predicts the path the driver intends to take, and continually compares this with the vehicle's path.
When the predicted paths and intended paths are the same, all is well.
On slick surfaces, however, the difference between the steering-wheel angle and the direction in which LaCrosse is actually turning is likely to be greater. The appropriate brake is precisely applied, and engine power is reduced to keep LaCrosse on course. StabiliTrak pulses the outside brake in an oversteer situation, and the inside brake in an understeer situation.
GM Vice Chairman Lutz emphasizes that StabiliTrak is programmed to be as unobtrusive as possible. "You just think you're one of the world's best drivers, and sadly the rest of the world doesn't recognize it," he muses.
"Our software guys will define a line all the way around the complex inside perimeter of the physical boundaries of the car so that you can go all the way to the limits in any direction before the system takes over. The system still intervenes to save you from yourself, but you really have to take it to the very edge before it kicks in" (Corvette C6, Phil Berg, MBI, 2004).
The National Highway Transportation Safety Administration (NHTSA) estimates that this type of stability control can reduce single-vehicle crashes involving cars by 35%. The Insurance Institute for Highway Safety (IIHS) has also found electronic stability control systems to be very effective in reducing single-vehicle crashes.
Approximately twenty square inches connect you and your car to the road. Your car's tires are among the most important aspects of your safety and its performance. That's why LaCrosse, like every 2006 Buick, features standard tire-pressure monitoring.
Additionally - 'tis a small thing, but LaCrosse features standard Daytime Running Lamps (DRLs). Buick parent company General Motors cites studies proving that DRLs have helped reduce daytime multi-vehicle crashes by 12.5%, and pedestrian-car accidents by 15%. At time of writing, GM figures that up to 85,000 crashes may have been prevented by DRLs, since 1995.
We've talked about active safety - that which helps to avoid a collision - being as important at Buick as passive safety. In the unhappy event of a collision, however, several factors go to work, protecting you and your passengers from harm.
An energy-absorbing full-perimeter aluminum engine cradle directs impact energy away from passengers (while quelling vibrations). Standard dual-stage frontal airbags deploy in a secondary stage, if the frontal collision is more severe. Standard side-curtain airbags cushion the head and upper torso (n.b: Buick parent company General Motors was the first to offer child-friendly side-impact airbags
Toyota's Camry and Avalon cut costs in placing a cheaper, agricultural dual-link MacPherson at the rear end year in, year out, choosing to change instead the pieces you see.
Not Buick engineers, who spend their budget fitting LaCrosse with premium parts inside; out - and underneath, in search of sure-footed compliance. LaCrosse's rear suspension is a trailing-arm tri-link, compared to Camry/ Avalon's agricultural, cheaper dual-link system. In addition to superior fluidity, trailing arms have strong resistance to lift (the rising of rear end during braking), and resistance to squat (the settling of the rear end during hard acceleration).
For 2005 and the LaCrosse introduction, Buick took its premium tri-link and refurbished 80% of it with new pieces - pieces that improve suspension travel, recognition of the importance of defining suspension geometry three-dimensionally for best results. Jounce bumpers are longer, 85mm versus 65mm. On the wheel's rebound, damper bumpers are four times longer (40mm versus 10mm) for better cushioning.
Meanwhile, LaCrosse's significant wheelbase enables its constant-rate front and variable-rate rear springs to be 20 percent stiffer than perhaps we've been accustomed to from Buick. A new front strut mount doubles the damping compared with previous designs (and, as befits Buick's standing, is the first application of this design on a GM midsize car). Front and rear suspensions are aided and abetted by stabilizers, resisting roll and camber change on 225/60 (or, on the higher-powered LaCrosse CXS, 225/55) series tires.
LaCrosse places more importance on tire width over tire diameter, and the performance-minded director of Ford Team RS, Jost Capito, would agree. "You want grip, but you have to balance the torque steer and steering feel... that's the main task with a front-drive car," Capito muses, explaining his choice of 8-inch wide, 18-inch tall rims in the performance-minded 2006 Ford Focus ST over 19-inch wheels ('Refocusing,' evo, September 2005).
The sense of control is part of active safety - that which helps to avoid a collision - and it is as important at Buick as passive safety. In addition to suspension modifications, front and rear tracks were widened, and the center of gravity, lowered. Bringing the center of gravity down toward the front roll center has endowed the LaCrosse with superlative steering response -
- steering response, mind you, with significant on-center highway feel for this class of car, and managed through a tilt-and-telescoping steering column. It is a small touch, to be sure, but an important contribution to driver comfort (and thus control) - and it is surprising how many competitors overlook it. Expect nothing less from a brand for whom ergonomics is a core value.
Furthermore, LaCrosse CXS' unique magnetic variable-effort power steering uses an electromagnetic controller that senses the amount of effort needed to turn the wheel and applies the correct amount of assistance based on vehicle speed. The technology first debuted at Buick on the 1996 LeSabre and Park Avenue Ultra, and has since evolved to offer superlative handling and roadholding.
Magnetic variable-effort steering provides a variable torsional rate in the steering gear through the operation of a magnetic machine incorporated within. A coil within the machine electronically regulates the torsional rate of the device, subtracting torsional rate during parking maneuvers, and increasing in rate as vehicle speed increases. Depending on the polarity of the current in the coil, the resulting alignment force is either additive or subtractive to the existing torsion bar rate.
This is graduated power assist; steering that knows when to step in and help the driver - and when to step back. Exert a greater degree of turning force on the wheel, and the unit will feed in as much help as requested. Yet when the steering lightens - at cruising speed - it cuts back on the power assist, for tauter road feel. One feels the road through the hands; feels the amount of grip that the tires have on the road.
Magnetic variable-effort steering offers an extremely wide range of assist; uses noncontact mechanization for smooth power steering from one effort level to another, and features few moving parts to minimize friction; to provide exceptional reliability, and to ensure symmetrical loading.
Anti-lock all-around disc brakes are (of course) standard on LaCrosse - because discs shed water and dissipate heat faster than the rear drum brakes of Honda's base Accord and Toyota's base Camry.
LaCrosse has no limited-slip differential to help contain torque steer, and places more emphasis on having a good stability-control system, so that the car does not lose traction (traction itself being a Buick hallmark) or corner exit speed. One wants the feeling of the road, but without the distractions or intrusions.
It helps, then, that optionally available on all LaCrosse models is StabiliTrak, a sophisticated electronic stability-control system which subtly keeps LaCrosse securely pointed in the right direction on ice; snow; gravel; wet pavement, and uneven road surfaces. The story of LaCrosse's StabiliTrak is one of a multitude of sensors, and of the harnessing of massive on-board computing power.
The measurements of an accelerator pedal position sensor; a brake master cylinder pressure sensor; a steering-wheel-angle sensor; a lateral accelerometer; a yaw rate sensor, and wheel-speed sensors are sent to a computer hundreds of times per second. If the driver is steering LaCrosse through a curve, the system predicts the path the driver intends to take, and continually compares this with the vehicle's path.
When the predicted paths and intended paths are the same, all is well.
On slick surfaces, however, the difference between the steering-wheel angle and the direction in which LaCrosse is actually turning is likely to be greater. The appropriate brake is precisely applied, and engine power is reduced to keep LaCrosse on course. StabiliTrak pulses the outside brake in an oversteer situation, and the inside brake in an understeer situation.
GM Vice Chairman Lutz emphasizes that StabiliTrak is programmed to be as unobtrusive as possible. "You just think you're one of the world's best drivers, and sadly the rest of the world doesn't recognize it," he muses.
"Our software guys will define a line all the way around the complex inside perimeter of the physical boundaries of the car so that you can go all the way to the limits in any direction before the system takes over. The system still intervenes to save you from yourself, but you really have to take it to the very edge before it kicks in" (Corvette C6, Phil Berg, MBI, 2004).
The National Highway Transportation Safety Administration (NHTSA) estimates that this type of stability control can reduce single-vehicle crashes involving cars by 35%. The Insurance Institute for Highway Safety (IIHS) has also found electronic stability control systems to be very effective in reducing single-vehicle crashes.
Approximately twenty square inches connect you and your car to the road. Your car's tires are among the most important aspects of your safety and its performance. That's why LaCrosse, like every 2006 Buick, features standard tire-pressure monitoring.
Additionally - 'tis a small thing, but LaCrosse features standard Daytime Running Lamps (DRLs). Buick parent company General Motors cites studies proving that DRLs have helped reduce daytime multi-vehicle crashes by 12.5%, and pedestrian-car accidents by 15%. At time of writing, GM figures that up to 85,000 crashes may have been prevented by DRLs, since 1995.
We've talked about active safety - that which helps to avoid a collision - being as important at Buick as passive safety. In the unhappy event of a collision, however, several factors go to work, protecting you and your passengers from harm.
An energy-absorbing full-perimeter aluminum engine cradle directs impact energy away from passengers (while quelling vibrations). Standard dual-stage frontal airbags deploy in a secondary stage, if the frontal collision is more severe. Standard side-curtain airbags cushion the head and upper torso (n.b: Buick parent company General Motors was the first to offer child-friendly side-impact airbags
If performance and quality is defined strictly by whether or not you have a 6 speed Automatic transmission I guess, either your short sighted or Buick is...you be the judge.
Last edited by 90rocz; Apr 6, 2007 at 01:05 PM.
Registered User
Joined: Feb 1999
Posts: 2,947
From: Springfield,OH. U.S.A.
More?....
Yep, Buick better start catching up.... 
Inside LaCrosse CXL, premium Nuance leather meets gathered-stitch French seams. Head restraints are infused with silk and, across the dashboard, crafted soft-touch materials couch intelligently-positioned controls.
Many a Toyota/ Lexus product has committed the error of overly short seat bottoms; not so the Buick. In an age when it seems that everything related to an automobile is done by computer simulation, the LaCrosse is the first GM vehicle in over a decade to have its interior designed the time-honored way: with the aid of an Interior Craftsmanship Buck, or ICB. At the earliest design stages, real people could sit in a real interior mock-up, and critique the position and usefulness of the instruments; controls, and console. For Buick, ergonomics is vital.
Acoustics play a critical role in defining the character of an automobile. "Apart from the look of a vehicle, its acoustic behavior is the aspect most directly observable to the user," notes BMW Director of Acoustics and Vibration Dr. Peter Zeller. For Buick, quiet is an important ergonomic quality. Buick's QuietTuning process is designed to reduce or tune out unwanted noise and harshness throughout every area of the vehicle. Attention to areas such as exterior aerodynamics; component isolation, and fine-tuning of all related elements achieve the quietest ride and most desirable frequency ranges for every Buick. Gearbox noise; load reversal; auxiliaries; road noise; resonance effects; mechanical squeaks and rattles; idle noise, and pass-by noise must be minimized, while actuation (windows and other devices, for instance) and engines are to be tuned.
LaCrosse's QuietTuning is exemplary. "We've never done an application that has been this quiet before," confirmed LaCrosse noise and vibration performance manager Dan Nolley (Ward's Auto World, April 1st, 2005).
First, the exhaust system was tuned for minimal noise; vibration, and harshness. Next, acoustic laminate was used on the windshield and front side glass; expanded baffles feature in the roof pillars, and melt-on sound deadeners have been used throughout the entire lower body structure. For good measure, Buick added additional sound-absorbing material throughout LaCrosse's engine; passenger, and cargo compartments.
In addition, steel laminate was installed in the front-of-dash body area. Laminated steel is a type of sandwiched sheet metal that uses two layers of steel bonded together by a polymer core. With viscoelastic properties, the core reduces vibration transferred through the panel. By reducing vibration, noise is also reduced. Laminated steel is also 100% recyclable.
QuietTuning is carefully designed and applied within every LaCrosse model, and is by far the most painstaking process of refinement from noise; vibration, and harshness in this segment (and, in some cases, well beyond it). Toyota, for instance, does not attempt an acoustic, noise-reducing windshield unless one opts for the niche Camry Hybrid. Moreover, while LaCrosse's front side glass is also laminated, the substantively more expensive Jaguar XJ has only just - for 2007 - received this feature.
On all LaCrosse models, a graphic equalizer and automatic headlights are standard. All Buick LaCrosse models come with standard remote keyless entry; standard power driver's seat; power windows with express-down driver's window; six-speaker CD player, and full interior illumination with delayed entry/ exit lighting and theater-style dimming.
Optionally, Buick will upgrade the stereo to 9-speaker Concert Sound III. The Buick Concert Sound system has been progressively refined since its introduction for 1980. At your request, Buick will also equip the CD unit with a six-disc changer; add steering-wheel-mounted audio and climate controls; add a power-sliding sunroof; power the passenger seat and heat both front seats; heat the outside mirrors; give each front passenger their own climate zone (with a 28ºF/ 16ºC difference between zones), and equip LaCrosse with a 492-foot (150-meter) remote starter.
Also available on LaCrosse is XM Satellite radio. The service beams over 150 channels of clear, digital-quality sound across 800 terrestrial repeaters to the LaCrosse, sixty-seven of these channels being commercial-free music and news; sports; talk; comedy, and instant traffic and weather updates. Consumers can subscribe to the basic service for $12.99 a month. In addition, Buick customers with GMAC financing can choose to include the XM subscription in their car payments. Select XM with LaCrosse, and receive three trial months of service.
The LaCrosse's capacious 16 cubic foot trunk is cavernous, no doubt. Yet if space is a luxury, the correct packaging and utilization of it is intelligent luxury. For the trunk, this means a low liftover height, with nonintrusive lid hinges within. Rear seats fold to provide pass-through access.
Many a Toyota/ Lexus product has committed the error of overly short seat bottoms; not so the Buick. In an age when it seems that everything related to an automobile is done by computer simulation, the LaCrosse is the first GM vehicle in over a decade to have its interior designed the time-honored way: with the aid of an Interior Craftsmanship Buck, or ICB. At the earliest design stages, real people could sit in a real interior mock-up, and critique the position and usefulness of the instruments; controls, and console. For Buick, ergonomics is vital.
Acoustics play a critical role in defining the character of an automobile. "Apart from the look of a vehicle, its acoustic behavior is the aspect most directly observable to the user," notes BMW Director of Acoustics and Vibration Dr. Peter Zeller. For Buick, quiet is an important ergonomic quality. Buick's QuietTuning process is designed to reduce or tune out unwanted noise and harshness throughout every area of the vehicle. Attention to areas such as exterior aerodynamics; component isolation, and fine-tuning of all related elements achieve the quietest ride and most desirable frequency ranges for every Buick. Gearbox noise; load reversal; auxiliaries; road noise; resonance effects; mechanical squeaks and rattles; idle noise, and pass-by noise must be minimized, while actuation (windows and other devices, for instance) and engines are to be tuned.
LaCrosse's QuietTuning is exemplary. "We've never done an application that has been this quiet before," confirmed LaCrosse noise and vibration performance manager Dan Nolley (Ward's Auto World, April 1st, 2005).
First, the exhaust system was tuned for minimal noise; vibration, and harshness. Next, acoustic laminate was used on the windshield and front side glass; expanded baffles feature in the roof pillars, and melt-on sound deadeners have been used throughout the entire lower body structure. For good measure, Buick added additional sound-absorbing material throughout LaCrosse's engine; passenger, and cargo compartments.
In addition, steel laminate was installed in the front-of-dash body area. Laminated steel is a type of sandwiched sheet metal that uses two layers of steel bonded together by a polymer core. With viscoelastic properties, the core reduces vibration transferred through the panel. By reducing vibration, noise is also reduced. Laminated steel is also 100% recyclable.
QuietTuning is carefully designed and applied within every LaCrosse model, and is by far the most painstaking process of refinement from noise; vibration, and harshness in this segment (and, in some cases, well beyond it). Toyota, for instance, does not attempt an acoustic, noise-reducing windshield unless one opts for the niche Camry Hybrid. Moreover, while LaCrosse's front side glass is also laminated, the substantively more expensive Jaguar XJ has only just - for 2007 - received this feature.
On all LaCrosse models, a graphic equalizer and automatic headlights are standard. All Buick LaCrosse models come with standard remote keyless entry; standard power driver's seat; power windows with express-down driver's window; six-speaker CD player, and full interior illumination with delayed entry/ exit lighting and theater-style dimming.
Optionally, Buick will upgrade the stereo to 9-speaker Concert Sound III. The Buick Concert Sound system has been progressively refined since its introduction for 1980. At your request, Buick will also equip the CD unit with a six-disc changer; add steering-wheel-mounted audio and climate controls; add a power-sliding sunroof; power the passenger seat and heat both front seats; heat the outside mirrors; give each front passenger their own climate zone (with a 28ºF/ 16ºC difference between zones), and equip LaCrosse with a 492-foot (150-meter) remote starter.
Also available on LaCrosse is XM Satellite radio. The service beams over 150 channels of clear, digital-quality sound across 800 terrestrial repeaters to the LaCrosse, sixty-seven of these channels being commercial-free music and news; sports; talk; comedy, and instant traffic and weather updates. Consumers can subscribe to the basic service for $12.99 a month. In addition, Buick customers with GMAC financing can choose to include the XM subscription in their car payments. Select XM with LaCrosse, and receive three trial months of service.
The LaCrosse's capacious 16 cubic foot trunk is cavernous, no doubt. Yet if space is a luxury, the correct packaging and utilization of it is intelligent luxury. For the trunk, this means a low liftover height, with nonintrusive lid hinges within. Rear seats fold to provide pass-through access.
Last edited by 90rocz; Apr 6, 2007 at 01:09 PM.
Registered User
Joined: Feb 1999
Posts: 2,947
From: Springfield,OH. U.S.A.
Can't forget those archaic drivetrains...
Oh No he didn't!....
Upgrade to LaCrosse CXS, and gain an all-aluminum 3.6-liter DOHC V6 (LY7) of Cadillac breeding. With it, LaCrosse musters 242 horsepower @ 6,000rpm. Most impressively, 90% of peak 232 foot-pounds of torque is available between 1,500 and 6,000rpm, courtesy a Variable Valve Timing (VVT) system with variable-length intake manifold, which adjusts the timing of both intake and exhaust valves, enhancing the existing balance of power; efficiency, and low emissions. "It's a very tractable engine," muses premium V6 engineer Bob Jacques (Automotive Industries, March 2004).
Whichever engine you choose, depress the throttle, and your instruction is transmitted without wires; rather, Electronic Throttle Control uses a sensor at the pedal to measure its angle, and seamlessly opens the throttle to the precise desired rate. The technology permits LaCrosse CXS to offer traction control, the better to manage the power.
With both engines, LaCrosse's 4T65 4-speed automatic is smooth and responsive, with no reliability blemishes in its history - certainly, nothing like the transmission durability problems that have plagued Honda/ Acura and Toyota/ Lexus.
Durability is vital at Buick - a vital aspect of Buick reassurance that has been recognized in more independent studies than the competition has years of automaking
Whichever engine you choose, depress the throttle, and your instruction is transmitted without wires; rather, Electronic Throttle Control uses a sensor at the pedal to measure its angle, and seamlessly opens the throttle to the precise desired rate. The technology permits LaCrosse CXS to offer traction control, the better to manage the power.
With both engines, LaCrosse's 4T65 4-speed automatic is smooth and responsive, with no reliability blemishes in its history - certainly, nothing like the transmission durability problems that have plagued Honda/ Acura and Toyota/ Lexus.
Durability is vital at Buick - a vital aspect of Buick reassurance that has been recognized in more independent studies than the competition has years of automaking
Oh No he didn't!....
Last edited by 90rocz; Apr 6, 2007 at 01:29 PM.