When Buick’s LaCrosse (Allure) came into being back in 2003 as a 2004 model I was on the launch program and came

Resplendent luxury, top-tier features, great quality and dynamic road manners... in a Buick? (Photo: Canadian Auto Press)

back impressed. Actually, I wrote a review that compared it squarely against the best-selling Camry, and the LaCrosse, in my opinion, came out ahead in pretty well every category. My only complaint against the car was its somewhat derivative styling, but I was comparing it to the Camry. Enough said.

With the 2010 LaCrosse I will no longer compare it to the Camry, and it’s not because the perennial best-selling Toyota has become too good, but more so because the updated Buick has vaulted right out of the mainstream midsize category into Lexus territory, and after recently spending a week with an ES 350, I’m opting for the LaCrosse. Say what!? Sacrilege! Sorry, Lexus, but while your Camry-derived luxury car is very nice, the LaCrosse is bloody brilliant!

First of all, let’s make one point very, very clear. If I was writing this to a US audience I’d say, the only thing that Buick continues forward with while moving from the 2009 LaCrosse to the 2010 model is the name, the old LaCrosse similarly sized but completely overwhelmed by this new more upscale sport-luxury sedan. If you’re in Canada and don’t watch TV or read popular US-sourced magazines, you might be wondering what I’m talking about, because the LaCrosse was never sold here. Rather, the 2009 and earlier LaCrosse was rebadged Allure north of the 49th, and this is where I say to GM Canada, good on you for finally realizing that garnering US marketing bleed from the ever-growing popularity of American cable stations is worthwhile despite dropping an arguably better name. So, to sum up what really matters from my last statement, if you drove a 2009 Allure or earlier, whitewash your mind of the experience and go check out the 2010 LaCrosse. Actually, if you’re in the market for any new luxury sedan and you aren’t planning

A new kind of style that's pulling much younger buyers through the Buick door. (Photo: Canadian Auto Press)

on driving the new LaCrosse, I think you’re going to be disappointed when more start showing up on the road and you’re not behind the wheel of one.

Now before any import zealots get all out of sorts, I don’t need any emails on why the LaCrosse won’t sway you from your Audi A4, BMW 3-Series or Mercedes-Benz C-Class. Really folks, that’s not its intended purpose. The Germans mentioned are sport sedans, smaller than the Buick and designed more purely with performance in mind. GM already makes a car that should cause any German sport sedan buyer to question his or her loyalties, the Cadillac CTS, so let’s put this one to rest. The LaCrosse’s key competitors are more North American-centric, and include the aforementioned Lexus ES 350, as well as the thoroughly updated Ford Taurus and possibly even more so its Lincoln

Now Buick doesn't have to rely on slick marketing to sell a car... the LaCrosse is superb! (Photo: Canadian Auto Press)

MKS cousin, the much-lauded Hyundai Genesis, superb new Nissan Maxima, and always relevant Toyota Avalon.

I’m not going to say that the LaCrosse looks better than any or all of the aforementioned competitors, but it looks very good and extremely well proportioned thanks to an assertively regal front façade that incorporates a sportier take on the brand’s classic waterfall grille, jewel-like headlamp clusters, unique ventiports now placed atop the sculpted hood, gracefully cat-like shoulder lines with muscular rear haunches, attractive rear lenses bookending a tall decklid, overtop rectangular tailpipes finished in chrome on my top-line CXS, complemented by chrome embellishment from stem to stern, highlighting a truly attractive four-door design. Buick’s age demographic will continue

Push the little red button and you'll get in without the key, proximity sensing keyless access and push buttons start just one of many top-level features in the LaCrosse. (Photo: Canadian Auto Press)

its radical plummet from the 60 to 70 range, previously, to the 50 through 60 age-set and, while smaller in number, even well off folks in their 30s through 40s (my 30-something friend purchased an Enclave, proving this point), while I find it difficult to believe that the 60 to 70 crowd will be offended by the new car’s elegant lines and other advantages over anything that’s worn the Buick badge before.

The first advantage will be immediately apparent after climbing inside. You’ll be greeted by an interior that truly makes the old Allure, as good as it was “for a domestic midsize sedan,” that caveat previously being necessary, seem antiquated and somewhat dowdy, not to mention commonplace bordering on entry-level. Not to be too harsh on the outgoing model, the new LaCrosse

Truly, it makes a Lexus ES 350 seem a bit common in comparison. (Photo: Canadian Auto Press)

makes most current competitors seem merely OK, Lexus ES included. I was testing a top-line CXS model so it received all of the goodies inside, but all models, including the base CX and mid-priced CXL get the same look and feel for the most part, less leather, navigation and a few other top-tier features.

The $32,795 base CX gets all the expected standard luxury features such as automatic single-zone air conditioning with pollen filtration, intermittent wipers, premium cloth seats, an extremely comfortable eight-way powered driver’s seat and for the front passenger, also comfortable, a four-way manually adjustable chair. Rear occupants will be treated to extremely supportive seats with 60/40 split rear seatbacks and a centre pass-through via the armrest cavity.

Comfortable, supportive seats look great too. (Photo: Canadian Auto Press)

There are powered windows with one-touch express up/down in the front and one-touch down in the rear too, powered locks with remote access, heated and power remote side mirrors, a power remote trunk release, a driver information system (a.k.a. a trip computer, albeit very advanced), plus a tilt and telescopic steering column holding up a leather-wrapped steering wheel with cruise and audio controls, and therefore, yes, there’s cruise control in the base model too, as well as a pretty impressive audio system featuring seven speakers, AM/FM/CD/MP3 capability, an auxiliary input and Bluetooth connectivity, not to mention the car gets acoustic laminated front and side glass to make that audio system sound even nicer, and ice blue ambient LED lighting to make everything look pretty at night.

Looking

Fabulous looking centre stack is filled with the latest technology. (Photo: Canadian Auto Press)

from the outside, I certainly would want to move up from the standard steel wheels and covers, although the 245/50R17 H-rated all-season rubber should make decent use of the LaCrosse’s ABS-enhanced four-wheel disc brakes, traction control and Stabilitrak electronic stability control. Other standard safety features include airbags all-round, side curtain-type bags front and rear as part of the standard package with rear side-impact thorax airbags optional at $415 on all models. OnStar with a one-year plan featuring Turn-by-Turn navigation is standard too, as is a tire pressure monitoring system and an audible and visible alarm system with an immobilizer. Capping off the standard list is an impressive warranty that includes four years or 80,000 km of comprehensive coverage as well as five years or 160,000 km of powertrain coverage.

Move up from CX to $34,795 CXL and you’ll get dual-zone automatic climate control, an auto-dimming rearview mirror, universal home remote, remote start, a powered passenger seat and four-way powered lumbar adjustment added to the driver’s seat, fog lamps, turn signals and puddle lamps integrated into the side mirror housings, 17-inch alloy wheels, and magnetic variable-effort power steering.

Interestingly, the CXL is the only trim level available with all-wheel drive, something that will apparently change for the top-line CXS in the future. For now, the all-wheel drive system in the CXL, $38,295 so equipped, splits torque across the rear axle to whichever tire has the most grip to improve control in slippery situations, and that torque comes from the car’s standard 3.0-litre V6 engine.

This 24-valve,

The leather-like top is stitched together with contrasting thread and environmentally faux wood looks almost authentic. (Photo: Canadian Auto Press)

DOHC, direct-injection-enhanced mill, with variable valve timing, makes 252hp in all-wheel drive trim or 255hp with the standard front-drive configuration, both peaking at 6,900 rpm, whereas torque is 215 and 217 lb-ft at 5,100 rpm respectively. The 3.0 gets mated to a six-speed automatic with manual sport mode that’s about as smooth as transmissions in this class get, while plenty responsive when asked to make haste. This was especially noticeable in my CXS tester that came with the same transmission mated to the top-line direct-injected, variable valve timing-enhanced 3.6-litre V6, sporting 280hp at 6,300 rpm and 259 lb-ft of torque at 4,800 rpm. It’s a fabulously energetic powertrain that’s loads of fun to push to the limit, and thanks to Teutonic roots (the LaCrosse’s architectural design comes from Germany’s Opel brand) it can fully manage all that power via a thoroughly capable MacPherson strut front and multilink rear suspension system coupled to standard chrome plated 18-inch

Door panel detailing is beautiful. (Photo: Canadian Auto Press)

alloy rims riding on 245/45R18 V-rated all-season tires. Mine came with the optional $895 Touring Package that adds real-time active damping and painted aluminum 19-inch wheels on 245/40R19 W-rated rubber.

Touring package aside, the $40,795 CSX will impress with a rather exhaustive features list that includes memory function for the seats, power mirrors, a regular 120-volt three-prong household plug in the back of the centre console, a heated steering wheel with wood embellishment, a powered rear sunshade, chrome exhaust tips, proximity sensing remote access with push-button start, ultrasonic rear parking assist, heated and ventilated front seats and

Shift it yourself, or just put it in drive and cruise. (Photo: Canadian Auto Press)

perforated leather all-round, and an 11-speaker, 384-watt harman/kardon matrix 5.1 surround sound enhanced audio system with a USB port in the centre console bin and XM satellite radio with three months of free service.

Available options include a $3,465 navigation system that’s really easy to use, adds a backup camera and ups the stereo system comprehensively with DVD audio, a 40-gig hard drive and more; DVD rear seat entertainment at $1,750 that includes twin headrest-mounted display screens; a navigation and DVD entertainment combo at $5,215; and a Blind Zone Alert system that identifies vehicles traveling in the driver's blind spot, making for confident lane changes. Speaking of confidence, a Driver Confidence Package adds a head-up

Push-button start is a must have in the luxury business. (Photo: Canadian Auto Press)

display (HUD) system that reflects vital information on the windshield where it can be reviewed without removing your eyes from the road, as well as adaptive xenon headlamps that “bend” around corners for $1,550; and a $275 Protection Package that simply adds front and rear custom molded splash guards. Some standalone items include a powered tilt and sliding glass sunroof at $1,395, a cargo tray at $155, an extra set of noise canceling headphones for $80, and a block heater at $75. A fully loaded LaCrosse CXS, and thus including the top-line Diamond White Tri-coat metallic paint at $995, will set you back $51,845, and potential discounts aside, you’re going to have to pay for the freight and pre-delivery inspection at $1,350, making the total $53,195.

Good value for what it offers, certainly, but the new LaCrosse not without fault.

Not the roomiest trunk, but serviceable. (Photo: Canadian Auto Press)

The trunk in the CXS, for instance, is a tad smaller than that of the CX or CXL, at 362 litres (12.8 cu ft) compared to 376 litres (13.3 cu ft), and when measured against its midsize rivals it’s not a strong selling point, although from a practical standpoint the majority of today’s buyers will appreciate that both impressively performing engines only need regular gas, a significant savings that should be weighed more heavily in purchasing decisions as fuel prices continue to rise. What’s also impressive is the LaCrosse’s estimated fuel economy, with the base 3.0-litre V6 rated at 12.7L/100km in the city and 7.7 on the highway in front-drive mode, and 13.3L/100km in the city and 8.0 on the highway when all-wheel drive is chosen. Surprisingly there’s a fuel economy bonus when opting for the larger more powerful 3.6-litre V6, with its estimated

LaCrosse, the new name of luxury? It appears so. (Photo: Canadian Auto Press)

city rating equaling a more efficient 12.2L/100km and highway mileage at 7.3L/100km.

Yes, the LaCrosse’s list of features is impressive when fully stocked, but it’s the combination of everything and the way Buick puts it all together as such a holistically pleasing sensory experience that won me over. Yes, I would have liked it better if the woodgrain throughout the cabin felt a bit more realistic, like the way Volvo does its faux wood, but the leather-like stitched surfaces that stretch across the dash and door panels are exquisite, the car’s bright chrome accents rich, and the way the blue LED lighting oozes out from behind trim pieces and from within bins and cupholders, a treat for tired eyes. All-round, the LaCrosse is special. The kind of car that luxury buyers can immediately fall head over heals for and likely remain in love with throughout their relationship. It delivers pure, quiet, refined luxury in a dynamically competent package, and when factoring in its various price points is miles more value packed than most rivals. Combined with Buick’s renowned reliability it’s a luxury proposition that will be too good for many of today’s cost conscious buyers to pass up, a scenario that Buick is counting on.

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