2017 Buick LaCrosse

General Motors has a long history of building large, front-wheel-drive, V-6–powered sedans. So it’s had plenty of time to get the formula right. The stylish and spacious new 2017 Buick LaCrosse, GM’s latest and greatest of the breed, mostly hits its mark and proves that all the hard work has paid off.

The new LaCrosse rides on a version of the Epsilon II platform that underpins the Chevrolet Impala, another well-executed big sedan in GM’s stable. But while there are hints of the Impala in the LaCrosse’s side surfacing, Buick’s comprehensive design makeover leaves the LaCrosse looking much more elegant than the Chevy. The look is clearly meant to evoke the lovely Avenir concept, and while it doesn’t boast that big sedan’s unmistakably rear-drive proportions, it largely succeeds otherwise. The chrome trim that is part of our test car’s uplevel Essence trim is tasteful and adds to the overall exterior elegance.

We’re not quite as convinced by the LaCrosse’s interior. Material quality isn’t the issue—nicely grained plastics and soft leather cultivate an upscale vibe—but the dashboard design makes the interior feel a lot less spacious than it is. The center console, which sweeps up dramatically to meet the dashboard, is too high, creating a bathtub-like seating position for the front occupants. Space on the center stack isn’t utilized well, with the climate-control buttons sized too small and clustered too closely together. GM’s new electronic shifter takes up nearly as much room as a purely mechanical unit, its up-and-over action to select reverse will no doubt cause confusion for first-time users, and the storage compartment below it is difficult to access. At least the rear seat is expansive and comfortable, and the IntelliLink infotainment system (with Apple CarPlay and Android Auto capability) is generally simple to use.

Potent Powertrain

Buick has nixed the old LaCrosse’s eAssist mild-hybrid option, so the only engine choice for the 2017 model is GM’s latest “high-feature” 3.6-liter V-6 mated to an eight-speed automatic. It’s a strong powertrain, able to accelerate this 3730-pound sedan from rest to 60 mph in a swift 5.9 seconds. Although it’s quiet and demure in normal driving circumstances, the engine is happy to rev past its 6800-rpm power peak when asked; the transmission downshifts quickly when you jab the throttle, and the V-6 simply sounds good—if not quite as sweet as it does when exhaling through the active exhaust system available on the Chevrolet Camaro.

Engine stop/start technology is standard, and GM’s system is one of the best of its kind. The V-6 shuts off imperceptibly when you come to a halt, and it transmits only a minor, barely noticeable vibration to the cabin upon restart. And yet, even though its operation is smooth and unobtrusive most of the time, we’d appreciate having the option to turn it off, which can’t be done in the LaCrosse (or in many other GM models). The stop/start system in combination with the V-6’s cylinder deactivation helps the Buick achieve EPA ratings of 21 mpg city and 31 mpg highway (we matched that 31-mpg rating during our 200-mile, 75-mph highway-fuel-economy test), which are strong results for such a big, powerful car.

As front-wheel-drive sedans go, the Buick’s chassis comports itself well. The structure feels stiff, and the ride is composed even over broken pavement. Impacts are soaked up without much reverberation, and while it’s no sports sedan, the LaCrosse does a good job of keeping body roll in check when pushed. We also noted the remarkably firm and satisfying brake pedal, although the 173-foot stop from 70 mph is nothing to write home about. Keep in mind, though, that our test car’s $1625 option for 20-inch wheels also includes adaptive dampers and GM’s “HiPer Strut” front suspension that’s meant to quell torque steer. Both systems do their jobs well, and in Sport mode the LaCrosse’s responses are defter than you’d expect. But as we found on our first drive of the 2017 LaCrosse, lesser models with 18-inch wheels have different suspension tuning and are much more in line with the soft-riding Buicks of yore (and, likely, customer expectations).

Options Galore

Other options on our test car included $1550 for a panoramic sunroof and a rear sunshade, $1145 for navigation and a Bose audio system, and $445 for blind-spot monitoring and rear cross-traffic alert. And therein lies a key problem with the LaCrosse: its price. At an as-tested $44,850, our car pushed toward full-on luxury territory while still being short of a fully loaded Premium model. Start with that higher, $41,990 trim, add all the options including $2200 for all-wheel drive and a $1690 package with adaptive cruise control (both offered only on the Premium), and you crest $50,000. To us, that seems like simply too much money for a large sedan that shares more than a little with its volume Chevy sibling.

The LaCrosse has essentially priced itself out of the large-sedan segment, where competitors such as the Kia Cadenza, the Nissan Maxima, the Toyota Avalon, and, yes, the Chevrolet Impala offer similarly competent driving dynamics and an equivalent load of features for thousands less. It’s even difficult to option a Lexus ES350 to $50,000, and between $45,000 and $50,000, the LaCrosse—and the Lexus ES, for that matter—suddenly finds itself selling against stiffer competition, including more luxurious rear-wheel-drive sedans such as the Genesis G80. GM hasn’t lost its touch for large, front-drive sedans, but perhaps it’s starting to get a bit too confident in its abilities.

Specifications >

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $44,850 (base price: $32,990)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 223 cu in, 3649 cc
Power: 310 hp @ 6800 pm
Torque: 282 lb-ft @ 5200 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.4 in
Length: 197.5 in
Width: 73.5 in Height: 57.5 in
Passenger volume: 103 cu ft
Cargo volume: 15 cu ft
Curb weight: 3730 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.9 sec
Zero to 100 mph: 14.6 sec
Zero to 130 mph: 31.4 sec
Rolling start, 5–60 mph: 6.1 sec
Top gear, 30–50 mph: 3.1 sec
Top gear, 50–70 mph: 4.3 sec
Standing ¼-mile: 14.5 sec @ 100 mph
Top speed (drag limited, C/D est): 145 mph
Braking, 70–0 mph: 173 ft
Roadholding, 300-ft-dia skidpad: 0.83 g

FUEL ECONOMY:
EPA city/highway driving: 21/31 mpg
C/D observed: 24 mpg
C/D observed 75-mph highway driving: 31 mpg
C/D observed highway range: 480 mi