After years of mediocre full-size Buicks notable only for cushy seats and enormous trunks, the LaCrosse was something of a breakthrough when it arrived a few years ago. Designed first for China, a market that is surprisingly similar to ours when it comes to buyer tastes, the LaCrosse added style, panache and quality without sacrificing comfort or roominess.
But GM has been quick to experiment with its flagship’s powertrain lineups, first with a naturally-aspirated base four-cylinder that proved a poor match to the big four-door. Now, a small electric motor and lithium-ion battery pack provide a little extra motivation while generally cutting fuel consumption.
Buick calls the system eAssist and it shies away from using the hybrid moniker, but, frankly, that’s just what this system is – a mild hybrid.
To see if the EPA’s heady 36 mpg highway rating is for real, we found ourselves behind the wheel of a 2012 Buick LaCrosse with eAssist.
What is it?
Like full hybrids, the LaCrosse’s powertrain starts with a gasoline engine and then adds in an electric motor mated to a lithium-ion battery to serve as a generator. A start/stop system cuts the gas engine when the sedan is at a complete stop with the transmission in drive (think traffic lights), assuming there is sufficient reserve in the battery to power climate and audio controls.
Where eAssist treads into mild hybrid territory is in the details. The electric motor is not powerful enough to properly motivate the 3,850 lbs. LaCrosse on its own, so it instead serves as a sort of boost pack to add what GM says is around 15 horsepower. In addition, it reduces some of the engine’s strain at higher speeds to keep both engine revs and fuel consumption low. The system also forced GM to trim the LaCrosse’s fuel tank to a middling 16 gallons.
Externally, Buick added a under-body panels and an automatic high-speed shutter system to the lower grille area to aid aerodynamics.
In short, the system is a relatively low-cost way for GM to add power and reduce fuel intake.
For 2012, it’s standard on all four-cylinder LaCrosses (a V6 remains optional, although GM says the four-cylinder take rate is headed way up). It’s an option on the slightly smaller and cheaper Buick Regal and it’s also part of the package on the recently-introduced Chevrolet Malibu Eco.
What’s it up against?
Gas sippers are in short order in the full-size mid-premium segment, but we can see where buyers might look to cross-shop the high-mpg Lincoln MKZ Hybrid and the diesel-fueled Volkswagen Passat TDI.
The next-generation Lexus ES, the LaCrosse’s most natural rival, is expected to be offered with a version of the Toyota Camry Hybrid’s powertrain, and we doubt the Acura TL and Volvo S80 are far behind.
How does it look?
LaCrosse hasn’t been subjected to any styling updates since it was introduced a few years ago, but that’s just fine with us.
This is a big sedan, measuring 197 inches from head to toe, though its curvaceous body hides its girth well. Buick’s signature waterfall grille looks natural up front, where it is flanked by swept-back head lamps and a tall, power dome-like hood. Unfortunately, that engine cover is festooned with a pair of faux port holes that absolutely should not be a part of Buick’s design language any longer. There are far better ways to honor one’s heritage.
Out back, the look is similarly refined, with only a tacked-on tail fin looking somewhat incongruous with the overall design language. Hidden tail pipes mean that the rear bumper looks a bit bulbous, but they do seem to fit with the low-performance image. Our tester rode on conservatively tasteful 17-inch alloy wheels wrapped in Michelin low rolling resistance rubber.
And on the inside?
Like the LaCrosse’s exterior, its inner trappings are unchanged with the arrival of the new powertrain, so excellent passenger space front and rear and a tasteful design that makes a few ergonomic compromises remain.
The seats are wrapped in a fragrant, premium-feeling leather and the front passengers sit behind an expansive, low dashboard that clusters audio and climate controls on an alien-like panel that emerges from a plane covered in a nice leathery material. This design brings a myriad of audio and climate buttons to within easy touching distance, but it combines with a rather hefty gear lever and a narrow center console to restrict storage space. A pair of cupholders hide under a small cover, but a sliding armrest cover can make the rearmost beverage slot unusable. And that armrest cover reveals a laughably tiny cubby. Narrow armrests on the driver and passenger front doors are another odd quirk, although an integrated storage bin is a welcome addition.
Ahead of the driver lies a a similarly good-looking gauge cluster that likewise seems like it was designed by people who don’t drive. Big digits on the speedometer feel like they were meant for geriatrics, but they make discerning incremental speeds, say 55 or 65 mph, a challenge at first glance. At least there’s a full-color LCD display that can show a digital speed readout.
A final compromise to the LaCrosse’s eAssist system lies in the trunk, which has been reduced to about 11 cubic feet. For a car with such long-haul potential, this is a glaring reminder that eAssist is a last-minute addition.
But let’s not let these downfalls distract from many aspects of the LaCrosse’s inner trappings. Material selection and assembly quality is top notch, besting many luxury brands at a game they think they play so well. French stitching adorns many surfaces, while convincing faux wood does a nice job of adding to the mood. GM’s now-familiar infotainment and navigation system remains one of the industry’s best, as does our tester’s crisp 384-watt harman/kardon audio option.
But does it go?
The LaCrosse’s spec sheet is something of a conundrum since we can’t simply look at its 182 horsepower (at a high 6,200 rpm) and 172 lb-ft. of torque (at a slightly more modest 4,900 rpm) at face value. The engine starts life as GM’s familiar and typically gruff 2.4-liter Ecotec four-cylinder, but eAssist provides a worthwhile transformation.
If we didn’t know better, we’d have guessed that GM had contracted, say, Infiniti to slot in that brand’s 2.5-liter V6 in place of the four-cylinder. Refinement, a Buick “Quiet Tuning†forte but not an Ecotec 2.4 virtue, is here in full force. At idle, the engine is nearly silent, while it emits only a distant hum all the way to its redline. That’s important to note, since this engine needs to be revved to stay in its power band.
It takes a little acclimation to get used to watching the tachometer needle tickle 4,500 rpm in normal driving, but revving is necessary to keep up with traffic. That’s not to say that the LaCrosse is slow; it isn’t, but it doesn’t offer much grunt in reserve. In fact, it feels rather like a low-displacement six-cylinder in that it is very smooth but forced to work fairly hard.
While drivers might not notice the dutiful engine up front, all those revs do use up some fuel. Despite our most earnest efforts, we couldn’t match the EPA’s 25/36 mpg figures. In strictly urban and suburban slogging, we netted 23 mpg, while we topped out at 32 mpg on the highway. Stick to 55 mph-governed back roads and you might achieve 36 mpg. Still, even 32 mpg is impressive for such a big sedan; only a couple of years ago, that kind of real-world fuel economy was reserved for compacts.
What it lacks in EPA-pegging fuel economy, the LaCrosse more than makes up for with its stellar ride quality. Beautifully damped, the ride is firm and brilliantly controlled but far from punishing. Its steering is nicely weighted and pleasingly direct for such a big car, although our tester exhibited a nervous on-center feel that hampered straight-line stability. Under most driving situations, however, we found the LaCrosse to be pleasantly nimble, especially in low-speed parking.
LaCrosse’s regenerative brakes, which recharge the eAssist battery, were strong with very good pedal feel.
Why you would buy it:
LaCrosse is a very upscale-feeling sedan with a refined and not-too-thirsty powertrain.
Why you wouldn’t:
You’re set on meeting the EPA’s fuel economy figures.
Leftlane’s bottom line
Its 36 mpg figure is probably out of the question for most drivers, but there’s no denying that the LaCrosse eAssist is a very nice way to go about using less fuel.
Its attractive and upmarket design forces some compromises that we hope will be filtered out with the next-generation LaCrosse, although that model is still a few years off.
But the future has never been brighter for Buick and the LaCrosse eAssist might just be the star of the show.
The Blackboard:
Aesthetics: B
Technology: B+
Green: B
Drive: B+
Value: A-
Overall Score: B+
2012 Buick LaCrosse Premium I with eAssist base price, $32,440; As tested, $36,685.
Entertainment Package, $600; Driver Confidence Package, $1,440; Navigation, $1,350; Destination, $860.
Words and photos by Andrew Ganz.
Review: 2012 Buick LaCrosse with eAssist
Reviewed by
Andrew Ganz on
January 20
.
Buick’s mild hybrid-like LaCrosse has arrived, promising compact fuel efficiency in a full-size package.
After years of mediocre full-size Buicks notable only for cushy seats and enormous trunks, the LaCrosse was something of a breakthrough when it arrived a few years ago. Designed first for China, a market that is surprisingly similar to ours when it comes to buyer tastes, the LaCrosse added style, panache and quality without sacrificing comfort or roominess.
But GM has been quick to experiment with its flagship’s powertrain lineups, first with a naturally-aspirated base four-cylinder that proved a poor match to the big four-door. Now, a small electric motor and lithium-ion battery pack provide a little extra motivation while generally cutting fuel consumption.
Buick calls the system eAssist and it shies away from using the hybrid moniker, but, frankly, that’s just what this system is – a mild hybrid.
To see if the EPA’s heady 36 mpg highway rating is for real, we found ourselves behind the wheel of a 2012 Buick LaCrosse with eAssist.
What is it?
Like full hybrids, the LaCrosse’s powertrain starts with a gasoline engine and then adds in an electric motor mated to a lithium-ion battery to serve as a generator. A start/stop system cuts the gas engine when the sedan is at a complete stop with the transmission in drive (think traffic lights), assuming there is sufficient reserve in the battery to power climate and audio controls.
Where eAssist treads into mild hybrid territory is in the details. The electric motor is not powerful enough to properly motivate the 3,850 lbs. LaCrosse on its own, so it instead serves as a sort of boost pack to add what GM says is around 15 horsepower. In addition, it reduces some of the engine’s strain at higher speeds to keep both engine revs and fuel consumption low. The system also forced GM to trim the LaCrosse’s fuel tank to a middling 16 gallons.
Externally, Buick added a under-body panels and an automatic high-speed shutter system to the lower grille area to aid aerodynamics.
In short, the system is a relatively low-cost way for GM to add power and reduce fuel intake.
For 2012, it’s standard on all four-cylinder LaCrosses (a V6 remains optional, although GM says the four-cylinder take rate is headed way up). It’s an option on the slightly smaller and cheaper Buick Regal and it’s also part of the package on the recently-introduced Chevrolet Malibu Eco.
What’s it up against?
Gas sippers are in short order in the full-size mid-premium segment, but we can see where buyers might look to cross-shop the high-mpg Lincoln MKZ Hybrid and the diesel-fueled Volkswagen Passat TDI.
The next-generation Lexus ES, the LaCrosse’s most natural rival, is expected to be offered with a version of the Toyota Camry Hybrid’s powertrain, and we doubt the Acura TL and Volvo S80 are far behind.
How does it look?
LaCrosse hasn’t been subjected to any styling updates since it was introduced a few years ago, but that’s just fine with us.
This is a big sedan, measuring 197 inches from head to toe, though its curvaceous body hides its girth well. Buick’s signature waterfall grille looks natural up front, where it is flanked by swept-back head lamps and a tall, power dome-like hood. Unfortunately, that engine cover is festooned with a pair of faux port holes that absolutely should not be a part of Buick’s design language any longer. There are far better ways to honor one’s heritage.
Out back, the look is similarly refined, with only a tacked-on tail fin looking somewhat incongruous with the overall design language. Hidden tail pipes mean that the rear bumper looks a bit bulbous, but they do seem to fit with the low-performance image. Our tester rode on conservatively tasteful 17-inch alloy wheels wrapped in Michelin low rolling resistance rubber.
And on the inside?
Like the LaCrosse’s exterior, its inner trappings are unchanged with the arrival of the new powertrain, so excellent passenger space front and rear and a tasteful design that makes a few ergonomic compromises remain.
The seats are wrapped in a fragrant, premium-feeling leather and the front passengers sit behind an expansive, low dashboard that clusters audio and climate controls on an alien-like panel that emerges from a plane covered in a nice leathery material. This design brings a myriad of audio and climate buttons to within easy touching distance, but it combines with a rather hefty gear lever and a narrow center console to restrict storage space. A pair of cupholders hide under a small cover, but a sliding armrest cover can make the rearmost beverage slot unusable. And that armrest cover reveals a laughably tiny cubby. Narrow armrests on the driver and passenger front doors are another odd quirk, although an integrated storage bin is a welcome addition.
Ahead of the driver lies a a similarly good-looking gauge cluster that likewise seems like it was designed by people who don’t drive. Big digits on the speedometer feel like they were meant for geriatrics, but they make discerning incremental speeds, say 55 or 65 mph, a challenge at first glance. At least there’s a full-color LCD display that can show a digital speed readout.
A final compromise to the LaCrosse’s eAssist system lies in the trunk, which has been reduced to about 11 cubic feet. For a car with such long-haul potential, this is a glaring reminder that eAssist is a last-minute addition.
But let’s not let these downfalls distract from many aspects of the LaCrosse’s inner trappings. Material selection and assembly quality is top notch, besting many luxury brands at a game they think they play so well. French stitching adorns many surfaces, while convincing faux wood does a nice job of adding to the mood. GM’s now-familiar infotainment and navigation system remains one of the industry’s best, as does our tester’s crisp 384-watt harman/kardon audio option.
But does it go?
The LaCrosse’s spec sheet is something of a conundrum since we can’t simply look at its 182 horsepower (at a high 6,200 rpm) and 172 lb-ft. of torque (at a slightly more modest 4,900 rpm) at face value. The engine starts life as GM’s familiar and typically gruff 2.4-liter Ecotec four-cylinder, but eAssist provides a worthwhile transformation.
If we didn’t know better, we’d have guessed that GM had contracted, say, Infiniti to slot in that brand’s 2.5-liter V6 in place of the four-cylinder. Refinement, a Buick “Quiet Tuning†forte but not an Ecotec 2.4 virtue, is here in full force. At idle, the engine is nearly silent, while it emits only a distant hum all the way to its redline. That’s important to note, since this engine needs to be revved to stay in its power band.
It takes a little acclimation to get used to watching the tachometer needle tickle 4,500 rpm in normal driving, but revving is necessary to keep up with traffic. That’s not to say that the LaCrosse is slow; it isn’t, but it doesn’t offer much grunt in reserve. In fact, it feels rather like a low-displacement six-cylinder in that it is very smooth but forced to work fairly hard.
While drivers might not notice the dutiful engine up front, all those revs do use up some fuel. Despite our most earnest efforts, we couldn’t match the EPA’s 25/36 mpg figures. In strictly urban and suburban slogging, we netted 23 mpg, while we topped out at 32 mpg on the highway. Stick to 55 mph-governed back roads and you might achieve 36 mpg. Still, even 32 mpg is impressive for such a big sedan; only a couple of years ago, that kind of real-world fuel economy was reserved for compacts.
What it lacks in EPA-pegging fuel economy, the LaCrosse more than makes up for with its stellar ride quality. Beautifully damped, the ride is firm and brilliantly controlled but far from punishing. Its steering is nicely weighted and pleasingly direct for such a big car, although our tester exhibited a nervous on-center feel that hampered straight-line stability. Under most driving situations, however, we found the LaCrosse to be pleasantly nimble, especially in low-speed parking.
LaCrosse’s regenerative brakes, which recharge the eAssist battery, were strong with very good pedal feel.
Why you would buy it:
LaCrosse is a very upscale-feeling sedan with a refined and not-too-thirsty powertrain.
Why you wouldn’t:
You’re set on meeting the EPA’s fuel economy figures.
Leftlane’s bottom line
Its 36 mpg figure is probably out of the question for most drivers, but there’s no denying that the LaCrosse eAssist is a very nice way to go about using less fuel.
Its attractive and upmarket design forces some compromises that we hope will be filtered out with the next-generation LaCrosse, although that model is still a few years off.
But the future has never been brighter for Buick and the LaCrosse eAssist might just be the star of the show.
The Blackboard:
Aesthetics: B
Technology: B+
Green: B
Drive: B+
Value: A-
Overall Score: B+
2012 Buick LaCrosse Premium I with eAssist base price, $32,440; As tested, $36,685.
Entertainment Package, $600; Driver Confidence Package, $1,440; Navigation, $1,350; Destination, $860.
Words and photos by Andrew Ganz.
Rating:
