Buick
LaCrosse (2004)
 When
General Motors is replacing both Buick Century and Regal with a single
model called "LaCrosse", even after the death of Oldsmobile Intrigue
(together
with the century-old brand), you know a lost of market share is
estimated.
The demand of American-style full-size sedans has been shrinking for
years,
mainly eaten by the Japanese (Lexus and Infiniti in particular) and
Sport
Utility Vehicles. However, there are still many old customers buying
such
cars every year. What they want are very simple - a lot of cabin space,
a comfortable ride, an affordable price and lastly, an American brand.
That's why GM decided not to spend too much money into the development
of LaCrosse.
Apparently, the
easiest way
to save money is to design the LaCrosse based on its predecessors. That
means it also share the W-platform with Pontiac Grand Prix, Chevrolet
Impala
and Monte Carlo. All-strut suspensions are not anything to be proud of
for such a big car, but it guarantees low production cost, which
translates
to a significant price advantage over Japanese saloons. Moreover, it is
reasonably stiff and quiet, thanks partly to a new aluminum front
subframe.
Measuring over 5
meters in
length and have a 2807mm wheelbase, LaCrosse is able to sit 5 big guys
in comfort. Moreover, being a front-drive machine its rear seat is not
obstructed by transmission tunnel. Predictably, the cabin design is
conservative
to please the old people who buy it. Fake wood and so-so quality
plastics
might be an improvement over Century and Regal, but fall short behind
its
foreign competitors. Again, cost control is the driving force behind
that.
 LaCrosse
offers a couple of V6 engines. One of them is the familiar 3.8-litre
push-rod
engine. Now updated to Series III, it complies with the latest emission
standard and received a new intake manifold to reduce induction noise,
but its uninspiring manner remains unchanged. The iron-block engine
produces
just 200 horsepower, translating to a low power to weight ratio rarely
seen today. The only good news is that Series III will be the last
evolution
of the push-rod V6. GM will replace it with multi-valver eventually.
Another engine is
a cheapened
version of Holden / Cadillac's 3.6-litre dohc 24-valve V6. This is a
world-class
engine, featuring variable valve timing at all 4 camshafts. What a pity
in the Buick application it is detuned to 240hp and 225lbft, while
Cadillac
CTS 3.6 provides 255hp and 250lbft. The peak torque is actually no more
than the push-rod V6, therefore performance is just average, especially
it is mated with a lazy 4-speed automatic. However, the multi-valve V6
is definitely a more lovely choice than the Series III V6, as it revs
cleanly
towards 6000rpm and sounds much more eager.
The "updated"
chassis is
not really so updated. It still employs very soft springs and dampers
compare
with foreign saloons. Yes, the setup is already sportier than Century
and
Regal, body movement is now better controlled, but you know Century and
Regal were never famous of handling. Like them, LaCrosse is tuned to
please
customers in their 50s and 60s. Their sore backs need a supple ride to
take care. Don't talk about driving fun to them.
Externally,
LaCrosse looks
every bit a modernized saloon. However, underneath the skin is actually
very conservative and outdated. Chrysler 300 and Ford 500 will give it
a hard time, so are many Japanese saloons. Buick had better hope it has
enough loyal customers.
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Being
the first car built on the W-platform, Pontiac Grand Prix is also the
first
one to receive a second phase makeover to extend its aging life for
another
3 years. The modifications covers many areas, but mostly concentrate on
improving chassis rigidity, NVH filtering, a new exterior styling and
interior
packaging.
Grand
Prix is the most sport-oriented W-car. If you order the hottest Comp G
version, you will get not only stiffer suspensions, bigger wheels and
tires
but also a 260hp version of the Series III 3.8-litre supercharged V6 to
enable a 6.5 seconds 0-60mph acceleration. Compare with the previous
generation
Series II, the Series III has drive-by-wire throttle to allow the
installation
of StabiliTrak stability control which alter throttle to correct under
/ oversteer. Naturally aspirated version has its output remains
unchanged
at 200hp and 225lbft, while the supercharged version gains 20
horsepower
thanks to a more efficient Eaton supercharger. However, from its
reluctance
behaviour at high rev you are always reminded that it is still a
pushrod
engine. The not-so-beautiful supercharger noise doesn’t help subjective
feeling too. A big Nissan V6 revs much cleaner and sounds more
melodic. 
The
improved chassis feels really rigid and, at 1625kg, it is not
overweight
for a car so big. Even though for use in Pontiac, even in the Comp G
version,
the setting of suspensions still bias towards the soft side, offering
smooth
and quiet ride. The drawback is a handling not sharp enough to excite
keen
drivers. Similarly, the Magnasteer II electric power steering is well
weighted
but feels artificial. Admittedly, a storming front-wheel-drive platform
incorporating a compulsory 4-speed automatic and riding on all struts
suspensions
is, shall we say, just a pseudo sports saloon. It is not supposed to be
a real one. Highway overtaking is fine, thanks to its torquey V6, but
don’t
expect much fun in twisty roads. 
As
GM's supercharged Series III 3.8 V6 has retired recently, the top
Pontiac Grand Prix has switched to a new 5.3-litre small-block V8, just
like sister car Chevrolet Impala SS. The all-alloy push-rod V8 is
actually lighter than the iron-block V6. With an output of 303 hp and
323 lbft, it is also considerably more powerful and torquey than the
outgoing engine (43 hp and 43 lbft up). The problem is: can the Grand
Prix's front-wheel-drive W-platform handle so much grunt?
Last
year, Chevrolet sold 290,000 Impalas in the America, making it the
third largest selling car in the category just behind Toyota Camry and
Honda Accord. The selling points of the car are mainly low price and
practicality. However, as the even cheaper new Hyundai Sonata entered
the scene, Impala may not retain the same sales result this year, even
with the revision introduced in 2005. 
While
you think the 268hp Camry or the 265hp new Altima the most powerful
family sedans you can buy in the America, GM is putting a
303-horsepower, 323 lbft 5.3-litre V8 into the engine bay of Chevrolet
Impala SS. Yes, it is the same “small block” push-rod V8 as last year’s
Pontiac Grand Prix GXP. It wants to use astonishing grunt and
tire-smoking acceleration to lure Americans back to the domestic brand.
The Empire strikes back !
Another
problem is the lack of suspension upgrade. The soft tuning leads to
plenty of body roll and pitch to ruin any confidence. By the standard
of fast-going family sedans its handling is already poor enough, let
alone rear-drive rivals like Chrysler 300C. Other aspects are no
better, ranging from the boring 4-speed automatic gearbox (still no
manual mode) to the dull steering. The Impala SS must be developed at a
very tight budget.