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The V6 version of this
car, which placed fourth here, has only one flaw: its engine. An extra $2,000
buys a substantial upgrade in that department, swapping a 3.8-liter V6 with a
smoother, quieter, better-sounding, and more powerful 4.6-liter V8 that has
seen use in several Cadillac models of the past and present. That engine makes
all the difference in producing the best car in this group. Of course, that
$2,000 ($2,500, when the V8-only stability control is added) put on top of the
not-inexpensive V6 Lucerne makes this model one of the more expensive cars in
this group, and the V8’s fuel economy is not impressive.
The Lucerne has a very
comfortable ride, but while it typically absorbs road imperfections large and
small without issue, it is prone to a touch of highway-speed float, though it
can recover quickly from that. The top-of-the-line CXS V8 has a system known
as Magnetic Ride Control that automatically varies the suspension firmness and
works well to control this issue. The Lucerne handles competently, and body
roll is not objectionable, and the V8 model’s steering is better-weighted and
is more responsive than the V6’s. Even with the 4.6-liter V8, the Lucerne is
not as quick as the V6 Toyota Avalon, or the sport-oriented V8-powered
Chevrolet, Chrysler, or Dodge, but it has more than enough power for any use
short of a drag race. The engine is not heard from except in hard
acceleration, when its pleasant rumble is vastly better than the rough but
subdued 3.8-liter V6, and preferable to the near-silent hum of the Toyota
Avalon’s V6. Road noise is almost unnoticeable even on poor pavement, and wind
noise never permeates the cabin. The weight of the Lucerne coupled with the
large engine puts its fuel economy as a tie for the back of the group; the EPA
rates the Avalon’s gas mileage to be five miles per gallon higher.
Inside, the Lucerne is
very roomy and comfortable. The front bucket seats offer plenty of space, and
are extremely well-shaped, well-padded, and comfortable. The rear isn’t as
vastly roomy as some of the others here, but there is still no lack of space,
and the seat cushion is excellently shaped and padded, though the shape does
limit middle-seat comfort.
The interior uses high-quality materials that fit together very well, a
radical departure from this car’s predecessors. The gauges are large and clear
and the instruments are simple to use and conveniently placed; the ergonomics
here do not suffer from the overstyling that plagues an increasing number of
newer cars. Drivers sit very comfortably, though forward visibility is
compromised by thick roof pillars. High seats, a high roof, large footwells,
and large door openings ease entry/exit. The trunk is roomy and well-shaped,
but the trunk hinges consume space unlike in some competitors, and the rear
seats do not fold.
The Lucerne has not been
crash-tested by either the IIHS or by NHTSA.
The Lucerne V8
reviewed here came very well-equipped at $32,024. Even at that price, it lacks
satellite radio (which is an option priced nearly double the typical cost),
but does include the optional stability control that the V6 Lucerne does not
offer, as well as rain-sensing wipers, a tire-pressure monitor, an automatic
day/night sideview mirror, a memory system for the power seats and mirrors, a
rear-obstacle-detection system, remote
engine starter, and GM’s OnStar accident notification system.
Overall, the strong,
smooth V8 complements the rest of the vehicle’s excellence to make it the best
large sedan available, but at a cost. This Lucerne, at over $32,000, is one of
the more expensive cars in this group, costing it the winning position. If
cost is no object, this Lucerne is the best choice in this group.
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