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In Buick’s new replacement for
the LeSabre and Park Avenue, GM clearly pulled out all the stops. Terrific
seats, great ride comfort and surprising handling, and excellent interior
quality top the long list of strong points. But the base version and even this
midline CXL model retain their predecessors’ 3.8-liter V6, which has neither
the power nor the refinement to keep up with the other class-leading large
sedans (though liberal use sound-deadening material mitigates the latter
issue). But that flaw alone is not sufficient to do more than keep this
Lucerne version out of the top three in this comparison, it is still an
excellent vehicle in most ways.
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, but the steering is too
light, and a bit vague, though still better than a number of competing models.
As noted, the 3.8-liter V6 does not have the power necessary to accelerate the
heavy Lucerne at the level of many of the others here, its greatest
shortcoming. The engine is not heard from except in hard acceleration,
fortunate because its somewhat harsh (though in this car, always subdued) note
clashes with the rest of the Lucerne’s luxury behavior. Road noise is almost
unnoticeable even on poor pavement, and wind noise never permeates the cabin.
The Lucerne’s weight diminishes gas mileage, but it is still not bad for a
large sedan.
Inside, the
Lucerne is very roomy and comfortable. The three-passenger front seat is less
of a bench than a tiny seat placed between the two bucket seats, and is
available on all but the top-of-the-line CXS model. Those bucket seats offer
plenty of space, and are extremely well-shaped, well-padded, and comfortable,
but the middle position is unusable for all but the tiniest occupants. 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
V6 reviewed here came very well-equipped at $29,437. At that price, it lacks
such items as satellite radio (which is an option priced nearly double the
typical cost) and stability control, which is offered only on V8 models, but
does include rain-sensing wipers, a tire-pressure monitor, an automatic
day/night sideview mirror, a memory system for the power seats and mirrors,
and GM’s OnStar accident notification system.
Overall,
with a stronger, smoother engine (such as the 3.6-liter V6 found in Buick’s
own LaCrosse and Rendezvous models) this Lucerne could have won this
comparison. But even as it is, the 3.8-liter Lucerne is a very impressive
vehicle, with a very comfortable interior (though opt for the standard front
bucket seats rather than the optional bench, no versatility is gained from the
added cost), excellent refinement and ride comfort, capable handling, and a
reasonable, if not value-leading price. It merits strong consideration for
consumers unconcerned with effortless acceleration.
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