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The V8 Lucerne,
essentially a smaller and less expensive Cadillac DTS, came out second place
of fifteen large sedans in a previous IFCAR comparison, losing out only to the
$4,500 less Hyundai Azera that is not included here for its lack of a
navigation system. In that comparison, it was lauded from a reasonable
ride/handling compromise (for a large car), very comfortable seats, and good
power and refinement. But the top-of-the-line CXS model reviewed here (the only one that
can be easily found with the optional navigation system) has a firmer
suspension than the others here and than the CXL model that did so well in the
previous comparison. The Lucerne is hardly a stiff sporty car, and its larger
tires hardly roar, but they cost the car enough comfort and refinement to be
the main factor to cost
it the win here. But for all its merits that put it so high here and in the other
comparison, it is a worthy choice, particularly if you are looking for
respectable handling.
The
Lucerne has a very
comfortable ride, but this CXS model’s Magnetic Ride Control controls ride
float at the expense of feeling some bumps a bit more sharply. (Some may
prefer this setup.) The 18-inch tires don’t help. The Lucerne handles
competently, and body roll is not objectionable, and the steering is
adequately responsive and reasonably well-weighted. While it is hardly fun to
drive, it is far more comfortable in cornering than the Cadillac DTS, with a
similarly comfortable ride. Even with its V8, the Lucerne is not as quick as
the V6 Toyotas in this group, but it has more than enough power for any use
short of a drag race and is quicker than the heavier DTS. The engine is not
heard from except in hard acceleration, when its pleasant rumble is preferable
to the near-silent hum of the Toyota V6. Road noise is noticeably more
pronounced than in the CXL model, thanks to the 18-inch tires, but wind noise
is unobjectionable. The Lucerne ties with the other V8s in this group to
achieve its lowest gas mileage.
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. The shape does limit
middle-seat comfort, however.
The interior uses high-quality materials that fit together very well, but like
the Town Car, doesn’t have quite the luxurious feel of the others here. The
gauges are large and clear and the instrument layout is similar to the DTS’s
in its simplicity. 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 eat into the space.
The Lucerne reviewed
here came in well-equipped at $35,215. At that price, it comes with most of
the equipment of the Cadillac DTS that costs nearly $9,000 more, except for
the front obstacle detection sensors and the heated rear seats and steering
wheel.
Overall, the Lucerne
comes very close to winning this comparison. It comes down to priorities and
model availability, if you are willing to sacrifice a bit of ride comfort and
refinement for superior handling, or if you can find or order a CXL V8 with
the navigation system, consider this car the winner, even if only by a margin
as narrow as it came up short by. In any case, it meets or
exceeds most of the high standards set in this class by pricier competition,
and makes it nearly impossible to justify purchasing the similar Cadillac DTS
that costs $9,000 more. It is worth a look from anyone looking for a
comfort-centered luxurious sedan.
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