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2006 Buick Lucerne CXS Road Test

Retro Reverie Reignites Distant Memories but Leaves Mixed Emotions

Full-size leather-clad luxury, elegant four-door styling, unique marque-specific design details, a sophisticated dual-overhead cam, 32-valve V8 engine; it appears like the new Lucerne CXS has all the right ingredients to make for a premium on-road experience, and for the most part it does.

I picked up my handsome Crimson Pearl example on Tuesday while on my way to the airport, chromed fender ports, classy multi-spoke 18-inch wheels and shiny black waterfall grille framed by gleaming, jewel-like headlamps that mirror trim, attractive tail-lamps; the entire package looking oh so stylish, and have to admit to enjoying the feeling of sitting on its expansive La-Z-Boy-like leather-clad chairs behind

The full-size all-American Lucerne CXS had me thinking about yesteryear, finding me parked in front of the first playground I ever spun on a merry-go-round. (Photo: Trevor Hofmann, American Auto Press)

its rather large leather-wrapped steering wheel. The car, with its resonant V8 rumble and cushy American-luxury ride brought back memories of being a kid, when I learned to drive (and am lucky to still be alive) in my Moms 76 Chevy Malibu.

We always had a General Motors product in the driveway, right back to my Dads 56 Chevy Bel Air, my Moms

The big Buick parked in front of the three-level (with loft) Austrian chateau my Dad built. I grew up in the house that used to stand here, but burned down on Christmas day... some memories are better than others. (Photo: Trevor Hofmann, American Auto Press)

61 Pontiac Strato Chief wagon, a rather cool (not stock) fire-engine red 69 Catalina two-door hardtop, and then, after the Malibu, a Caprice Classic wagon, complete with the requisite faux wood exterior façade, a Buick Somerset coupe that my Mom had after I left the roost, and on my Dads side, a couple of Safari vans in a row and probably a number of others

Cant powerslide the front-drive CXS like me and my kindergarten buddy Bruce could with our toy cars in our pre-school building (left). (Photo: Trevor Hofmann, American Auto Press)

Ive since forgotten.

The early cars were always reliable, for the era of distributor caps, points and carburetors at least, and were fun to drive, especially if you got off on V8-rear-drive-induced oversteer - which I did and still do. Such antics would be impossible in the new Lucerne CXS, mind you, due to its front-wheel drive configuration, but that intoxicating V8 burble and even quicker adrenaline pumping acceleration is on tap, with surprisingly little

The DOHC, 32-valve V8 in the Lucerne CXS is one sweet engine. (Photo: Trevor Hofmann, American Auto Press)

torque steer.

GM is the master of limiting torque steer, thanks to Cadillacs engineers needing to exorcise such gremlins out of its front-drive sedans. Only the full-size DTS, which shares its underpinnings with the Lucerne, continues forward with front-wheel drive now, the rest of Cadillacs lineup powered by the rear or all wheels, but the work done for previous V8-powered FWD models, such as the recent Seville and DeVille, not to mention classics like the 69 Eldorado, which incidentally shared architecture with the Olds Toronado that preceded it by

Thats Daves old house behind the Lucerne. He had the best lego collection. (Photo: Trevor Hofmann, American Auto Press)

three years, plus additional models including the Buick Riviera of 1979, Cadillac Seville of 1980, and so on, means that the Detroit-based automaker has a leg up on most rivals when it comes to taming high-torque V8-powered, front-drive cars.
And the V8 in the Lucerne CXS is one sweet engine. Its not as high in output as Chryslers 5.7-liter HEMI, per se, but the silky-smooth 275-horsepower 4.6-liter mill makes a V6 eclipsing 295 lb-ft of torque. And other than that Chrysler 300C, and its Dodge Charger stable mate, plus, I suppose, GMs own Pontiac Grand Prix GXP, which ironically

This road used to have big wide ditches on the left, perfect for catching tadpoles with my friend Jeff who lived to the right. (Photo: Trevor Hofmann, American Auto Press)

makes more muscle than Buicks more sophisticated powerplant thanks to 700 cubic centimeters greater displacement, and features a trick cylinder-deactivation feature to save fuel, although its overhead valve architecture makes it less impressive to the import crowd, no rivals offer V8 power in the entry-level luxury segment.

Of course, the Buick V8 isnt necessarily quicker off the line than competitors six-cylinder engines, so the benefits it offers have more to do with a smooth, relaxed composure during its sprint to highway speeds and, of course, that wonderfully throaty exhaust rumble

Was Marks house this one... (Photo: Trevor Hofmann, American Auto Press)

that those of us raised on American iron love so dearly.

Most domestic fans wont care too much that the transmission fitted to the world-class V8 is somewhat rudimentary, at least in the fact that it only includes four forward gears and no manual mode. GM isnt quite in the same league as its rivals when it comes to low-priced automatics, ironic considering it was previously a leader in this field, other than the once state-of-the-art but now merely adequate five-speed, manual-mode unit used in its Cadillac rear-drive cars and crossover. Still, the four-speed unit shifts easily if not a bit on the crude side, especially when sliding into reverse where it hits with an awkward clunk. Its smoother as

.... or this one, I cant remember. I think it was this one. Mark, you out there? (Photo: Trevor Hofmann, American Auto Press)

the cars speed climbs, however, and the engines ample torque makes the need for additional gears less of a problem than it would be for the base six-cylinder model.

Of course, I havent driven the base Lucerne, although Ive driven the LaCrosse with the 3.8-liter overhead valve V6, four-speed auto combo and it does fairly well. While the Lucerne is heavier, for those not interested in performance first and foremost, the $25,265 CX and its 197 horsepower and 227 lb-ft of torque, both maximized at the same 5,200 rpm, should be ample, and the price can hardly be beaten for a large car with the same features. Actually, I think that the Lucerne is most competitive at this price point. Certainly it sees full-size

Lots of room and some nice switchgear detailing, but the faux wood is really faux, if you know what I mean. (Photo: Trevor Hofmann, American Auto Press)

rivals priced lower, such as the more powerful, more radically styled $23,775 Chrysler 300, or the less distinctive although very competent $22,230 Ford Five Hundred (I would have included the Dodge Charger although I think its racier styling targets the Pontiac crowd more than Buicks traditionally more conservative buyer). Toyotas larger, more stylish and extremely well appointed Camry is also in this league, and with a V6 starts a bit lower at $23,040. The Avalon is sized more like the Lucerne, mind you, and is priced quite a bit higher at $26,775; although wonderfully equipped. Of course, Buick makes a model to compete with this, the V8-powered CXL and slightly sportier CXS Im sitting inside right now. Although, from my current point

The center stack features nice buttons and knobs, but its design, like the rest of the cabin, is hardly inspirational. (Photo: Trevor Hofmann, American Auto Press)

of view, yes, the view from the drivers seat, the cars interior is where GM has fallen short.

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