2011 Buick Lucerne

The Lucerne lacks the rear-wheel drive of top foreign luxury cars from BMW, Lexus and Mercedes-Benz, but has surprisingly good handling. That's especially true with the top-line Lucerne CXS, which has a special suspension, larger tires and a version of Cadillac's smooth 4.6-liter 275-horsepower Northstar V8, which provides very quick acceleration.

Buicks and eight-cylinder engines went together for as long as most people care to remember, but the Lucerne is the first V8 in a Buick since the automaker's 1996 Roadmaster sedan.

Various Trim Levels
The base Lucerne is the $25,265 CX. It has Buick's old-but-polished pushrod 3.8-liter V6, which produces 197 horsepower and acceptable acceleration. The CX has 16-inch wheels and is available with front bucket seats or an optional front bench seat for traditional (spell older) Buick buyers.

The midrange $27,265 CXL V6 only comes with front bucket seats and leather seating material, along with 17-inch wheels. It lists at $29,265 with the Northstar V8.

Sportiest Lucerne
The sportiest Lucerne is the $34,265 CXS V8, which has leather seats, 18-inch wheels and a more sophisticated suspension. Still, no Lucerne suspension delivers sloppy handling.

The Magnetic Variable Assist steering in the CXS (and CXL V8) is precise, with the right amount of firmness. The CXS also has standard Magnetic Ride Control to better handle various roads, a StabiliTrak anti-skid system and Brake Assist (both optional for the CXL V8) to enhance performance of the anti-lock brake system. Anti-lock brakes and traction control are standard on all Lucernes.

All Lucerne trim levels have a good amount of comfort, convenience and safety equipment, including six airbags.

Buick General Manager Steve Shannon predicts that only about 25 percent of Lucerne buyers will order the V8. However, Buick may be underestimating demand for that engine, especially if the Lucerne catches on with younger buyers.

Old-Style Automatic Transmission
Both engines work with a 4-speed automatic transmission. It's responsive, but a modern 5-speed automatic should be used in such a new car. Toyota's popular rival Avalon has a 5-speed automatic, although Buick's Shannon noted that the $26,625-$33,815 Avalon only comes with a V6.

"The Avalon is the Lucerne's closest competitor," Shannon said. "The Lucerne gives Buick its best shot at bringing people to us, and we've gotten import cars in trade."

The new Buick may cause the age of generally older Buick buyers to drop, but Shannon seems largely unconcerned about Buick owner ages.

"Lots of people turn 65 every day," he said.

Decent Fuel Economy
Estimated fuel economy is 19 mpg in the city and 28 on highways with the V6 and 17 and 25 with the V8. Those numbers are acceptable for a luxury car that weighs about 4,000 pounds, although the 268-horsepower Avalon V6 provides an estimated 22 mpg city and 31 highway.

The Lucerne replaces the aged Buick LeSabre and Park Avenue, and the CXS version feels like a good U.S. luxury car with Germanic overtones because it can be driven fairly fast on various types of roads without making a fuss despite its front-wheel-drive setup.

At the same time, the Lucerne delivers the smooth ride Americans have come to expect from Buick.

With the LeSabre and Park Avenue gone, Buick can't afford to alienate owners of those cars or other Buicks with the Lucerne. In fact, Buick has one of the most loyal American car owner groups, and many of its members should be impressed by the Lucerne, which is one of the best Buicks ever.

The Lucerne shares the enlarged, strengthened platform with the admirable front-wheel-drive Cadillac DTS full-size sedan. It was used by the original Oldsmobile Aurora, which had one of the most rigid GM platforms.

Largely Conservative Styling
The Lucerne has Buick's traditional "waterfall" grille and a smooth Lexus-like look. But it's too conservatively styled to draw many second glances, despite a rakish windshield angle up front and sexy chromed dual exhaust tips at the rear.

While more flamboyant styling probably would draw more younger buyers to the Lucerne, such styling really isn't expected from a luxury Buick. Fit and finish of Lucerne body panels and trim pieces in the interior is superb. It shows that the Lucerne is made at one of GM's highest quality plants.

Car buff Bob Lutz, who's head of GM's global product development, held up production of the Lucerne until satisfied with its styling, quality and performance.

"GM didn't build bad cars in the 1980s and 1990s, but those autos lacked the fit and finish and styling and elegance they should have had," Lutz said in an interview.

Traditional Portholes
Lutz clearly favors the Lucerne CXS. Its V8 allows the car to get eight "portholes"—or four for each front fender. The V6 versions get three per fender. The portholes pay homage to a classic Buick styling cue.

Buick designer Ned Nickles, inspired by World War II figher planes, developed the portholes, originally called "VentiPorts," by cutting holes in the sides of the hood of his 1948 Buick Roadmaster convertible. Nickels then installed flashing amber lights behind them to give the impression of a potent engine with a flaming exhaust.

To Nickels' surprise, colorful Buick boss Harlow Curtice liked the portholes so much that he ordered them used on 1949 Buicks—but without the lights. They became a Buick styling cue, although their shape evolved from round to oval to rectangular slits. They were discontinued in 1958, but returned several years later.

Why mention such tradition? Because it's something the Lucerne's Japanese rivals lack and is a selling point for potential Lucerne buyers.

Limousine-Style Room
Wide doors with large, elegant chromed handles allow easy entry to the church-quiet interior, which has understated elegance and limousine-style room in the rear.

Lucerne seats are comfortable and especially supportive when taking curves in the CXS. But gauges should be backlit, as in a Lexus, for easier reading under different light conditions.

Easily Used Controls
Easily used controls are a relief from the increasingly complex ones and overdone dashboards in high-line cars. Even the ignition switch is put high on the steering column so it's easy to reach without groping.

However prominent red turn-signal arrow lights that flash in the outside mirrors when a driver activates the turn signal lever can soon become annoying.

The big trunk has a low liftover, but its lid uses old-style manual hinges instead of hydraulic struts. The hood raises easily on such a strut, and the trunk lid will be opened much more than the hood.

The Lucerne is quite good. But it won't be easy for Buick to convince those who've fallen in love with Japanese or European competitors to visit a Buick dealer and take the Lucerne for a test drive.