I am in my mid-20's and find this to be one great looking car! I have driven BMW's & Cadillacs before and the Lacrosse is way ahead of the competition. The Styling is great inside and out and very comfortable.
F/U review to one posted in January of this year. After almost 11 months of ownership I am still quite impressed with the vehicle. This is indeed a head turner and my family gets a kick out of watching people ogle the stylistic decor. In fact, just purchased a third car for my daughter today, and while not a LaCrosse, it was interesting to watch the sales staff walk around this car, as we stood by from afar, looking, pointing and talking amongst themselves. In fact, I requested the salesman not ‘sell my car’ while I took his for a test drive!
Overall the style, ride and comfort is awesome. Then came the repairs! It started with an issue regarding the sun roof. Out of no where it would not fully close. I noticed it on the highway at greater speeds than on city streets. No leaks but whistling. Brought it to the dealer and they "reset" the computer stating it was misreading alignment in sensors. Problem solved...sort of. 3 times this happened along with them reseating the entire sun roof unit. It happened again after the reseating and then they stated the next try possibly costing me $$ because they needed to bring in a GM consultant at a cost. After MANY back-and-forths we agreed to let him at least look at it before deciding on a course of action. He said that they didn't follow the service bulletin properly and pointed out the instructions state to remove glass from frame BEFORE reseating sensors, aligning the frame then reinsert glass. OOPS! Can't make this up. All is fine. The above was not the "car's" fault but the stooges working on it. The straw that broke the camel's back? At 59K miles (still under warranty thankfully) it required a Catalytic Converter on Bank 1. Here I am at 96K miles and I need the same Cat replaced and it is NOT under warranty! $1K! Also - Rear Hub & Bearing at 70K miles!, Front hub & Bearing at 80K miles, and the brakes seem to need replacement a whole lot more often than my Lincoln. Going back to Lincoln...thanks for nothing Buick!
This car is a hollow soulless plastic shell on an overpriced and underpowered piece of crap. The car comes equipped with Tiptronic shifting. However, having owned a Honda with tiptronic shift, this is more for show than actual delivery of performance. At 22,000 miles, this car had sensor issues with the traction control, stabilitizer and the Emergency brake. While driving the car, the sensors sent a slipping wheel message to the car and made the car go from 10 mph to 0 without warning. There are 60 service bulletins about this car and 50 are related to the Traction Control and Parking Brake sensors being activated, however the GM garage was unable to fix the car in less than 4 weeks and they even tried to talk me into trading out of the car when it appeared they were unable to fix the car after 15 days. Having owned a car with 195 HP and this one advertising 260 hp, this car is slow to accelerate and it seems kind of hollow without much power. Had it been priced at $18,000 brand new and not $38,000 brand new it would have been more appropriate.
I love this new LaCrosse. Got mine in June, after 5 months it has been flawless! Got the CXS with every option but the Touring package. Blue w/Cashmere interior. This car's performance is phenomenal and returns above average MPG. Standout qualities are interior quietness, exterior design, ride and handling. The Navi system is first-rate with high-def graphics lacking in other GM offerings. I get lots of compliments at the gas station, in parking lots, etc. Really a departure from the previous model they had out. I am glad I gave this car a try, I love it!
Audio System With Navigation and Back-Up Camera ($1,995); Oversized Power Sunroof ($995); Touring Package ($800 -- includes 19-inch nine-spoke alloy wheels, P245/40R19 all-season blackwall tires, continuously variable real-time-damping chassis with Sport mode selectivity); Xenon HID Headlamps ($695); Head-Up Display ($350); Rear-Seat-Mounted Thorax Airbags ($350).
3,564cc (217 cu-in)
DOHC 4 valves per cylinder, continuously variable valve timing and lift
Compression ration (x:1)
Horsepower (hp @ rpm)
280 @ 6,300
Torque (lb-ft @ rpm)
259 @ 4,800
Transmission and axle ratios (x:1)
I = 4.48, II = 2.87, III = 1.84, IV = 1.41, V = 1.00, VI = 0.74, FD = 2.77, R =2.88
Compared to the 3.0 CXL, there's only a little more snap or sizzle from the CXS's 3.6-liter V6. Again, shifts are exceptionally smooth and occur at what we assume is a 6,500-rpm redline (none evident on tach). Quiet and confident but not at all what we'd call thrilling.
Pedal has some idle stroke, but the brakes themselves feel strong. Despite an identical 127-foot best stop, there's a little more fade on the CXS than on the CXL where this car's distances grew by about 5 feet from first to fourth stop. No ABS flutter or hum and dead straight.
Skid pad: Appropriate effort/build-up from steering wheel. Easy to find the mild understeer at the limit. Good balance so I could easily alter the course with the throttle. ESP is rather conservatively tuned here, resulting in both brake application and throttle closure. Slalom: This CXS doesn't feel as crisp as the CXL did, but it ultimately makes the same handling numbers. The differences are: turn-in isn't as quick, it takes more time to take a set, and I had more difficulty placing the car very near the cones without hitting them. The stability system is well tuned to approach limits with minimal intrusion. All handling tests in Sport mode.