2010 Buick LaCrosse

2010 Buick LaCrosse

Episode 2902
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

After decades of being too closely associated with older, more conservative buyers, Buick made a breakout in appealing to a younger, more affluent set with the 2008 Enclave crossover utility. The Enclave has been an unqualified success. A second effort is ready with the all-new Lacrosse sedan. While the name is familiar, the car is anything but. It’s a fresh approach with stunning good looks inside and out. Now we’ll see if the Lacrosse can deliver.

Except for the name, the 2010 Buick LaCrosse is all-new. And even that was a point of discussion, since it was first revealed as the Invicta concept at last year’s Beijing Auto Show, and is sold in Canada as the Allure. Its sexy, Asian-penned styling could be mistaken for anything from a Lexus to a Mercedes. Scimitar blade-shaped headlamps flank an Enclave-like waterfall grille. Stylized Buick portholes have migrated from the fenders to the hood.

A high beltline makes room for a deeply sculpted “sweepspear” body line, and provides the greenhouse a low-slung look, even though this LaCrosse is two inches taller.

The less-original rear has lots of chrome- on the license plate header, edging the taillights, and plating the dual exhaust. Wheels come in 17’s, 18’s, or our top-of-the-line CXS Touring’s 19-inch chrome-painted alloys wearing low-profile Eagle RS-A rubber. As part of the ground-up redesign, the outgoing LaCrosse’s pushrod engines are gone, replaced by a trio of twin-cam motors, all with fuel saving direct fuel injection, and a six-speed automatic transmission. Base CX and mid-level CXL share a 3.0-liter V6 with the new Cadillac SRX, churning out 255 horsepower and 217 pound-feet of torque.

Our LaCrosse CXS sports the same award-winning 3.6-liter V6 that powers the Enclave, rated at 280 horsepower and 259 pound-feet of torque. It will be available in front or all-wheel-drive, a first for a Buick car. Due soon is the Malibu’s frugal Ecotec 2.4-liter four cylinder. This new base is rated at 182 horsepower and 172 pound-feet of torque, with highway fuel economy well into the 30’s.

But even our CXS 3.6 did pretty good in that area. Government fuel economy ratings are 17 city, 27 highway. We achieved a fine 24.5 mpg in real-world driving with regular gas. With an Energy Impact Score of 16.3 barrels of oil consumed annually, and a carbon footprint of 8.7 tons of CO2 per year, the LaCrosse CXS is on par with its premium rivals. Ditto acceleration: zero to 60 in a respectable 7.5 seconds, with a quarter mile of 15.9 at 90 mph. The big six delivers fine low-end power off the line.  Shifts, however, were soft and delayed.

Handling from its new-generation Epsilon platform was actually better than expected. Despite some tendency to understeer, the LaCrosse shifted its weight well along a taut suspension equipped with optional real-time damping. Steering had reassuring heft and a strong self-centering feel. With standard stability and traction control, LaCrosse is much nimbler than its 4065-pound curb weight suggested. Grippy anti-lock disc brakes and a nicely-modulated pedal made for stops averaging a short 125 feet from sixty. Stability was excellent.

Now for the best part; Invicta’s gorgeous and emotional interior theme was delivered intact for LaCrosse, including elegant door treatments, twin-pod instrument cluster, cool blue lighting, and graceful center console. Beefy seats are wrapped in finely-stitched soft leather with available heat and ventilation. Eight-way power is standard for the driver as is excellent lateral support. 

All trims are equipped with satellite radio, automatic climate, and OnStar. Our CXS was loaded up with navigation and rear view camera, oversized sunroof, and head-up display. The split rear seat cushions are a little low, but there is generous legroom, besting the Lexus ES 350 by 4 1/2 inches. There’s an armrest with pass through, an available power rear sunshade, and dual screen DVD. The trunk, however, at 12.8 cubic feet, is smaller and less useable than the ES’.

Base pricing for the LaCrosse is $27,835 for the CX; the CXL starts at $30,395, $32,570 with all-wheel-drive, and the CXS starts at $33,765. In China, where Buick is number one in sales, the venerable brand is revered as a style-setter. With the Enclave, and now the 2010 LaCrosse, that image is starting to take hold in America as well. The “new” General Motors has a lot riding on the success of the LaCrosse, and from where we sit, this ride looks fantastic.

 

Specifications

  • Engine: Cxs 3.6-Liter V6
  • Horsepower: 280
  • Torque: 259 Lb Feet
  • 0-60 MPH: 7.5 Seconds
  • 1/4 Mile: 15.9 Seconds @ 90 MPH
  • 60-0 MPH: 125 Feet
  • EPA: 17 MPG City/ 27 MPG Highway
  • Mixed Loop: 24.5 MPG
  • Energy Impact: 16.3 Barrels Oil/Yr
  • CO2 Emissions: 8.7 Tons/Yr
2024 Hyundai Kona EV 1

2024 Hyundai Kona Electric

Plugging In And Riding The Wave

Episode 4410
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

With Hyundai expanding their fantastic lineup of IONIQ EVs, it’s easy to forget about the Kona, which has been available in all-electric form since 2019. In fact, this second-gen Kona was designed as an EV from the get-go and adapted to employ ICE powertrains for those who are either not ready or not willing to go down the full EV path. It’s a great strategy, one we’re about to dive further into.

As we nudge closer to the theoretical end of the internal-combustion engine for our personal transportation, it’s vehicles like this 2024 Hyundai Kona, available with both ICE and electric powertrains, as in this Kona Electric, that are best equipped for this transition, allowing consumer demand to be the sales driver.

All Kona Electrics are front-wheel drive, available in SE, SEL, and Limited trims. The base SE gets a 133-horsepower motor and a range of 200 miles from its 48.6-kWh battery. SEL and Limited get a larger 64.8-kWh battery, and a bigger 150-kW motor producing 201 horsepower and 188 lb-ft of torque. This Limited is rated for 261 miles, but based on our highway-heavy driving loop, we’d put the actual range closer to an impressive 290 miles. With DC Fast charging, the Kona Electric can get to 80 percent in 43 minutes, and with the charge port mounted right up front, we like the convenience of being able to just pull right up to the charger without worrying about which side the port is on.

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Now, this is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors. And it was plenty quick at our test track, where despite a hesitation to deliver full power immediately off the line, 60 mph arrived in just 7.1 seconds; plenty quick for a commuter car and half a second quicker than its turbocharged ICE counterpart. Power did seem to taper off towards the end of the track, but we still managed to clear the quarter in a decent 15.6 seconds at 92 mph. Stops from 60 were well-controlled and consistent, averaging 110 feet with good initial bite, and an acceptable amount of nosedive.

This is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors.

Carrying its powertrain weight down low instead of over the front axle, the Kona EV felt even more stable in our handling course. The front end will start to slide as you reach its limits, but we’ll chalk that up to the hard, eco-minded tires as much as the chassis. The steering feel tightens up quite nicely in Sport Mode.

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This second-generation Kona is much roomier inside than the first gen, and while there are some EV-oriented aspects to the new design, the overall layout appears fairly traditional, and it shares everything with the ICE version. Front seats are firm but supportive, and covered in H-Tex simulated leather, helping top Limited feel a tad more lavish than it should at its price point. The large horizontal 12.3-inch touchscreen display with navigation sits more in front of the dash than on top of it, and merges directly with the 12.3-inch digital driver’s display; both are standard.

Using 29-kWh of electricity per 100 miles, the Kona Electric is quite efficient. Pricing starts at $34,070; that’s about eight-grand over a base ICE Kona, but certainly at the low end when it comes to battery electric vehicles. Top Limited comes in at $42,440. A sportier N Line version is set to arrive next year.

The Kona design is a great package, made even better with the option to go Electric. And even with all the push to go full EV, there are still relatively few inexpensive options for buyers to choose from. This 2024 Hyundai Kona Electric is one of the best yet, making it one of the easiest ways to join the EV lifestyle.