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.



  • 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 PHEV Roundup 1

2024 PHEV Roundup

You Don’t Have To Go Full EV To Live The EV Lifestyle

Episode 4338
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You’ve heard us say many times that PHEVs– plug-in hybrid electrics– rather than BEVs– pure battery electrics– are a sound choice for many folks thinking about owning an electric vehicle. Well, buyers do seem to have gotten the message, as while recent sales of all-electric BEVs are down, PHEVs are suddenly skyrocketing. So, we thought we’d give you a close look at the range of PHEVs that are available today.

An EV when you want it, a fuel-efficient hybrid when you don’t; that’s the reason that PHEVs are so appealing, and why we feel they’re the perfect starter vehicle for this time of transition from internal combustion to all-electric. So, buckle up for an alphabetical rundown of all the mainstream PHEVs that are currently available.

BMW has many plug-in options, starting around $46,000 with the 2.0-liter I4-based 330e sedan and its 22 miles of EV range. There’s also a 750e sedan with more than 30 miles of EV range, and an xDrive50e X5 utility with closer to 40 miles of EV range, plus a high-performance XM with 738 horsepower. For partner Mini, a small 1.5-liter I4-based setup is available in the Cooper SE Countryman ALL4 utility with 18 miles of EV range, going for around $42,000.

Ford has been in the plug-in game for some time, and currently gets a great 37 miles of EV range out of their 2.5-liter I4-based setup which is available in both the Escape for about $36,000, and in its upscale Lincoln Corsair counterpart which goes for around $55,000.

Hyundai offers a pair of plug-in SUVs, the Santa Fe priced at around $43,000 and the Tucson which goes for about $40,000; both use a 1.6-liter I4 turbo engine. It shares with their corporate cousins over at Kia. The Sorento, which starts around $51,000, and the Sportage, beginning at $40,000, along with Kia’s Niro at $35,000. All get more than 30 miles of EV Range.

For the high-rollers, Land Rover has a six-cylinder P550e plug-in option for both the Range Rover and Range Rover Sport with 51 miles of range, starting around $119,000.

Mazda is very new to the plug-in game, with their inline-six based setup just recently becoming available in the new CX-70 and CX-90 SUVs, both with 26 miles of electric-only range, starting at $41,000.

Mercedes-Benz has offered quite a few PHEVs over the years, though currently their lineup only consists of the $70,000 GLE450e SUV with a 2.0-liter I4 and 48 miles of EV range; and a $128,000 3.0-liter I6 S580e sedan with 46 miles of range. Though a high-performance 671 horsepower AMG C 63 S E Performance will be blasting onto the scene soon.

We’re very familiar with this second-gen Mitsubishi Outlander PHEV, having had both generations as part of our long-term fleet. The current Outlander PHEV goes for $41,000 and gets 38 miles of EV range from its 2.4-liter I4-based setup.

Stellantis has a wide array of PHEVs available across their many brands, starting with the 3.6-liter V6 Pentastar-packing Chrysler Pacifica Hybrid. It arrived way back in 2017 and currently delivers 32 miles of EV range for $40,000.

More recently, they’ve added the technology to the Jeep brand with 4Xe versions of the Jeep Wrangler for $52,000 and the Grand Cherokee at $61,000. And their most recent setup has just arrived in the compact crossover segment with 33 miles of battery in both the $45,000 Alfa Romeo Tonale and the $42,000 Dodge Hornet R/T.

All of this started with the Toyota Prius of course, which you can now get a Prime version of for $34,000 with a 2.0-liter I4 and 40 miles of range. The RAV4 Prime goes for $45,000 getting 42 miles. Plus, there’s a trio of Lexus PHEV’s rolling with bigger batteries on board, the NX450h+, the RX450h+, and the TX550h+, starting around $58,000.

Volkswagen PHEVs stick to their premium brands, starting with the $58,000 2.0-liter I4-based Audi Q5 55TFSI e quattro SUV with 22 miles of battery range.

Bentley adds electric-motor assistance to a 2.9-liter twin-turbo V6 for both the $206,000 Bentayga SUV, which gets 18 miles of EV range, and the $217,000 Flying Spur sedan, which stretches it to 21 miles. That same setup is available at Porsche in E-hybrid versions of both the $93,000 Cayenne SUV and $110,000 Panamera sedan, getting up to 19 miles on battery power.

Finally, Volvo has had a plug-in version of their turbocharged 2.0-liter I4 since the T8 arrived with the XC90 back in 2016. Now with a Recharge label, an updated version is available in just about every vehicle in their lineup; the S60 and S90 sedans, XC60 and XC90 SUVS, and yes even in the V60 wagon, starting around $53,000 with up to 40 EV miles.

So, there you have it, the Bs-to-Vs of PHEVs. They really are an easy way to live the EV lifestyle today, without going all the way.