Driving Impressions
reviewed by
We drove all of the LaCrosse models at the car's introduction in northern Michigan. Both of the available V6 engines have been tuned to give a nice, healthy growl on full throttle, but disappear into the background in high-gear cruising.
The standard 3.8-liter engine is rated at 200 horsepower and 225 foot-pounds of torque, a cast-iron V6 that's been fitted with electronic throttle control (ETC), a stiffer crankshaft, an underhood silencer, new pulleys, new power steering, and a structural oil pan all in the name of less mechanical noise. With all of its new parts, the 3.8 is the same gutsy V-6 it's always been, with good torque on demand, smooth, quiet operation, and 29 miles per gallon on the highway in the new car.
The new 3.6-liter, the so-called high-feature V6, with double overhead cams and electronic throttle control has quite a bit more horsepower and torque, revs more freely, but comes only in the CXS (at a $3,000 price penalty). The final numbers are expected to be 240 horsepower at 6000 rpm and 230 foot-pounds of torque at 3200 rpm, and 28 mpg.
The transmissions in all three versions worked flawlessly. All models use GM's high-capacity 4T65-E transaxle, which has only four forward speeds, not five or six as in some of the newest designs.
The base suspension used in the CX and CXS has been stiffened at the rear about 20 percent more than the outgoing Regal and Century, with a larger stabilizer bar. The more powerful CXS gets the Gran Touring suspension with stiffer front and rear stabilizer bars, as well as Magnasteer electric power steering. The optional StabiliTrak suspension package comes with Magnasteer II power steering.
We found the CSX more sporty to drive through the trees on an autumn day in northern Michigan. The steering has the same good feel and turn-in power as in the other LaCross models, but the ratio is quicker. In all three models, the suspension rides more quietly and smoothly, and the steering precision is of a much, much higher order than the Century or Regal, really biting into the pavement when you want to turn, with terrific body roll control.
Three different traction control systems are offered: CX and CXL versions use a speed-based system that works with engine torque and fuel cutoff. this helps eliminate front wheelspin when accelerating on slippery surfaces for more stable control. The performance CXS uses GM's full-range electronic traction control, which selectively applies the brakes at one ore more wheels as needed to restore traction. GM's optional StabiliTrak system improves driver control during emergency or evasive maneuvers. StabiliTrak uses sensors to detect the direction the driver is steering the car and if the car is not responding adequately, it applies the brakes selectively and precisely to the left and right wheels and reduces throttle to help realign the vehicle's path with that being steered by the driver.
The 11.7-inch ventilated front and 10.6-inch solid rear disc brakes with ABS are brand-new Delphi brakes, larger, stiffer and more powerful than before. On our middle CXL model, they worked just fine to haul the car's 3500 pounds down from supralegal speeds whenever a sudden 90-degree corner popped up, with a brake pedal feel and deceleration curve that feels like Mr. Lutz ordered it to his personal specifications.
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