Full Review – Buying a 2012 LaCrosse could expose you to what appears to be a trick question: Do you get the 303 hp 6-cylinder or the 182 hp 4-cylinder + 15 hp electric motor – for the same price? The case for the eLaCrosse is not exactly convincing and quite confusing, but it’s something we may have to get used to sooner or later.
Buick’s LaCrosse was among those vehicles that desperately needed a boost in fuel efficiency. The 2011 182 hp 4-cylinder in the base CX model delivered just 19/30 MPG. Granted, the relatively weak 4-cylinder never fit to this massive sedan anyway and the average buyer of this car may be much more interested space and a cushy ride than fuel efficiency, but it was an obvious move for GM to think about ways to drive up the MPG rating in a relatively simple and affordable way.
The idea
The approach to get the LaCrosse further with very gallon of fuel is based on two distinct thoughts. First, there are aerodynamic and weight improvements that include grille shutters similar to those found in the Cruze Eco compact, which we found to be a surprisingly efficient car, as well as underbody panels that improve airflow. Like the Eco, the LaCrosse eAssist also has a smaller fuel tank, 15.7 gallons versus 18.4 gallons in the 3.6-liter version, due to the battery integration. However, less gas also saves some weight. Second, there is a 15 hp, 79 lb-ft electric motor that is powered by a 0.5 kWh battery and delivers an electric driving mode and a power boost in “certain” driving conditions. According to GM, the new LaCrosse eAssist, which now comes standard with the 2.4-liter Ecotec engine (developed by GM’s Opel unit in Germany), as well as a new 6-speed automatic, is good for 25/36 MPG, or a 25% improvement of fuel efficiency. In comparison, it’s a relatively economic approach to achieve better fuel efficiency and GM even says that the LaCrosse uses less gas than the Infiniti M (which has almost twice the horsepower for almost twice the price, however).
The 2012 LaCrosse is priced from $30,170 in V6 or 4-cylinder eAssist form. Our reasonably equipped tester with leather, navigation and the head-up display (which we would forego) stickered for a little over $36,000.
The simplicity of eAssist continues with the marketing and presentation of the car. There are no badges and no hints that make this an obvious hybrid at first sight. When you order the car, you will have to read the fine print to find out that there is an electric motor. The hybrid animation screens inside the vehicle are everything else but obvious. The only immediate giveaway is the substantial battery pack in the trunk. In fact, the presentation is so subtle that we wondered, even after the first few miles in the car, whether GM had given us the right vehicle for review. It felt just like a regular 2011 version without the eAssist. Traditionally, GM was much more aggressive in throwing hybrid badges in your face. In some way, our LaCrosse confused us in the beginning and it took us a few days to understand the philosophy of the car. In the end, it all made sense.
Driving the eLaCrosse
There has been some discussion how to describe the type of drive train used in cars such as the LaCrosse eAssist – mild hybrid, soft-hybrid or possibly micro hybrid. We would prefer micro-hybrid simply because of its backstage appearance.
The LaCrosse is a substantial car that appeals to the older, traditional Buick buying crowd. It is not a car that invites engaged driving. In its setup, this Buick reminds you more of grandma’s sofa than a sport sedan. The last thing you will do with the LaCrosse is to chase it around corners as the vehicle will quickly tell you that it’s built for cruising and not for spin on PCH. In this view, the 3.6-liter 303 hp engine fits much better to the character of the LaCrosse and will deliver on the expectation to move the sedan effortlessly and with grace. If your focus is not fuel efficiency, it is a no-brainer to chose this drivetrain (17/27 MPG) over the 2.4-liter eAssist.
The 182 hp engine leaves no doubt that it has to work much harder to move the 3835 lb LaCrosse. It is substantially whinier and needs higher RPMs. GM says that the 15 hp electric motor provides extra boost, which we found to happen especially under heavy acceleration. So, the electric power is available in scenarios that you are explicitly trying to avoid if your goal is the best fuel efficiency possible. If driven with a feather-foot, the electric motor will almost never kick in and if it does, it is only available for one or two seconds at a time. Compared to the traditional hybrids in GM’s portfolio, this car cannot be driven on electric power over extended distances of a mile or two.
It’s easy to guess that this system won’t deliver the crazy fuel efficiency of expensive hybrids. In our mixed driving cycle, we ended up with 24.7 MPG – below GM’s estimate. We do not doubt that 36 MPG on the highway is possible, but it’s tough to exceed 25 MPG in the city. That said, the eAssist system delivers a 20% improvement over the system without the electric assistant. As far as the performance of the car is concerned, you can hit 0-60 in 8.9 seconds, but fast acceleration is not what this car wants to do and makes you feel guilty when it is pushed to its limit. You may sense the need for an occasional race from a traffic light, especially when you notice the air vents on the hood. But then you remember that those vents are fake and you rather enjoy the comfort of the supple leather seats, and your eyes travel around a tastefully appointed cabin, from the stitched, soft leather surfaces on the dash to the wood accents on the doors. You realize the outstanding build quality that gives confidence that your LaCrosse looks and feels like a vehicle twice the price you actually paid. And, let’s be realistic, you are too old and sensible for traffic light races anyway.
Why the LaCrosse eAssist shows the way
I have to admit that I had a tough time with this car initially. Is it a hybrid or not? And if it is, what is its advantage over the previous 2.4 liter-four and the strong V6? I struggled with the proposition until a friend told me that he would buy a hybrid when it is mainstream enough that he would not even know that he is driving a hybrid. There is no better description for the LaCrosse eAssist. The benefits are rather mild, but they are definitely there. Compared to the 2011 LaCrosse (2.4 liter) base model, the 2012 eAssist is $2830 more expensive, but this amount is much easier to swallow than the usual $5000 to $8000 package for a stronger hybrid.
We still think that the eAssist drive train is not a conclusive offer for the LaCrosse and the clientele this car attracts. But the drive train is a perfect example how hybrids are made much more affordable and deliver better fuel efficiency for a marginally higher price. In the future, we believe that there will be many more cars that will offer a choice of a fuel-efficient and more powerful engine for the same price. In the case of the LaCrosse, the decision may go against the eAssist version, but such drive trains could make a lot of sense in compact or midsize sedans.
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