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2012 Buick LaCrosse e-Assist

Vehicle: 2012 Buick LaCrosse e-Assist with Convenience Group and power moonroof
Price as tested: CDN$41750

Performance: While the uplevel 3.6 liter has uprated to 303hp, its the e-Assist which is the highlight of LaCrosse’s changes. The e-Assist is basically a set of lithium-ion batteries located at the back of the trunk, which uses regenerative braking to power all the necessary power items. Another benefit is the e-Assist uses the extra energy on top of the 2.4 liter Ecotec 16-valve engine’s performance and efficiency, for those who don’t need to upgrade to the V6. In real life driving, we won’t noticed anything during the transition between e-Assist and gasoline engine. Its as seamless as any gasoline engine out there, with the benefit of exceptional fuel economy. Another credit is where GM is honest about their energy rating. With the 4-cylinder combined with the batteries. The LaCrosse has 182hp and 172 lb/ft of torque. The e-Assist alone cost 15hp and 79 lb/ft of torque. For many carmakers, especially those who hybrid driven, they would cooked their figures for better marketing purpose. For GM, its all about fact. That said, the Ecotec has benefitted from direct fuel injection, variable valve timing and electronic throttle as a host while adding the sweet 6-speed automatic to the mix. All of these have combined to make LaCrosse to achieve such an excellent fuel economy for such a heavy 3775kg of luxury ride. We are able to combined 7.3 liters per 100km, as a combined figure. That’s dare close to Buick’s posted 7 liters per 100km. Without the proper gear ratios of GM’s wonderful 6-speed automatic, we won’t be able to achieve such a nice numbers. This is a rarity with anything gas and batteries combined, which is usually pretty far off to a complete disappointment. The engine start/stop system wraps up e-Assist’s economical equation, which turns the engine off while keeping all the power accessories working while stuck in traffic on in short traffic light stops. As a whole package, e-Assist impressed. :D

Handling: While everyone would have lamented LaCrosse as a traditional Buick luxury sedan, which put more emphasis on luxury over dynamics. The LaCrosse continues to be impressed. Along with the Epsilon 2 architecture, which has been famous for its world-class rigidty and stiffness. It has served as a great foundation for suspension to hang its hats. That means it provides the equally compelling ride quality as one expects from a Buick, without losing anything when it comes to handling. In fact, LaCrosse handles as good as anything else from Japan and Europe at its pricepoint. The suspension is soft without feeling like a wet noodle, while adding a sense of suppleness and firmness to add to driver’s confidence. The result is a full-lined luxury sedan which is as capable in any corners as on the open highway. The steering provides progressive feel and feedback even though it feels a bit vague, off-center. Its not too hard to induce understeer when pushed into limits. While you certainly won’t mistaken a LaCrosse as a Porsche Panamera on black-top twisties, the amount of confidence and inspiring dynamics would certainly delight many of those naysayers who won’t believe a Buick full-sizer is actually a capable car. Whenever a driver rears the ugly heads, there is always GM’s Stabiliztrak waiting in the wings to control under and oversteer.

Brakes: Hybrids used to feel spongy with regenerative braking. With LaCrosse’s e-Assist, it doesn’t feel anything numb or spongy at all. In fact, the pedal always feels firm and solid even when nailed the pedal to the metal. The stopping distance is short, while pedal feels confidence-inspiring. An ABS doesn’t have any annoying intervention basically has told how well-engineered LaCrosse as an entire package.

Interior: LaCrosse as a full-size luxury car, its rear head and legrooms are very impressive. It has limosine-like space for 2 adults while there are more than enough for 3 adults without feeling a bit of squeeze. The same goes for the huge luggage space. Even with the lithion-ion batteries eaten some of the luggage space, it still has a large 10.9 cubin feet of cargo space.

Up front, LaCrosse’s use of materials and fit-and-finish continue to be impressed. The interior appointment is world-class right from the initutive of the controls to how well the materials are put together. The use of a nice wood trim combined with classy plastic and leather materials have shown how far GM interior has come along in last few years.

Conclusion: The holy grail of e-Assist is the ability to get the posted fuel economy without having to pay the premium. Or the premium which have to justify for the hybrids for years down the road. All this technology has done to LaCrosse’s overall package is marvelous. It doesn’t upset anything good about the LaCrosse while provide the fuel economy and performance at a stylish package. Its a whole package for those who won’t need to upgrade to 303hp V6. Its like having a cake and eat it too. :D

Competitions:
Acura TL
Audi A4
BMW 3-Series
Lexus ES350
Infiniti G25
VW CC

OVERALL VERDICT FOR 2012 Buick LaCrosse e-Assist
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4.5/5

Overall rating: 4.5/5

2012 Buick Verona

Vehicle: 2012 Buick Verona with Convenience Group and Leather Group
Price as tested: CDN$29115

Performance: Buick’s previous attempt at executing a compact premium car was a disaster back in the 90s. Buick would like you to forget about that Skylark as far away as possible with the new Verona. Has Buick finally achieved the goal? We will tell you at the end of the test drive.

Although Verona rides on the same architecture as the highly-praised Chevrolet Cruze, it doesn’t share any of its powertrain. In fact, Verona shares the same powerplant as its larger silibing. A DOHC 2.4 liter 16-valve unit, which comes with variable valve timing, electronic throttle and its directly injected. All that said, it has 180hp and 172 lb/ft of torque coming from this smooth and quiet unit. Given GM’s experience of engineered the well-proven Ecotec over the year, this powertrain is basically bulletproof which has been proved to be as solid as a rock. The level of NVH and quietness are simply world-class. The same praise also goes for GM’s 6-speed manumatic. Unlike the unit in Cruze, the gear ratios are much better proportioned. As with all GM auto units, the shifts are crisp and precise without any drama.

However, all aren’t that rosy when compares Verona with its competitions. The biggest problem is its weight. Our loaded version comes in at 3300lb which is nothing less than a porky pig by any sketches of standards. The biggest issue with the engine, however, is that it feels rather underengined given how good the chassis has been. Although having 180 ponies sound potent for a compact, it feels rather gutless even if Verona has the typical light throttle response as all GM products. GM has promised a better powerplant, which comes in the form of a turbocharger unit based on Ecotec, would come underneath Verona’s hood. I say. Bring it on, Buick. Verona needs a turbocharged 4 sooner rather than latter.

Handling: Given Verona shares the same impressive architecture as Cruze, its undoubtly it has an absolutely excellent chassis to ride on. That has given its suspension components are great place to hang its hats. Unlike many of Verona’s intended rivals, however, this car is intended to be comfort and luxury-oriented rather than sport-oriented. That’s very obvious when it comes to Verona’s suspension tuning. The suspension is easily taken a set after pushed through the corners, which is able to settle itself down, after a set of body rolls. As expected from this chassis, body motions are exceptionally controlled. There are some terminal understeer, as expect from a comfort-oriented luxury sedan. As with Cruze silibing, steering provides excellent feel and feedback, without feeling numb and featherweight, as with many Buicks of the past. The entire car’s European influence is obvious, right from its chassis setting to suspension damping. While you certainly won’t mistaken it as an A3 or TSX when driven around the black top twisties, it certainly would serve those who are seeking the same level of silky smoothness as ES350. The ride quality is very impressive, indeed. What makes it so damn impressive is it combines the European suppleness, when dialling in the suspension geometry. All without losing the softness and cushionness one associates with Buick brand. Add to GM’s top-notch Stabiliztrak stability control, its really hard to rear this compact Buick’s ugly heads no matter how aggressive its driver intended to be.

Brakes: With 4-wheel discs and standard ABS, Verona’s pedal feel continues to be impressed. The stopping distance is short, while pedal feels firm and solidly modulated. It doesn’t have the spongy and doggy pedal feel of Buick compact of its bad ole days. In fact, its on par with anything Buick has come out lately. Not only ABS doesn’t stepo in necessarily, its pedal remains fade-free after couple of harsh stops.

Interior: Although the trunk liftover is high and side sills are rather narrow, its luggage space is pretty spacious given Verona’s compact dimensions. However, its poppy stick hinges tend to hit into every groceries underneath is an absolute no-no in my book.

There are enough space for 2 adults but rather cramped with 3 at the back.

If you remember the last compact Buick, its interior layout and materials are disasterous. The Verona is everything but…everything else has been finished in quality materials right from the soft-touch plastic on the dashboard to the supple leather seats. The touch-screen is initutive, so do its navigation system and auto climate control. The “engine start” button placed alongside stabilty control on top of the dashboard is a smart move. The main reason for Verona’s church-like quietness is Buick’s incorporate of double-laminated glass all around. That alone put the Verona as quiet as anything I have tested from Lexus and Mercedes.

However, Verona doesn’t come with a full power driver’s seat is something that shouldn’t be forgiven. It only have partially powered for driver and full manual for passenger side are disappointment, given its price tag. When you are paying for a Buick, you expect everything else to be loaded including full power driver’s seat.

Conclusion: Power aside, both literally with the throttle and physically with the driver’s seat. Verona has done a great enough job for those of us, who are old enough to remember how craptacular the Skylark was. Its also serve well enough for those who think Regal is too large, while they find many of its intended rivals are too rough riding. The bottom line? Buick has another homerun on its hands.

Competitions:
Acura CSX
Audi A3
BMW 323i
Mercedes C250
Lexus IS250

OVERALL VERDICT FOR 2012 Buick Verona
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3/5

2012 Buick Regal GS

Vehicle: 2012 Buick Regal GS
Price as tested: CDN$43840

Performance: We have named Regal as our coverted Car of the Year last year. Buick has taken their very best with the new Regal GS, a very promising sports sedan. :)

Along with the impressive Regal Turbo we tested and loved, Buick continues to use this nicely proven 2.0 liter DOHC 16-valve Ecotec in their sportiest Regal offering. The result is a sports sedan which is able to do anything but….it has a potent 270 ponies and 295 lb/ft of torque at driver’s right foot. Both the torque and horsepower are impressive given Gran Sport has to carry 3717 lb of German and American combined lined of luxury. When its time to drop the anchor, the GS takes off with authority. All have done without the annoying turbo lag one associates with uptuned forced induction turbocharged engines. In fact, its all about smooth and silky delivery of turbo rush right from the get-going to the upper end of the rpm range. This Ecotec engine has the advanced technologies right from direct fuel injection, variable valve timing to electronic throttle. What I find most impressive is GM doesn’t required to use Premium gasoline, instead, they just recommend for maximium performance. Mated with this excellent engine is the only 6-speed manual gearbox. While the throw feels a bit too long, its gates are well-defined and clutch progressive, although I would prefer a better clutch feedback given GS’s sporty intentions.

Handling: We were very amazed on how exceptionally handled when we first driven Regal last year, Buick is able to take the GS a notch higher to challenge some of the finest sports sedans in the world. Combined with the rigid and solid chassis, which stands up to give GS’s recalibrated sports suspension a place to hang its hats. That means its a Buick which is as capable on the track as it is on the open road. However, there is one disappointing fact given Buick Regal GS is basically an European Opel Insignia OPC made-in-Canada. With the OPC, it has AWD standard but on GS, it has FWD but AWD is unavailable at best. For a high-powered front driver, there is a slight torque steer when opening up the GS on both 1st and 2nd gears. Also, there are more understeer expected given its 270hp going through the front wheels. I have to wonder why GM’s US headquarter has to cut the corners on offering AWD standard on GS, which would make it as a more enticing package. Other than that, GS has scored with one of the world’s best ESC called GM’s Stabiliztrak, which has the uncanny abilities to correct both under and oversteer whenever driver overcooked the Regal. The steering feel and feedback continue to be impressed, while extremely precise and responsive. Dynamically speaking, it remains one of the most entertaining and finest driven sports sedans anywhere in its class even without the availability of AWD. It has really shown the chassis engineering at GM Europe have done a marvelous job with the Insignia, without “lost in transition” when turning into a Regal.

Brakes: With large 4-wheel discs, Brembo calipers and standard ABS; GS has to be one of the best braking GM have ever tested. The stopping distance is short, while pedal always feels firm and well-modulated. Even after a couple of harsh stops, it remains fade-free even in hot weather. The added bonus is ABS doesn’t have any unnwanted intervention wraps up the whole dynamic package.

Interior: The rest of the interior is as equally well-appointed as any Regal, except for that fact that GM comes in with a nice set of sports seats. These seats are supportive and hug you in all the right places without feeling confining.

For a sports sedan, there are more than enough rear head and legrooms for 2 while 3 at a squeeze. Trunk space is spacious with low liftover and minimal side sills.

Conclusion: For those naysayers who still think Regal is “your daddy’s Buick”, its obviously they haven’t driven one. While the standard Regal is impressive enough to turn everyone’s heads on how brilliant it handles, GS is able to turn it up a degree or two. The GS is not only served well as a full-lined luxury sedan, its also a very capable sports sedan. Because of the stigma of the Buick badge, I would consider it as a true sleeper.

Competitions:
Acura TSX V6
Audi A4
BMW 3-Series
Mercedes C-Class
Lexus IS250

OVERALL VERDICT FOR 2012 Buick Regal GS
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4.5/5

Overall rating: 4/5

2011 Buick Regal

Vehicle: 2011 Buick Regal CXL Turbo
Price as tested: CDN$44125

Handling: If you talked about driving fun with Buick in the past, anyone who have thought you are kidding. Buick has promised their new Regal is about to change this preception. Has Buick hit the nail on this new Regal? We will find out after this review.

Unlike the exceptional Saturn Aura and Chevrolet Malibu which are both loosely based on the outgoing Vectra platform, the Buick Regal is basically an Opel Insignia. Given the Insignia was the overall winner of 2009 European car of the year, which is a very good thing. Another nice thing about the Insignia is GM has kept its European influence completely intact without detuning or cutting corners on any of its materials. That’s why its very rare to see we have put handling above performance in any of our Buick reviews.

In the real estate world, its all about “location, location and location”. In the automotive universe, its all about “product, product and product”. There is no better and more cost-effective method of utilizing a great product through platform sharing. Take this Regal, for example, it shares its platform with some more expensive cars. That means it makes for a great foundation for suspension to hang its heads. While GM has been infamous for their pathetic rebadging in the past decade, they have learned so much with this astounishing platform sharing strategy with VW Group and Nissan. Even if the Audi TT shares the same platform as VW Golf, both cars have entirely different driving characteristics and appeal to different audience. Another example is the sharing between Nissan rear-wheel-drive platform. Nissan 370Z shares the same platform as Infiniti G37. Both cater to entirely different audience even with same horsepower, the character and driving experience are totally different. Those who consider “platform sharing” senseless are just plain dumb ass by themselves. Or, better said, have proved how they are unknowledgable about how the auto industry utilizes their best resources through engineering.

After a raving on those idiots who think “platform sharing” is the reason they are not going to choose a brand or vehicle, its time to go back to Directshift’s regular scheduled programming. :D

Just how much magic has Opel engineers have put through the new Regal. It all starts with a wonderfully rigid platform, which is completely free of anything called cracks and rattles. Then add the European-tuned suspension which is both comfortably compliant when absorbing everything from patholes, washboard pavements and expansion joints. When the Regal comes equipped with the optional IDCS or what Buick called Interactive Driver Control System, the press of a “Sport” button really transforms Regal’s sporting character into a 100% sports sedan that is able to run with German’s best. Leave it on “Touring” mode, the Regal rides as comfortably as any luxury cars on the road. The best of all, it doesn’t have any of those softness and floatiness used to be associate with Buick of yesterday. Along with the continuous damping control which adjusts damping characteristics depending on driving conditions, the Regal is really the best handling Buick ever. When it comes to steering, the Regal aces with perfect weight and feedback. Its extremely precise and responsive without feeling any twitches. Buick’s Stabiliztrak only steps in necessarily when the driver rears Regal’s ugly heads. Both body rolls and understeer are minimal, which are really some of Buick’s firsts.

Brakes: Unlike the Regal of the past, which used to have GM’s venerable 3.8 liter OHV V6. The new Regal comes with Ecotec 4-cylinder engines only. You can either have the potent 2.0 liter DOHC 16-valve with 182hp and 172 lb/ft of torque. Or the powerful turbocharged with 220hp and 258 lb/ft of torque. In terms of refinement, GM’s Ecotec 4-cylinder is the equal of anything from Japanese and Korean manufacturers. When it comes to turbocharged 4-cylinder engine, this Ecotec turbo is as good as the benchmarked 2.0 liter turbocharged in both VW and Audi. Everything else has done exceptionally well right from refinement, flexability and NVH. Not only 258 lb/ft of torque doesn’t create any torque steer through the front wheels, this turbocharged engine doesn’t have any of those turbo lag. Its also surprisingly peppy and willing at both mid to upper ranges. Mated to this motor is 6-speed manumatic gearbox with paddle shifters. Unlike many of those paddle shifters these days, Regal’s system allows driver to drop cones regardless of gears. That’s a very good thing especially when its time for a proper downshift before actual cornering. As for the gearbox itself, it has proper gear ratios for all 6th gears. 1st and 2nd are low enough for enthuiastic launch while 5th and 6th are tall enough for comfortable highway cruising.

Brakes: Buick brake pedal used to be soft and numb. Not anymore with the new Regal. Along with standard 4-wheel discs with ABS, the pedal feels solid and reassuring. The stopping distance is short. Even after a couple of hard stops, it remains fade-free. Add to the ABS that doesn’t drop in unnecessarily which is another good thing.

Interior: Slip behind the wheel of the new Regal with your eyes covered, you won’t believe its a Buick. Buick interiors used to be an ergonomic disaster with tiny switches, soft bench seats and dark wood trim for the elders. Regal’s interior is not only fresh and comtemporary, it has a sense of Avantgarde that has never felt in any Buick before. The use of materials and fit-and-finish are world-class. All the plastic and leather materials are the equal of anything from top-tier German rivals. All the instrumentation gauges are clear and analog, while the dual-zone climate control and stereo are initutive. Both leather seats are comfortable and supportive for the long trip.

However, Regal’s trunk is swallow with its sloppy side sills and high liftover. Even with the rear seats completely fold flat, one still has lots of dignity before you can reach any item deep into the luggage area.

Conclusion: The new Regal has gone where no Buick has ever gone before. That is to attract young audience with its excellent dynamic qualities and sporty appearance. You are also getting lots of content with Regal’s attractive price point. The bottom line? Buick is back and you better believe it.

On top of all that, you are also going to see what you have never seen in any Buick reviews before. The Regal’s power ratings for both performance and handling are all perfect full marks, which are something unheard of in just a few years ago.

OVERALL VERDICT FOR 2011 Buick Regal
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.25/5

2010 Buick LaCrosse

Vehicle: 2010 Buick LaCrosse CXS with Touring Pkg and Driver Confidence Pkg
Price as tested: CDN$44590

Performance: Buick used to stand for boring and designed for those who have one of their legs in the grave. They decided to change all that with the introduction of the new LaCrosse. Does this car have enough credit to earn young customers, who never even considered Buick before? We will find out after this test drive.

The LaCrosse is powered 2 sets of directly injected V6 engines. On the base model, its powered by a 3.0 liter with 255hp and 217 lb/ft of torque, which is more than enough for daily driving. However, its the uplevel 3.6 liter V6 that is the engine of choice. Not only does it have direct fuel injection and variable valve timing to boost performance, this engine has plenty of refinement and quality engineering put through the whole process. Its as smooth, refined and quiet as anything else in LaCrosse’s segment. In terms of power, it got 280 ponies and 259 lb/ft of torque at driver’s right foot. While 25 more horses and 38 lb/ft of torque might not seem much differene, the seat-of-the-pants feel of larger engine is significant. This powertrain is able to move LaCrosse’s 4065 lb of American lined of luxury with authority. That’s especially true when it comes to fuel economy. All those credits of providing excellent performance and economy have to be GM’s 6-speed automatic gearbox. Not only its smooth as a nut, it got all the right gears with the proper ratios. The top 5th and 6th gears are tall enough to superb highway cruising while providing excellent fuel economy as overdrive. On the other hand, 1st and 2nd gears are short enough to peppy acceleration. Not to mention LaCrosse’s throttle tip-in is quick without being over-reactive.

Handling: It used to be when you talked about the word “Buick”, its an oxymoron to put driving dynamics altogether. The LaCrosse has to ability to change all that perception. Not only does LaCrosse’s suspension is comfortably compliant for some sporty driving experience, its also comfortable enough to cruise around. The Touring Package on our tester has Adaptive suspension, which adjusts to driver’s behaviour. This system really has desired effect, as it provides LaCrosse with right driving dynamics without losing the ride comfort once associates with driving a Buick. The steering is surprisingly sharp and responsive, without all those loose feel and feedback once with driving a Buick. There are body rolls and safe understeer. On the other hand, GM’s Stabiliztrak stability control has worked exceptionally well to prevent driver from rearing LaCrosse’s ugly heads in emergency situation. What really surprise me is how supple the ride with this new Allure. Unlike the unsettled soft ride quality with the Buick of old, this LaCrosse is finally a Buick that is able to ride along without driven with scare.

Brakes: With 4-wheel discs and standard ABS, the LaCrosse’s pedal feels solid and reassuring. It doesn’t have the annoying numb and dead feedback with all the Buicks have gone before. The stopping distance is short while brake feel is predictable and refined. ABS only kicks in necessarily without unwanted intervention.

Interior: While the previous LaCrosse has terrible ergonomics and poorly-finished interior, the new one is anything but.

The new Allure’s interior is exceptionally well laid out. All the center console and door panels are covered in high-quality plastic materials, which are soft to the touch. The workmanship is precise and world class. Instrumentation gauges are clear and analog. Everything else from the auto climate control and stereo are very well-placed. They are also user-friendly without needing to flip open an owner’s manual to figure it out. In terms of overall execution, this has to be the best interior Buick has ever made.

The leather seats are comfortable and well-foamed. With 8-way power adjustable seats and tilt/telescopic steering, its very easy to find a proper driving position for anything else at any size.

If there is a major drawback with the LaCrosse. Its the lack of a proper fold-down rear seats and the liftover of the trunk is high, that’s despite it uses uninstrusive trunk hinges rather than those poppy leavers that crash anything underneath.

Conclusion: If GM is able to convince younger audience into the Buick showroom, have them test drive the new LaCrosse. This car would certainly convince them to try to own a Buick. It got plenty of power, handles extremely well and ride comfortably. Best of all, it got a beautiful interior to match its exterior looks. For so many years, there is no direct rival to challenge Lexus’s venerable ES350. The new Buick LaCrosse has turned the table and become the real challenger, this car has accomplished of what it needs to do and so much more.

OVERALL VERDICT FOR 2010 Buick LaCrosse
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

Special feature: What should GM do to restructure themselves?

With the Bush adminstration announced to provide short-term loan of 17.4 billions of bridge loan to both General Motors and Chrysler Corporation today. GM will be the one to watch as Chrysler, whose future remains in doubt, given their lackluster product portfolio. As for Ford, this company already on the restructuring process of cutting dealers and improving their products significantly in recent years. It should be the most healthy and strongest down the road.

So, what do we at DirectShift think of how GM should restructure themselves in order to survive? GM products have improved significantly in the last couple of years, since Bob Lutz and Rick Wagoner have taken the helm of this company. The biggest improvements have to be the exterior and interior styling, dynamic abilities, refinement, use of materials and level of fit-and-finish. Take the Chevrolet Malibu and Cadillac CTS, these 2 cars are head-and-above those of their unremarkable predecessors.

With General currently having 8 brands but with less than 20% of market share, they have to reduce to 3 brands maximum in order to substain its profitability. It isn’t like 2 to 3 decades ago when GM still had 50% of market share to substain the profitability of so many brand overlapping each others.

Here is what we think which brands should go and stay within GM’s portfolio:

Hummer: With full-size SUV sales in the toilet, this brand should ditch as soon as possible. It has absoultely no viable future holding for Hummer whatsoever.

Saab: Before GM became the major stockholder of this once-proud Swedish niche carmaker, Saab products have flair, character, performance and dynamic qualities with its tiny but interesting 2 product line-up. This brand is the classic example of how an American giant mismanaged an unique Swedish brand. They simply have milked their current line-up for way too long with infusion of new technologies and designs that used to be the hallmark of Saab. The rebadging of previous Impreza and Trailblazer as 9-2X and 9-7X also have pissed many long-time Saab loyalists without gaining new customers. While 9-3 and 9-5 were once considered as contenders to German heavyweights when launched couple of years ago, they haven’t aged gracefully with all of their competitions received new design or already facelifted. GM should sold Saab back to Swedish company, by maintaining its uniqueness and niche. We are pretty damn sure Swedish firm will know how to manage Saab far better than what GM did. Give this company enough resources, their engineers are able to come out with innovations to stand out.

Pontiac: This is another GM brand that should be going away. The Solstice can give it to Chevrolet as Corvette “Junior” and G8 replaces Impala as Chevrolet’s flagship sedan. There aren’t any vehicles in this brand that aren’t overlapping with other brands.

Buick: Except for Mainland China, Buick doesn’t have much brand recognition and cachet anywhere in the world. While keeping the exciting Mainland Buick portfolio like the upcoming Opel Insigina rebadged Regal, take the entire Enclave/Lacerne/Allure with it to China. Kill this brand in North American market.

GMC: GMC is basically a rebadged Chevrolet Truck. This is the classic example of how GM loved to have product overlapped each others. Kill GMC and leave Chevy Truck is more than enough. Even with only Chevy Truck, its market share and profitability are enough to substain its market share given both full-size truck and SUV sales are tanking.

Saturn: GM have got Saturn really really right in the last 2 years. This company will be well-served as an alternative to another affordable European brand: Volkswagen. All the Astra, Aura, Vue, Outlook and Sky are all great cars. It will also be served well for customers who want more European flavor as an alternative to more mainstream Chevrolet. Given Ford will be bringing the European models like the Fiesta and Kuga sometimes next year, By merging Saturn with European Opel, Saturn will likely be the one that customers will cross-shopped. Its going to be sad if GM decides to ditch this brand. As Saturn has the freshest and strongest line-up in the industry right now.

Chevrolet: This has to be the mainstream brand that GM needs to tackle Honda and Toyota. The new Malibu has proved to be a real contender in mid-size family sedan segment. The upcoming Cruze is going to be a hot contender. Electric car Volt, performance-oriented Camaro and Corvette all serve as its halo cars.

Cadillac: The new CTS has proved Caddy is coming back. CTS-V is a really wonderful sports sedan that can easily give any AMG, RS and M a-run-for-their-money. GM should market Cadillac as a comfort and luxury-oriented brand instead of performance-oriented brand, say Lexus/Mercedes versus Audi/BMW/Infiniti/Acura. Their core products should focus on both refinement and comfort. Leaving the V-Series to go after performance crowd is more than fine as halo cars. First the new CTS, the upcoming SRX also looks promising.

2008 Buick Allure

Vehicle: 2008 Buick Allure Super
Price as tested: CDN$38765

Performance: Unlike the standard Allure, the Super is powered by an OHV 16-valve 5.3 liter V8. This engine never fails to impress during take-off with its 323 lb/ft of torque. Drop the throttle and the Allure takes off with authority. When its time to push it through the rev range, 300 ponies are there when your right foot is ready. As with most American V8, throttle response is quick and brisk with a bit of over-sensitivity during initial throttle tip-in. While a sensitive throttle might be good for driving enthuisast, its target audience would feel jerky during launch. The only gearbox that matched with the Super is GM’s typical smooth shifting 4-speed automatic. The shifts are gear and linear with the ratios set for highway cruising. However, it would be much better if GM is willing to invest a 5 or 6-speed for the Super given the price its charging.

(more…)

OVERALL VERDICT FOR 2008 Buick Allure
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Performance: 4/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 2.75/5

2008 Buick Enclave

Vehicle: 2008 Buick Enclave CXL AWD 7-seater
Price as tested: CDN$52515

Performance: The Buick Enclave, just like its chassis sibiling, Saturn Outlook and GMC Acadia, has only one engine choice. Its the Cadillac-derived 3.6 liter DOHC 24-valve V6 with variable valve timing technology. Although it got 275 horses at driver’s disposal and 251 lb/ft of torque doesn’t look shabby. Its Enclave’s weight that is most hurting during acceleration. With our AWD version closing in at 5000 pounds. Imagine having 7 persons on board with only 275 horses, its only adequate if not exactly underpowered. The saving grace is GM’s 6-speed automatic gearbox which has an excellent fuzzy logic program that adapts to driver’s right foot, as well as driving condition. This alone adjusts to 7 persons to 1 person and level of throttle input accordingly.

Handling: Buick is never about dynamics but Enclave seems to have a right handling mix with sublime ride quality. The rack-and-pinion steering remains light even if it provides feel and precision one expect from an SUV. Stabiliztrak acts at the right time whenever driver has got out of hands when entering a corner too hot. Understeer and body rolls are more than acceptable. The Enclave handles curves and corners confidently without all those loose feel in all previous Buicks. At the same time, it doesn’t lost the superb ride quality one expected from Buick.

Brakes: With Enclave closing in at 5000 pounds, its 4-wheel discs and standard ABS have provide decent pedal feel and short stopping distance even in poor weather. That’s a big surprise because Buick’s brakes used to feel mushy and dead.

Interior: Inside the Enclave, it got the use of materials and fit-and-finish that GM can only dream about a decade ago. Although there are some cheap pieces in minor areas, the rest of the cabin feels rich and classy inside. The leather seats are comfortable and ergonomics are spot-on. Latter is a huge revelation to Buick’s once disasterous interior ergonomics.

Both the 2nd and 3rd row of seats are as comfortable and well-foamed. You simply need to flip down the 2nd row in order to get into 3rd row. What’s surprisingly about 3rd row is the legroom and headroom are spacious enough for most adults.

Conclusion: The Enclave, as well as Outlook and Acadia, are excellent replacements to GM’s unremarkable minivans. The overall execution will definitely help GM moves each one out of the showroom without help of a rebates. Its just one of the examples to show this automotive giant is coming back.

OVERALL VERDICT FOR 2008 BUICK ENCLAVE
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Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5