2006 Buick Lucerne

ON SALE: Fall 2005

ESTIMATED PRICE: Approximately $28,000
BASE POWERTRAIN: 3.8-liter, 195-hp, 225-lb-ft V6; fwd; four-speed automatic
CURB WEIGHT: 3764 lbs

WHAT'S COOL: Magnetic Ride Control suspension adopted from the Corvette; optional 275-hp 4.6-liter V-8 is first in a Buick sedan since 1995.

WHAT AUTOMAKER SAYS: "This new front-wheel drive sedan brings a fresh approach to the entry luxury segment by combining high-level technology and luxury features with a spacious interior."

Buick has some ambitious and aggressive plans for its LeSabre replacement.

How ambitious? Try Toyota Avalon or Lexus ES 330 territory.

How aggressive? Try a price point north of the $26,725 LeSabre and a move into the entry-luxury segment.

As the third vehicle in Buick's self-described product transformation, the Lucerne is a re-engineered and restyled sedan that Buick hopes can attract a new buyer.

"We expect the Lucerne, along with the LaCrosse and Terraza, to appeal to many new customers and account for approximately 75 percent of Buick sales," says Buick general manager John Larson. "We're in the process of rolling out one of the most aggressive product programs in Buick history."

Buick, and the LeSabre, could use a shot in the arm. LeSabre sales have dropped 21.4 percent during the last three years, from 145,304 in 2001.

With an infusion of ride and performance technology, and the addition of a V-8 engine, Buick says the front-wheel-drive Lucerne offers a better mix of technology and sophistication.

Buick will push the Lucerne's exterior design, premium interior and overall quietness when it brings the vehicle to market in the fourth quarter this year.

Among the changes this year:



Lucerne will be the first Buick to offer Magnetic Ride Control, a handling system that uses magnetically charged particles suspended in fluid to continuously adjust the fluid's thickness to varying road surfaces and driving characteristics. The result: less body roll during cornering.


Lucerne is the first Buick car to offer V-8 power in a decade. The V-8 features a 4.6-liter, 32-valve dual overhead cam engine estimated at 275 horsepower. A 3.8-liter V-6 is also available.


Buick will provide six standard airbags on the Lucerne, including a dual-stage driver air bag, side-impact and side curtain air bags. Also included is a dual depth front passenger airbag that deploys to either a reduced depth or increased depth depending on the position of the seat and severity of impact.

INFORMATION SUPPLIED BY GENERAL MOTORS

2006 BUICK LUCERNE STRENGTHENS NEW DIRECTION FOR DIVISION
CHICAGO – The 2006 Buick Lucerne captures GM’s commitment to reshape Buick’s model line with vehicles that have elegant designs, premium interiors and exceptional levels of power, comfort, quietness and quality. This new front-wheel drive sedan brings a fresh approach to the entry luxury segment by combining high-level technology and luxury features with a spacious interior.

“The all-new Lucerne marks a significant milestone for Buick,” said General Manager John Larson. “We’re in the process of rolling out one of the most aggressive product programs in Buick history, with Lucerne being the third new Buick launched in just over a year. We expect the Lucerne – along with LaCrosse and Terraza – to appeal to many new customers and account for approximately 75 percent of Buick sales.”

Technology you expect in a luxury car

Lucerne is the first Buick offering Magnetic Ride Control, paired with StabiliTrak, to enhance ride performance. Features such as remote start, heated washer fluid, rain sensing wipers and DVD map or off-board navigation enhance safety and security. Buick’s definition of comfort grows with heated/cooled seats and the 245-watt Harman Kardon nine-speaker audio system.

V-8 power returns to Buick cars

The Buick Rainier SUV brought V-8 power back to the division, and Lucerne is the first Buick car to offer V-8 power in a decade. The V-8 features a 4.6L, 32-valve dual overhead cam engine, estimated at 275 horsepower. The 3800 Series III V-6 is rated at 195 horsepower. The V-6 engine is Super Ultra Low Emissions compliant and, like the V-8, features Electronic Throttle Control, which seamlessly matches driver input with engine response and overall fuel efficiency.

Strong design direction

From its capable stance and tautly contoured body to its interior refinement and technology-driven, responsive ride, Lucerne reinforces Buick’s reputation for quality. Lucerne’s sleek new shape starts with a new “waterfall” grille, flanked by polycarbonate and chrome headlamp modules. Lucerne’s rakish, 60-degree windshield leads into a roofline that flows into a “faster” 70-degree rear window angle to the deck lid. All body gaps are tight, and tighter wheel to wheel-opening relationships give the visual cues today’s customers want.

Expertly crafted, quiet interior

Lucerne’s interior appointments underscore the Buick tradition of comfort, elegance and spaciousness, with quality detail and fit of every interrelating surface. As with the exterior, all gaps are tight to create a seamless harmony between all elements.

Lucerne models will benefit from Buick’s exclusive and standard “QuietTuning,” which reduces or tunes out unwanted wind, road and powertrain noise with the goal of providing best-in-class levels of ride quietness.

Lucerne will offer six air bags as standard equipment: a dual-stage driver front air bag, an industry-first dual-depth front passenger air bag, side-impact thorax air bags and roof-rail curtain air bags.

Lucerne will be manufactured at GM’s Detroit-Hamtramck Assembly Center, which received the Silver Plant Quality Award for North/South America in the 2004 J.D. Power and Associates Initial Quality Study. Pricing will be announced closer to launch.


PRELIMINARY SPECIFICATIONS: 2006 BUICK LUCERNE

Overview

Models: CX, CXL, CXS

Body style / driveline: front-drive, front-engine, 4-door, 5- and 6-passenger sedan

Construction: integral

EPA vehicle class: full-size sedan

Manufacturing location: Detroit Hamtramck Assembly, Detroit

Key competitors: Toyota Avalon XLS, Lexus ES330

Engines

3800 3.8L Series III V-6 (L26) 4.6L V-8 (LD8)

Application: std. on CX, CXL opt. on CXL, std. on CXS

Type: 3.8L V-6 4.6L V-8

Displacement (ci / cc): 231 / 3791 279 / 4565

Bore & stroke (in / mm): 3.80 x 3.40 / 97 x 86 3.66 x 3.331 / 93 x 84

Block material: cast iron cast aluminum with iron-bore liners

Cylinder head material: cast iron aluminum

Valvetrain: OHV, 2 valves per cylinder roller follower dual overhead cam, 4 valves per cylinder

Ignition system: electronic direct ignition system (DIS) and electronic spark plug control (ESC) and extended life platinum-tipped spark plugs electronic direct ignition system (DIS) and electronic spark plug control (ESC) and extended life platinum-tipped spark plugs

Fuel delivery: returnless sequential port fuel injection returnless sequential port fuel injection

Compression ratio: 9.4:1 10:1

Horsepower (hp / kw @ rpm): 195 / 145 @ 5200 est. 275 / 205 @ 5600 est.

Torque (lb.-ft. / Nm @ rpm): 225 / 305 @ 4000 300 / 407 @ 4400

Recommended fuel: unleaded regular (87 octane) unleaded regular (87 octane)

Maximum engine speed (rpm): 5900 6500

Emissions controls: evaporative system, exhaust gas recirculation, single underfloor catalytic converter, positive crankcase ventilation, electronic throttle controlfast response oxygen sensor, LEV II compliant evaporative system, single catalytic converter, exhaust gas recirculation, positive crankcase ventilation Air Injection Reaction (AIR), ULEV II compliant

Estimated fuel economy (mpg city / hwy / combined) 20/29/25.3 17/26/23.5

Transmissions

Hydra-Matic 4T65-E Hydra-Matic 4T80-E

Type: electronically controlled 4-speed automatic with overdrive and torque converter clutch electronically controlled 4-speed automatic with overdrive and electronically controlled torque converter clutch

Application: 3.8L V-6 4.6L V-8

Gear ratios (:1):

First: 2.92 2.96

Second: 1.57 1.63

Third: 1.00 1.00

Fourth: 0.71 0.68

Reverse: 2.39 2.13

Final drive ratio: 2.86 3.11

Chassis/Suspension

Front: independent MacPherson strut coil-over-spring; twin-tube dampers (CX, CXL); monotube (CXS); 29-mm tubular stabilizer bar (CX, CXL, CXS)

Rear: multi-link independent with coil springs and semi trailing arm, twin-tube airlift control dampers (CX); monotube airlift control (CXL, CXS); 18-mm tubular stabilizer bar (CX, CXL, CXS)

Steering type: hydraulic variable ratio rack-and-pinion (CX, CXL with V-6), magnetic variable assist rack-and-pinion on CXL w/V-8 and CXS

Steering ratio: 15.1:1 (CX, CXL w/V-6); 14.2:1 (CXL w/V-8, CXS)

Steering wheel turns, lock-to-lock: (est.) CX, CXL w/V-6: 2.8; CXL w/V-8: 2.2; CXS: 2.1

Turning diameter (curb to curb) (ft / m): (est.) 42.2 / 12.9 w/ 16- and 17-inch wheels; 44 / 13.4 w/18-inch wheels

Brakes

Type: 4-wheel disc with power assist, vented front, solid rear

Rotor diameter x thickness (in / mm): front: CX, CXL w/V-6; 11.9 x 1.18 / 303 x 30; CXL w/V-8, CXS: 12.7 x 1.18 / 323 x 30rear (all): 11.5 x 0.47 / 292 x 12

Wheels/Tires

Wheel size and type: CX: 16-inch machined aluminum with embossed center-position tri-shield emblem on center hub

CXL w/V-6 or V-8: 17-inch painted aluminum wheels (chrome-plated optional) with embossed center-position tri-shield emblem on center hub

CXS: 18-inch painted aluminum wheels (chrome-plated optional) with embossed center-position tri-shield emblem on center hub

Tires: CX: P225/60R16 Bridgestone Insignia SE20002 steel-belted, radial-ply

CXL (V-6 or V-8): P235/55R17 Continental TouringContact AS (all-season) steel-belted, radial ply

CXS: P245/50R18 Bridgestone Turanza EL40002 steel-belted, radial-ply

Dimensions

Exterior

Wheelbase (in / mm): 115.5 / 2934

Overall length (in / mm): 204 / 5182

Overall width (in / mm): 74 / 1880

Overall height (in / mm): 58 / 1473

Track (in / mm): front: 62.6 / 1589 with 16"" or 17"" wheels, 63.0 / 1599 with 18"" wheels rear: 62.1 / 1578 with 16"" or 17"" wheels, 62.6 / 1590 with 18"" wheels

Curb weight (lb / kg): CX: 3764 / 1707; CXL: 3969 / 1800; CXS: 4013 / 1820

Interior

Seating capacity (front / rear): 5 / 6 (2 or 3 front / 3 rear)

Headroom (in / mm): front: 39.5 / 1004; rear: 37.6 / 957

Legroom (in / mm): front: 42.5 / 1079; rear: 41 / 1051

Shoulder room (in / mm): front: 58 / 1473; rear: 57.2 / 1453

Hip room (in / mm): front: 53.7 / 1363; rear: 56.9 / 1445

Capacities

EPA passenger volume (cu ft / L): 108 / 3058

EPA interior volume (cu ft / L): 125 / 3540

Cargo volume (cu ft / L): 17 / 481

Trailer towing maximum (lb / kg): 1000 / 454 (est.) for both L26 and LD8 engines

Fuel tank (gal / L): 18.5 / 70

Engine oil (qt / L): L26: 5 / 4.7; LD8: 7.5 / 7.1

Cooling system (qt / L): L26: 11.6 / 11; LD8: 12.7 / 12

February 18, 2005

No one’s denying the inherent handling advantages of rear-drive cars vs. front-drive cars. But, even though the industry pendulum appears to be swinging back toward rear-drive, front-drive will never go away. It’s the best alternative short of all-wheel-drive in many parts of the country, for one thing. And for another, it’s much improved over the front-drive systems of even the recent past.

I read a number of your responses expressing concern about torque steer in a powerful FWD sedan like the new Buick Lucerne, with some of you going so far as to say you wouldn’t even consider a FWD vehicle with that much power. I can only respond by saying, you really should try the top-line Lucerne with the 18" wheels, the sport suspension and the 4-cam V8 before you exclude it on the basis of its drive wheels.

We have made a lot of progress in managing torque steer. I am currently driving an 'O5 Pontiac Grand Prix GXP V8, with 3O3 hp, and I can tell you that it's a delightful car, even pleasant and easy to control under full acceleration. In mid-acceleration, it is indistinguishable from a RWD car. Besides, the Lucerne shares the platform with the Cadillac Deville (290 hp) and nobody has ever complained about torque steer. The Lucerne V8 has only 275 hp to protect Cadillac, and I honestly think you could drive it all day and never encounter the slightest bit of torque steer. Have you heard of anyone complaining of torque steer in a Deville? I thought not!

DETROIT -- Prices of the 2006 Buick Lucerne, a new full-sized sedan, leapfrog the LeSabre, which the Lucerne replaces in the Buick lineup.

Four Lucerne models are offered, with stickers ranging from $26,990 to $35,990, including a $725 destination charge. The 2005 LeSabres were $27,450 to $33,110, which included a $660 destination charge.

Like the LeSabre, the Lucerne has a 3.8-liter V-6 engine. Lucerne standard equipment includes automatic transmission, air conditioning, antilock brakes and the OnStar communications system.

DETROIT -- General Motors calls the Buick Lucerne the poster child for its pricing strategy: Keep transaction prices strong by controlling production and limiting fleet sales and incentive spending.

GM says it has increased retail sales of the new premium sedan and slashed incentives while keeping the average transaction price high.

Some Buick dealers, though, say their sales of the Lucerne are sluggish. They question whether GM is putting enough marketing resources behind the car.

In the first quarter of 2006, Buick sold 22,124 Lucernes in the United States. Retail transactions accounted for four-fifths of those sales, says Mark LaNeve, GM's vice president of North American vehicle sales, service and marketing.

Buick is on track to build about 145,000 Lucernes this year. GM forecasts that U.S. fleet sales of the premium sedan will amount to 11 to 13 percent of all 2006 sales. In March, says Buick General Manager Steve Shannon, fleet sales represented 9.3 percent of U.S. Lucerne sales.

The Lucerne went into production last October, replacing the Buick Park Avenue and LeSabre. In 2004, the last year of full production of those cars, fleet sales of the Park Avenue and LeSabre were 26 percent of all U.S. sales, GM says. Sales of the Park Avenue and LeSabre peaked in 1997 at a combined 219,521 units.

GM's pricing strategy involves setting the sticker price closer to the transaction price. The Lucerne has a base price of $25,990, including shipping. In March its average transaction price was $28,948, according to the automotive Web site Edmunds.com.

Incentive spending on the Lucerne averaged $1,429 in March, Edmunds says. Last November, before GM launched its current pricing strategy, the Lucerne's average transaction price was $29,032, but incentive spending averaged $4,016, Edmunds says.

By limiting production and fleet sales, Shannon says, Buick will strengthen residual values for the Lucerne and avoid flooding the market.

Shannon would not disclose 2006 production schedules for the Lucerne. He told Automotive News he is "holding production now to building only what we need."

As of the end of March, GM said it was building 618 Lucerne sedans a day at its assembly plant in Detroit-Hamtramck, Mich. At that rate, Buick would manufacture about 145,000 Lucerne sedans this year.

Some Buick dealers say Lucerne sales are strong. "It's a large portion of our sales," says John Rogin, owner of John Rogin Buick-Livonia in Livonia, Mich. "It's priced right on target."

About half of the Lucerne buyers at his store are current Buick owners, Rogin says. The other half, he says, are trading in vehicles from such brands as Lexus, Lincoln, Chrysler, Toyota and Nissan.

Bob Fusco, president of Roslyn Buick-Pontiac-GMC in Roslyn, N.Y., says the Lucerne is "our best-selling car. It sells better than the Pontiac G6, which is a high-volume vehicle."

But other dealers describe sluggish sales for the Lucerne. "We have not found the interest to be overwhelming," says Jeff Jacobs, CEO of Jacobs' Twin Buick-Pontiac Inc. in Chicago. "There are not enough compelling reasons for someone to change brands" to buy the Lucerne.



Jacobs says Buick waited too long to introduce the car. Many LeSabre and Park Avenue owners switched brands before the Lucerne went on sale, he says.

Renata Drozedzal, sales manager of Rydell Automotive Group in San Fernando, Calif., says the Lucerne's target audience is shrinking. Although her dealership is selling the Lucerne for about $100 more than the invoice price, she says, "The car is not selling at the rate we thought.

"This target group doesn't grow. When you design luxury cars, those are for older people. Pontiac came out with the Solstice roadster. Buick has to come out with something that attracts younger people."

Many dealers are skeptical that Buick can gain conquest sales for the Lucerne when GM is trimming its advertising budget. They say word-of-mouth promotion is doing more to build showroom traffic for the Lucerne than the car's ad campaign.

But Shannon insists he has the budget to advertise the Lucerne adequately. And he says Buick is committed to keeping the car's profile high.

"We know there are pockets and parts of the country where our profile is higher than others," Shannon says.

"The West Coast is a place where we can make some inroads."