Bob Moore Buick Pontiac GMC
7402 Northwest Expressway Oklahoma City, OK 73132Sales: (888) 504 - 5032
- Service: (888) 504 - 5073
News
Regal Revival: GM Confirms That The Buick Regal Name is Coming Back
10/14/09 at 10:30 AMby Scott_Evans
We've
been predicting it for months, and today GM has made it official: the
Buick Regal nameplate is coming back to the U.S. lineup after a
six-year hiatus. Not only that, but GM promises the car will be a mid-size sport sedan, not a yacht-sized cruiser.
"The
transformation of Buick began with our luxury crossover, the Buick
Enclave, and continued this year with the launch of the 2010 LaCrosse
premium sedan,"
said Buick-GMC General Manager Susan Docherty. "We're thrilled to
announce that the Regal will be the next member of the Buick family."
Unfortunately, all GM confirmed today is that the name is coming back on a mid-size sport sedan. Our sources, though, indicate that it will more than likely be quite similar to the Buick Regal that's currently selling in China, which is based off the newest version of the Opel Insignia, itself an award-winning car in Europe, and we think the right combination of Chinese Buick styling and Opel tuning could make for a very compelling car in the U.S. It would also fall in-line with GM's rumored plans to have Buick pick up where Saturn left off as an American outlet for Opel designs.
In
China, the Regal is powered by a 144-hp 2.0L four-cylinder, a 167-hp
1.4L four-cylinder and a new, 217-hp 2.0L turbocharged four-cylinder
engine. Over in Europe, the Insignia is also offered with several
smaller gasoline engines as well as a 260-hp 2.8L turbocharged V-6 and Opel offers the high-performance AWD Insignia OPC with a tuned-up 325-hp turbocharged 2.8L V-6.
All of these engines have American counterparts already, and GM also
has another version of the 2.0 turbocharged engine found in the Chevrolet Cobalt SS that's good for 260 hp.
In
China, our Editor-in-Chief Angus Mackenzie found the 2.4L to be a bit
lethargic, so we're hoping that GM will offer at least one turbocharged
engine in the lineup for enthusiasts, though its possible GM will stick
with four-bangers only to keep the Regal differentiated from the V-6
powered LaCrosse. We'd be especially happy if a version of the Insignia
OPC made it to our shores as well, though GM CEO Fritz Henderson
recently told fans that the GNX name is not coming back.
What do you think of the Regal revival? If the Chinese-spec Buick Regal pictured here came to the U.S., would you buy one? Leave your thoughts in the comments below.
2010 GMC Terrain - First Drive Review
GMC's crisp crossover covers new ground.
BY STEVE SILER
September 2009
Specifications
VEHICLE TYPE: front-engine, front- or all-wheel-drive, 5-passenger, 5-door wagon
BASE PRICE: $24,995
ENGINE TYPE:
DOHC 16-valve inline-4, aluminum block and head, direct fuel
injection/DOHC 24-valve V-6, aluminum block and heads, direct fuel
injection
Displacement: 145 cu in, 2384cc (I-4)/183 cu in, 2994cc (V-6)
Power (SAE net): 182 hp @ 6700 rpm (I-4)/264 hp @ 6950 rpm (V-6)
Torque (SAE net): 72 lb-ft @ 4900 rpm (I-4)/222 lb-ft @ 5100 rpm (V-6)
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 112.5 in Length: 185.3 in
Width: 72.8 in Height: 66.3 in
Curb weight (C/D est): 3800-4300 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 8.7 sec (I-4, FWD)/7.8 sec (V-6, FWD)
FUEL ECONOMY:
EPA city/highway driving: 17-22/24-32 mpg
While The General is in the process of honorably discharging half of its global brands, its remaining army must hold up the fort in an automotive battleground only marginally less vast than in pre-recession days. This means that each of the four remaining GM brands will see an expansion of duties, including heretofore truck-only GMC, which, for the first time in its 107 years, has not one but two crossover offerings: the three-row, eight-passenger Acadia, and now, the smaller, five-passenger Terrain.
Equinox in a Tux
Built using the same dirty parts as the well-received 2010 Chevrolet Equinox, the Terrain at once provides customers with a different choice of small-crossover garb and plunks a much-needed two-row crossover into Buick/GMC dealerships. Is the Terrain significantly different from the Equinox? Other than its styling and pricing structure, not really. That's a good thing, because, well, the Equinox is a good thing. In recent reviews, we have praised its assembly quality, ride composure and quietness, and highly designed, tech-filled interior.
Thus, choosing between the Chevy and GMC boils down to which you consider to be better looking. Sharing only the windshield and a few other ancillary bits (such as door handles) with the Equinox, the Terrain is crisp and boxy where the Equinox is curvy, yet to most eyes that have seen it in person, the Terrain works just as well. Surprisingly, the blunt shape has the same coefficient of drag as the previous-generation Corvette. If there is anything that might stir up controversy about the design, it's the dominant grille, followed by the squared-off wheel openings-both of which tie the Terrain to other GMC offerings, but don't work as well on the Terrain. Other than those, there's little any of us find disagreeable.
Ditto inside. All Terrains come with unique upper-dash designs, gauges, graining, and red contrasting stitching. The futuristic center-stack controls are shared with the Equinox, though nighttime illumination-which includes lights for cubbies, floor areas, and door pulls-is rendered in red/white versus the Chevy's ice blue.
Identical Road Manners
Being twins under the skin, the Terrain and Equinox are virtual clones in the road manners department. The 182-hp four-banger revs happily and sounds surprisingly good at full throttle, although the optional V-6's beefier powerband enhances everyday drivability. Neither engine makes the Terrain terribly fast, but both are exceedingly smooth, and are paired with six-speed automatics that feature a thumb-shifting rocker switch on the console-mounted shift lever. Noteworthy, however, is that V-6 models come with a hydraulic-based steering system versus the electric system of the four-cylinder models, the former offering much better feedback, not surprisingly. The most glaring dynamic shortcoming is a brake pedal that feels as precise as a hand mixer in a pot of mashed potatoes.
Neither Cheap Nor Pricey
Besides styling, the other primary difference between the Equinox and the Terrain is one of pricing structure. Without getting into an arduous bit-by-bit price comparison with the Equinox, the Terrain is roughly $1800 more expensive to start. For the Terrain SLE1's $24,995 base price (versus the base Equinox's $23,195), that extra dough includes standard tinted glass, fog lamps, floor mats, a USB port, and a backup camera display housed in an auto-dimming rearview mirror. Expect a slight price premium to remain when moving up the ladder to SLE2, SLT1, and SLT2 trim levels.
Options themselves are quite reasonably priced, but there are a lot of them that can take the price of a loaded Terrain well into the upper-$30K range. The gutsy V-6 is only a $1500 upgrade; a dual-screen DVD entertainment system is $1295; the trailering package costs $350; chrome-clad 19-inch wheels are $900. Add all that onto the top-shelf SLT2 model, along with the available touch-screen navigation system ($2145) and all-wheel drive ($1750), and the price climbs to nearly $38,000, which seems either reasonable or extreme, depending on what you are cross-shopping it against. If you see the Terrain as an alternative to a nice CR-V or leather-wrapped RAV4, à la the Equinox, it's sort of pricey. But if, as does GMC, one sees it as competing with loaded mid-sizers like the Nissan Murano and Ford Edge, the Terrain is mid-pack to bargain-priced.
Don't be surprised to see an even pricier Denali model enter the picture sooner than later, equipped with things like LED lighting, premium materials, and real wood trim. That model should reinforce GMC's upscale positioning and further differentiate it from the Equinox, although it would run the risk of standing on sales of the newly introduced Cadillac SRX. Meanwhile, what GMC offers with the Terrain is certainly a respectable, credible, and slightly upscale alternative to the Equinox.
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
Ironing Out the Wrinkles in the Entry-Level Luxury Sedan by Edmunds: Inside Line
Ironing Out the Wrinkles in the Entry-Level Luxury Sedan
If you do your part to forget about your (grand)father's Buick, we'll do ours to refrain from picking the low-hanging fruit when it comes to smart remarks in this comparison test of the 2010 Buick LaCrosse CXS and the 2009 Lexus ES 350. There will be no references to forgotten left-turn signals or Murder She Wrote. Instead we'll ensure our focus remains on how well each car fulfills its promise of entry-level luxury.
Rather than our usual 20 percent emphasis on intended acceleration and other track performances, we'll count those only as 10 percent of the total score for this comparison. Instead, we'll reward these cars more heavily for their ability to coddle, pamper and supply the kind of features a modern luxury car should - increasing this component of the final tally to 25 percent from our normal 20 percent. And in light of this era of doomsday economics, we've made the price 25 percent of the final score, up from 20 percent.
The Luxury Landscape
What started in 1989 as a gussied-up Toyota
Camry
has matured over 20 years into one of the best-selling luxury sedans in
the U.S. It might surprise you that the low-profile front-wheel-drive
Lexus ES historically has been the sales leader for the high-profile
Lexus brand, outselling its more expensive rear-wheel-drive Lexus
siblings like the GS
and IS,
not to mention the range-topping LS.
The
expectation of super reliability, solicitous service writers,
loaner cars and projected resale value had much to do with the success
of the entry-level Lexus, which is perceived as a great value for the
luxury received.
We also believe one of the reasons for the ES's popularity is the relatively thin field of competitors in the segment of entry-level luxury sedans. The Acura TL has gone all beak-nosed and high-tech, alienating those in search of simple luxury. The Cadillac CTS is conflicted and needs a singular concept ("Standard of the World" might be a good one to dust off). Infiniti is still trying to establish itself, though neither the G nor the M sedans seem to fit the luxury segment. Lincoln has failed so many times with rebadged Fords that nobody pays much attention anymore, and any differentiation among the cryptically described MKS, MKT, MKX and MKZ devolves into a case of brand glaucoma. As far as the German sedans go, choices for buyers not interested in Nürburgring lap times have been limited.
Meanwhile, Lexus has been quietly reaping the rewards by satisfying buyers looking for a comfortable, reasonably priced luxury sedan, and so the 2009 Lexus ES 350 is the latest in a long line of sedans that have trudged along essentially unchallenged in this market segment. But now GM - and more specifically, Buick - wants some of that action, and the 2010 Buick LaCrosse is its answer.
Is Buick the New Lexus?
So it was only a little surprising that when the all-new 2010 Buick
LaCrosse CXS (base price of $33,765) arrived at Edmunds HQ, it appeared
more than prepared to take on the 2009 Lexus ES 350 at
$35,345.
Anyone who doubts the LaCrosse's mission is to compete with the ES 350 need only scan the lengthy standard equipment list and drive one a couple hundred yards. As Dan Pund said in our Full Test of the LaCrosse CXS, "Really, people, you're going to have to get past your whole Buick thing. Wake up; times are changing."
And judging from your interest in our quick test of the 2010 Buick LaCrosse CXL with its 3.0-liter V6 and our full test of the LaCrosse CXS with its 3.6-liter V6, this all-new Buick has your attention, as well it should.
Lazy Boy
When we drove the LaCrosse and ES 350 side-by-side during our
comparison testing, it was immediately evident that the standard,
heated/ventilated, leather-upholstered front seats in the 2010 Buick
LaCrosse CXS were far more comfortable and supportive than the ES 350's
optional seats. (Leather upholstery isn't even standard on the 2009
Lexus ES 350.) Extra point for Buick that these easy chairs also boast
handsome and well-executed double stitching, a detail that's evident
throughout the cabin.
According to the SAE's calibrated tape measure, the front accommodations of the two sedans are within fractions of an inch of one another, but the rear seats of the Buick not only measure larger but also are noticeably larger to the eye as well. Yes, we have noted that the Buick surrenders about 2 cubic feet of trunk volume (and a smaller aperture as well as limited rearward visibility) to enjoy this asset, but its cargo capacity of 12.8 cubic feet is still large by most standards.
The rear seats in the Lexus are fixed and the armrest contains a ski-size pass-through. The rear seats in the LaCrosse also hide a ski-size pass-through, but additionally accommodate a 60/40-split folding feature that expands the cargo capability. And though our Buick isn't so equipped, there is an available rear-seat DVD entertainment system - an option not currently available in the Lexus.
The rear passengers of the Lexus also will be underwhelmed with a couple of HVAC vents, while the Buick supplies vents, a simple power point and a genuine two-prong AC power outlet. Both these cars are equipped with powered rear sunshades and rear side-mounted airbags.
Fine Motor Skills
In terms of driving dynamics, the Lexus has one subtle but distinct
advantage over the Buick, because you never notice the drivetrain at
all. We've praised Toyota's powerful and efficient 3.5-liter 2GR V6 in
everything from a Toyota
RAV4 and Sienna
minivan to the Lexus IS 350 and RX
350.
In the ES 350, the ultra-smooth and remarkably quiet V6 develops 272
horsepower, yet requires high-octane fuel to do so. The EPA's combined
fuel economy rating for the 2009 Lexus ES 350 is 22 mpg, and we
confirmed it with an observed average of 21 mpg.
The direct-injection 3.6-liter V6 in the 2010 Buick LaCrosse CXS makes more power than the Lexus V6 with 280 hp and it does so with regular-grade fuel. At the same time, it also has to stir more than 2 tons of luxury sedan, which translates into an average of 18.5 mpg in our testing, while the official EPA rating is 21 mpg. The Buick never ever feels overburdened, but it just doesn't accomplish overtaking maneuvers as effortlessly as the Lexus. The transmission programming in the Buick is also busier than that of the Lexus, prioritizing fuel savings instead of seamless, unobtrusive power.
It's not a huge surprise the lighter ES 350 (by a whopping 472 pounds) outpaced the slightly more powerful Buick at the test track by about a half-second across all the sampled speeds. Then again, if a half-second matters to you, then you might be shopping in the wrong showroom. (Sport sedans are on the other side, sir, next to the branded athletic apparel.)
Fancy Suspenders
From behind the Buick CXS's standard heated steering wheel, we found
its ride far more controlled and yet soothing than that of the squishy
Lexus. The LaCrosse CXS has standard two-mode self-adjusting shock
absorbers that do an excellent job of damping out impacts with a
single(!) rebound stroke. In comparison, the Lexus feels soggy with its
soft springs, and the traditional dampers allow the body to oscillate
through at least two suspension cycles after an impact. There was a
time (1997-2001) when the Lexus ES 300 offered Adaptive Variable
Suspension, including a sport/comfort selector, but cost-cutting seems
to have taken a toll.
It might not matter to you that the Buick's $800 Touring package includes 19-inch wheels (the Lexus wears standard 17s) and ties together transmission, steering and damping rates for what is supposed to be a sportier driving experience. Somebody once said, "A difference, to be a difference, must make a difference," and, frankly, we could scarcely detect any variation in the way the LaCrosse CXS drove in Sport or normal modes. Actually, we feel the 19-inch wheels and Touring suspension settings transmit a slightly more brittle ride quality compared to the standard 18-inch wheels and standard suspension.
In fact, the LaCrosse CXL we tested with 18-inch wheels and without the Touring package matched this LaCrosse CXS's handling numbers, registered lower sound levels at 70 mph and enveloped road irregularities with the same imperviousness as Mr. Fancy Dampers.
The Clock Never Stops
An area where the 2010 Buick LaCrosse CXS scores big points is in our
scoring for 10 selected features, including must-have items like
navigation with real-time traffic information, remote starting,
perforated leather seating with heat and ventilation, and so on. Of
course there are items both cars have in common, like intelligent keys,
premium audio systems, articulating xenon headlamps, dual-zone climate
controls and oversize moonroofs.
Have a look at the Top 10 Features list, but in summary, of the 10 we chose, there were six important attributes we found to be standard on the Buick and the remaining four were optional. In contrast, there were six features that were not even available for the ES 350. In terms of scoring, this means the Buick LaCrosse CXS earns 80 points, where the Lexus ES 350 only manages 26.7 points.
Short-Term Memory Loss
It's not completely smooth sailing for the Buick, however. We docked
the LaCrosse several points for design errors, not just the blind spots
caused by the C-pillars in this coupe-style design but also the thick
A-pillars and bulky side mirrors. We're not exaggerating when we say
that these enormous buttresses literally obscure pedestrians in
crosswalks and entire vehicles at a four-way stop.
There were also weak door detents that could barely hold open a door on the slightest incline. Rather than a dedicated trunk release button within the cabin, you must use either the key fob or a touch pad on the trunk plinth itself. And finally, we're still nursing our bruised knees after having met the jutting portion of the wraparound dashboard when we entered the car. There's a programmable easy-entry feature that motors the driver seat aft to avoid this tight squeeze, but the car sometimes forgets to return the seat to the driving position.
Relics
To be fair, the Lexus had its share of design foibles as well. The 2009
Lexus ES 350 interior looks and feels like an antique compared to the
contemporary LaCrosse CXS. The promotional material for the Lexus even
specifically calls out the ES 350's 1970s-era "electronic digital
quartz clock."
The mahogany-tinted high-gloss wood looks like it came from a downmarket furniture store, and what's with the old Mercedes-style shift gate for the shift lever? And we nearly called an anthropologist when we spied the ES 350's cassette tape player. Sure, Lexus drivers are known enthusiasts of books on tape, but does Mark Levinson know it's still there?
Retirement Age
The final demerit for the 2009 Lexus ES 350 regards its price. What
starts out as a simple $1,580 price fissure that favors the
better-equipped 2010 Buick LaCrosse CXS grows to a $4,650 chasm at the
bottom line once you compare feature content. If we were to subtract
the ES 350's $4,250 navigation/Mark Levinson package from its bottom
line, the car would still be $400 more expensive than the LaCrosse and
even less competitive.
What at first appeared to be a put-up-or-shut-up proposition for Buick has resulted in a thorough embarrassment for Lexus. The two entry-level luxury sedans are effectively tied in our ratings of performance and fuel, but every place else - evaluation scores, feature content and price - the 2010 Buick LaCrosse walks away from the 2009 Lexus ES 350 with a decisive 17-point victory.
We're not saying the Lexus ES 350 is not a fine automobile; we're just saying its time has passed as a standard by which entry-level luxury sedans are to be measured. For that, you must consider the 2010 Buick LaCrosse CXS as the new leader in its class.
At first we questioned GM's strategy, not only with the LaCrosse itself but also with the notion of Buick as a genuine competitor for Lexus. But after this comparison, we have no doubt that the 2010 Buick LaCrosse is a game-changing, brand-defining automobile that will go far to both revitalize Buick and promote the new General Motors.
The manufacturers provided Edmunds these vehicles for the purposes of evaluation.
Photos
(Enlarge photo)
The intriguing styling of the 2010 Buick LaCrosse CXS somehow manages
to be simultaneously curvaceous and yet finished with angular facets.
(Photo by Kurt Niebuhr)
(Enlarge photo)
While it's not
entirely an original design, the LaCrosse in profile maintains a
coupelike roof line and ample headroom. (Photo by Kurt
Niebuhr)
(Enlarge photo)
Attractive LED
taillights and dual chrome exhaust finishers complete the LaCrosse CXS
look. (Photo by Kurt Niebuhr)
(Enlarge photo)
The LaCrosse
CXS's direct-injected 3.6-liter V6 makes 280 horsepower with 87-octane
fuel. (Photo by Kurt Niebuhr)
(Enlarge photo)
The dramatic
sweeping dashboard of the Buick LaCrosse flows into the doors.
(Photo by Kurt Niebuhr)
(Enlarge photo)
Intimately
designed but roomy nonetheless, the cockpit of the LaCrosse CXS is a
step ahead for Buick. (Photo by Kurt Niebuhr)
(Enlarge photo)
A heated,
leather-wrapped steering wheel featuring logical and easy-to-operate
buttons is standard on the LaCrosse CXS. (Photo by Kurt
Niebuhr)
(Enlarge photo)
White-on-black
gauges are highly legible and amply sized. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The instrument panel also features a crisp color display for a
multitude of info outputs including tire pressures, navigation and trip
meters. (Photo by Kurt Niebuhr)
(Enlarge photo)
The Buick LaCrosse CXS is prepared to take on the luxury car segment
with its infotainment package: A 384-watt, 11-speaker Harman Kardon
audio system is standard. (Photo by Kurt Niebuhr)
(Enlarge photo)
Buttons are
indeed numerous, but they're also large and effectively labeled.
(Photo by Kurt Niebuhr)
(Enlarge photo)
At $1,995, the
Buick's optional audio upgrade and navigation system utilizes crisp and
intuitive graphics. (Photo by Kurt Niebuhr)
(Enlarge photo)
We like the soft boot and straight-line action of the LaCrosse's
shifter over the shifting labyrinth of the Lexus ES 350. Sport and
manual mode are a simple nudge to the left. (Photo by Kurt
Niebuhr)
(Enlarge photo)
Heated,
ventilated, leather-upholstered front seats are standard on the
LaCrosse CXS. (Photo by Kurt Niebuhr)
(Enlarge photo)
There are more
than 40 inches of legroom back there, making the LaCrosse's backseat
feel like it belongs in a large car. (Photo by Kurt
Niebuhr)
(Enlarge photo)
A little narrow
and a little high, but the LaCrosse's trunk is still plenty big.
(Photo by Kurt Niebuhr)
(Enlarge photo)
The navigation system features real-time traffic, building shapes and
info, addresses and telephone numbers of points of interest. If your
phone is paired, it'll also call the POI. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The wood trim
pieces are fake but the stitching is real. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The power rear
sunshade is standard; the oversized power moonroof is $995 extra.
(Photo by Kurt Niebuhr)
(Enlarge photo)
Buick
portholes? Did they have to? (Photo by Kurt Niebuhr)
(Enlarge photo)
These
super-attractive 19-inch wheels come as part of the attractively priced
($800) Touring package. (Photo by Kurt Niebuhr)
(Enlarge photo)
Base price for
the LaCrosse CXS is $33,765, but it comes fully loaded as is.
(Photo by Kurt Niebuhr)
(Enlarge photo)
Our LaCrosse
CXS test car's price is pumped up with more than $5,500 in options, yet
still comes in under $40,000. (Photo by Kurt
Niebuhr)
(Enlarge photo)
No risk-taking
here, the 2009 Lexus ES 350 is styled to be as inoffensive as possible.
(Photo by Kurt Niebuhr)
(Enlarge photo)
Without a badge
to tell you this is a Lexus, it could be anything from a Toyota to a
Hyundai. (Photo by Kurt Niebuhr)
(Enlarge photo)
Choosing the
Black Sapphire paint for your ES 350 will render it nearly invisible.
(Photo by Kurt Niebuhr)
(Enlarge photo)
The widely employed Toyota 3.5-liter V6 utilizes premium fuel and
variable valve timing to make 272 hp in the ES 350. The EPA combined
fuel economy is a respectable 22 mpg. (Photo by Kurt
Niebuhr)
(Enlarge photo)
Nothing daring here either, and while the color palate is indeed
subdued, there seems to be too much at work in the interior of our
Lexus ES 350. (Photo by Kurt Niebuhr)
(Enlarge photo)
Wood and leather steering wheel is optional, but the simple and
apparently spill-resistant buttons are standard on the Lexus ES 350.
(Photo by Kurt Niebuhr)
(Enlarge photo)
Simple, precise and highly legible gauges are among the design elements
of the Lexus ES 350 we wouldn't change. The small info panel up top
could stand an upgrade, however. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The yoke-shaped center console has few buttons and is dominated by the
optional and expensive ($4,250) premium audio/navigation system. The
high-contrast touchscreen serves a multitude of climate and
infotainment functions. (Photo by Kurt Niebuhr)
(Enlarge photo)
Wood by Fred's
Furniture; shifter by Mercedes-Benz circa 1996. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The power
tilt-telescoping wheel is standard, but the leather seats are optional
on the Lexus ES 350. (Photo by Kurt Niebuhr)
(Enlarge photo)
We found the
Lexus ES 350's rear accommodations plush but comparatively sparse and
small next to the Buick LaCrosse. (Photo by Kurt
Niebuhr)
(Enlarge photo)
At 14.7 cubic
feet, the Lexus ES 350's trunk is larger and more easily accessible
than the one in the Buick LaCrosse. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The excellent premium Mark Levinson audio system includes a large slot
we're told was once used for something called a cassette tape.
(Photo by Kurt Niebuhr)
(Enlarge photo)
Lexus Intuitive
Park Assist ($500) is merely a front and rear proximity sensor array;
it doesn't parallel park for you. (Photo by Kurt
Niebuhr)
(Enlarge photo)
Excellent, highly legible touchscreen graphics replace many buttons.
Oh, and 1978 called and it wants its new-fangled digital clock back.
(Photo by Kurt Niebuhr)
(Enlarge photo)
The
heated/ventilated perforated-leather front seats were included in our
ES 350's $3,880 Ultra Luxury package. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The powered
glass moonroof, LED interior lighting and self-dimming rearview mirror
are standard on the Lexus ES 350. (Photo by Kurt
Niebuhr)
(Enlarge photo)
The sonar parking assist and rear sunshade are optional, but luckily
the fuel door and trunk release buttons are standard on the Lexus ES
350. (Photo by Kurt Niebuhr)
(Enlarge photo)
The Lexus ES
350's standard wheels measure 17 inches in diameter. (Photo by
Kurt Niebuhr)
(Enlarge photo)
The base price
of our 2009 Lexus ES 350 was $35,345, but options quickly added up.
(Photo by Kurt Niebuhr)
(Enlarge photo)
With more than $8,600 in options, our Lexus ES 350's as-tested price
swelled to $43,975, but the Buick LaCrosse was $4,650 less and better
equipped. (Photo by Kurt Niebuhr)