As mentioned, the LaCrosse handles quite well. The steering is precise, really biting into the pavement when you want to turn. LaCrosse has terrific body roll control, meaning it's not bouncing and yawing around when pushed harder on rural roads. The suspension used in the CX and CXL is about 20 percent stiffer than in the old Regal or Century, with larger stabilizer bars, so the LaCrosse handles better than those cars.

Compared to the CX and CXL, the sportier CXS steers through a quicker ratio (13.3:1 vs. 15.3:1), featuring GM's electronic Magnasteer (rather than hydraulic) assistance. It also rides on stiffer anti-roll bars both front (32 mm vs. 30) and rear (19.4 mm vs. 17).

We found the CXS more responsive on winding roads in Northern Michigan. We later pushed one hard on some tight, bumpy canyon roads outside Los Angeles and found it handled quite well there, also. The grip from the tires is tenacious. Even when squealing around curves, the CXS maintained good composure, not losing its poise the way older American sedans tended to do. It offered good transient response, meaning it could change directions quickly in hard left-right-left maneuvers. The quicker steering ratio enhances the good steering feel and turn-in power we noted in the other Lacrosse models, CXS models with optional StabiliTrak feature GM's even more sophisticated Magnasteer II power steering.

For the most part, the LaCrosse rides smoothly, though we admit being a little disappointed in the ride quality on L.A.'s Interstate 405. It's a bumpy section of one of the busiest freeways in the world that really tests a smooth ride. Here, the LaCrosse suffered some vibration and the ride quality wasn't as smooth as we think a Buick should be. This is perhaps a trade-off of the responsive handling.

Three different traction control systems are offered: CX and CXL versions use a speed-based setup that cuts off fuel to reduce engine torque. This helps eliminate front wheelspin when accelerating on slippery surfaces, providing more stable control. The CXS comes with GM's full-range electronic traction control, which also selectively applies the brakes at one or more wheels as needed to restore traction.

StabiliTrak includes a traction-control function and also improves driver control during emergency or evasive maneuvers. We highly recommend ordering the optional StabiliTrak because it can help you avoid an accident. 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 or right wheels, while reduceing throttle to help realign the vehicle's actual path with the path the driver intended. This can help the driver maintain control in an evasive maneuver. Just remember to steer where you want to go.

The big four-wheel disc brakes, ventilated in front and with ABS all around, worked well, even when hauling the car's 3500 pounds down from superlegal speeds. They gave good pedal feedback and were easy to modulate, meaning you can bring the car to nice smooth stops in normal driving conditions, ensuring comfort for your passengers.

Summary

Buick's long tradition of fine sedans is well-served and continued by the LaCrosse. It's a quiet car that impressed us with its steering precision and handling crispness. The interior has been given extra attention and that has paid off handsomely.

NewCarTestDrive.com correspondent Jim McCraw filed this report from Pellston, Michigan, with Mitch McCullough reporting from Los Angeles.

Model Line Overview

Model lineup:Buick LaCrosse CX ($22,230); LaCrosse CXL ($24,645); LaCrosse CXS ($26,860)

Engines:200-hp 3.8-liter ohv 12-valve V6; 240-hp 3.6-liter dohc 24-valve VVT V6

Transmissions:4-speed automatic

Safety equipment (standard):front airbags, side-curtain airbags, ABS, traction control, tire pressure monitor

Safety equipment (optional):StabiliTrak electronic stability control, rear park assist

Basic warranty:3 years/36,000 miles

Assembled in:Oshawa, Ontario, Canada