The truck also gets hydraulic power-assisted rack-and-pinion steering, with an excellent 11.1 m (36.4) turning circle. While the Rainier's steering still feels vague at center it is quite easy to maneuver in city traffic or place into a tight parking spot.

The Rainier features 4-wheel discs and standard ABS, which on paper should help it stop much quicker than rival SUVs with rear drums. (Photo: Shawn Pisio, Canadian Auto Press)

What about braking? The Rainier features 4-wheel discs and standard ABS, which on paper should help it stop much quicker than rival SUVs with rear drums. I couldn't detect a noticeable difference, but to be fair it's difficult to tell a few meters improvement from one vehicle to the next without lines drawn on the road and a competitive vehicle to compare it to - none of which were available. The brakes did feel good though, responding to input quickly and during extreme panic braking tests showing reasonable levels of fade for this category.

Both of the Rainier's engine choices are powerful and relatively refined. (Photo: Shawn Pisio, Canadian Auto Press)

Either an award-winning 275-hp 4.2-L inline 6-cylinder engine with 275 lb-ft of torque, or GM's 285-hp 5.3-L V8 with 325 lb-ft of torque are available, both adequately powerful to move the Rainier along at a decent clip. Each is mated to a 4-speed automatic that shifts smoothly, dropping down gears quickly when called upon.

Both the I-6 and V8 are also quiet, or maybe it's not the engines in particular but the excellent job Buick's engineers played in insulating the Rainier from exterior noise. Either way there's no need to shout at those in the rear seats or turn the audio system up to mask infiltrating dBs. That stereo is sufficient nonetheless, despite featuring only six Bose speakers throughout. A 6-disc in-dash CD changer is a welcome convenience, and expected in an SUV targeted at the premium market, as are its steering wheel controls. I also liked the steering wheel-mounted climate control and trip computer buttons.