And the V8 in the Lucerne CXS is one sweet engine. It's not as high in output as Chrysler's 5.7-litre HEMI, per se, but the

The DOHC, 32-valve V8 in the Lucerne CXS is one sweet engine. (Photo: Trevor Hofmann, Canadian Auto Press)

silky-smooth 275-horsepower 4.6-litre mill makes a V6 eclipsing 295 lb-ft of torque. And other than that Chrysler 300C, and its Dodge Charger stable mate, plus, I suppose, GM's own Pontiac Grand Prix GXP, which ironically makes more muscle than Buick's more sophisticated powerplant thanks to 700 cubic centimeters greater displacement, and features a trick cylinder-deactivation feature to save fuel, although its overhead valve architecture makes it less impressive to the import crowd, no rivals offer V8 power in the entry-level luxury segment.

Of course, the Buick V8 isn't necessarily quicker off the line than competitors' six-cylinder engines,

That's Dave's old house behind the Lucerne. He had the best lego collection. (Photo: Trevor Hofmann, Canadian Auto Press)

so the benefits it offers have more to do with a smooth, relaxed composure during its sprint to highway speeds and, of course, that wonderfully throaty exhaust rumble that those of us raised on American iron love so dearly.

Most domestic fans won't care too much that the transmission fitted to the world-class V8 is somewhat rudimentary, at least in the fact that it only includes four forward gears and no manual mode. GM isn't quite in the same league as its rivals when it comes to low-priced automatics, ironic considering it was previously a leader in this field, other than the once state-of-the-art but now merely

This road used to have big wide ditches on the left, perfect for catching tadpoles with my friend Jeff who lived to the right. (Photo: Trevor Hofmann, Canadian Auto Press)

adequate five-speed, manual-mode unit used in its Cadillac rear-drive cars and crossover. Still, the four-speed unit shifts easily if not a bit on the crude side, especially when sliding into reverse where it hits with an awkward clunk. It's smoother as the car's speed climbs, however, and the engine's ample torque makes the need for additional gears less of a problem than it would be for the base six-cylinder model.

Of course, I haven't driven the base Lucerne, although I've driven the Allure with the 3.8-litre overhead valve V6, four-speed auto combo and it does fairly well.

Was Mark's house this one... (Photo: Trevor Hofmann, Canadian Auto Press)

While the Lucerne is heavier, for those not interested in performance first and foremost, the $30,995 CX and its 197 horsepower and 227 lb-ft of torque, both maximized at the same 5,200 rpm, should be ample, and the price can hardly be beaten for a large car with the same features. Actually, I think that the Lucerne is most competitive at this price point. Certainly it has full-size rivals priced lower, such as the more powerful, more radically styled $30,255 Chrysler 300, or the less distinctive although very competent $29,499 Ford Five Hundred (I would have included the Dodge Charger although I think it's racier styling targets

.... or this one, I can't remember. I think it was this one. Mark, you out there? (Photo: Trevor Hofmann, Canadian Auto Press)

the Pontiac crowd more than Buick's traditionally more conservative buyer). Toyota's larger, more stylish and extremely well appointed Camry is also in this league, and with a V6 starts a bit lower at $29,400. The Avalon is sized more like the Lucerne, mind you, and is priced quite a bit higher at $39,900; although wonderfully equipped. Of course, Buick makes a model to compete with this, the V8-powered CXL and slightly sportier CXS I'm sitting inside right now. Although, from my current point of view, yes, the view from the driver's seat, the car's interior is where GM has fallen short.