The dashboard is simply designed. It reflects the general aura that surrounds the Buick product. The plastics are generally nice and padded in most areas. The wood inlays on the other hand, are of poor quality and cheap looking. The cabin's environment suffers greatly by being grey compared to the available black materials; simply put, black looks richer. Interior ergonomics are absent: nearly all controls are located on the center console in the middle of an ocean of black plastics and they are all the same size. Hence, being bunched up as they are in the same square 8 inches, they are difficult to decipher. I fail to comprehend why GM did not take the available space to create something nicer and more user-friendly. These HVAC and audio controls are stubborn as well: one touch is never sufficient to activate the desired action.
The chrome-ringed gauges are nice and clear. Like Ford, GM no longer believes in redlines for the tachometer. A point I find interesting has to do with the speedometer. It is graduated plainly with numbers. Whether the vehicle is sold in Canada or in the US, only a flick of a button to switch from Km/h or mph. The Americans will seldom see the needle past the first half of the dial.
The headlight switch is odd looking and in functioning: if the headlights are on when the car is started, the fogs lamps will not go on. The switch has to be turned off, then on so the auxiliary lights can be turned on. There is only one arm to operate turn signals and wipers. Another oddity and something I have not seen in a long time is two levers to adjust the tilt and telescopic steering wheel.
Technical
Two engines are on the Allure's list of features. The first is the pre-historic, yet reliable, OHV 3.8L V6 found in just about every midsize GM vehicle. It develops 200 hp at 5 200 rpm and 230 lb/ft of torque at 4 000 rpm. The second is a DOHC 3.6L V6, found in recent Cadillacs such as the SRX SUV and the Buick Rendezvous Ultra. At the crank, we find 240 hp at 6 000 rpm and 225 lb/ft of torque at a low 2 000 rpm. The only transmission offered is an electronically controlled 4-speed automatic. A 4-wheel independent suspension and disc brakes are standard fare for all the Allures.
On the road
The 3.6L is impressively powerful. I would go so far as to say that its grunt is almost unexpected. Usually, a GM V6 runs out of breath somewhere around 5 000 rpm whereas this one pulls all the way and hard to 6 500 rpm. A good dose of acceleration will leave you pinned against the seat and, thanks to an immediate throttle response, will have you motoring down the highway almost like the real Pontiacs of yore. I managed just under 13.5L per 100 km in my combined highway and city driving.
The automatic transmission works crisply through the gears. Kickdowns
are quick and almost aggressive; something one would never anticipate from a Buick. The transmission is principally invisible in normal driving situations. There is no button to deactivate the overdrive.
The 4-wheel disc brakes do a good job of bringing the 1 600 kg car to a stop. The ABS system tends to act up when braking over an uneven surface. The pump does its job, however this makes braking nearly impossible in a panic. This is not the first time that I have experienced problems with GM ABS brakes.
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The chrome-ringed gauges are nice and clear. Like Ford, GM no longer believes in redlines for the tachometer. A point I find interesting has to do with the speedometer. It is graduated plainly with numbers. Whether the vehicle is sold in Canada or in the US, only a flick of a button to switch from Km/h or mph. The Americans will seldom see the needle past the first half of the dial.
The headlight switch is odd looking and in functioning: if the headlights are on when the car is started, the fogs lamps will not go on. The switch has to be turned off, then on so the auxiliary lights can be turned on. There is only one arm to operate turn signals and wipers. Another oddity and something I have not seen in a long time is two levers to adjust the tilt and telescopic steering wheel.
Technical
 |
On the road
The 3.6L is impressively powerful. I would go so far as to say that its grunt is almost unexpected. Usually, a GM V6 runs out of breath somewhere around 5 000 rpm whereas this one pulls all the way and hard to 6 500 rpm. A good dose of acceleration will leave you pinned against the seat and, thanks to an immediate throttle response, will have you motoring down the highway almost like the real Pontiacs of yore. I managed just under 13.5L per 100 km in my combined highway and city driving.
The automatic transmission works crisply through the gears. Kickdowns
 |
The 4-wheel disc brakes do a good job of bringing the 1 600 kg car to a stop. The ABS system tends to act up when braking over an uneven surface. The pump does its job, however this makes braking nearly impossible in a panic. This is not the first time that I have experienced problems with GM ABS brakes.