Buick said the 2014 Regal is designed to be a sportier and smarter evolution of the brand’s dynamic midsize sedan. New purposeful technologies enhance safety and the driving experience with a more refined turbo engine – along with the introduction of all-wheel drive.

The new Regal also introduces new radar- and camera-based safety features – including Rear Cross Traffic Alert, Lane Change Alert, Side Blind Zone Alert, Lane Departure Warning, Forward Collision Alert and Collision Mitigation Braking – for surround protection. In-vehicle connectivity is enhanced with next-generation IntelliLink, featuring simpler, more intuitive controls and natural speech recognition.

Adaptive Cruise Control is also offered. It senses traffic in front of the Regal to adjust vehicle speed, including stopping the vehicle in heavy traffic and accelerating again.

“The new 2014 Regal is more expressive, more connected and more technologically advanced,” said Tony DiSalle, U.S. vice president of Buick Marketing. “ Nearly half of new Regal buyers are conquests who are new to Buick and they represent the youngest median age among the brand’s lineup.The new Regal gives those discerning buyers more of the technologically advanced features they want in a modern luxury sedan, all with the style and refinement they expect from Buick.”

The new 2.0-liter turbo engine delivers 18 percent more horsepower in the Regal Turbo.

The available Haldex all-wheel-drive system helps make the most of traction in all driving conditions and also enhances the cornering capability of the Regal GS when driven in the GS mode of the Interactive Drive Control System.

A 2.4-liter engine with eAssist light electrification technology is also available on the 2014 Regal.

Six-speed automatic transmissions are matched with both engines and a six-speed manual is available in the Regal GS. Electric power steering is now featured on all models.

The new Regal will celebrate its public debut at the New York International Auto Show later this week.

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The full-size LaCrosse offers for 2014 new interior and exterior design cues, advanced safety technologies and enhanced in-vehicle connectivity.

The 2014 LaCrosse is offered in front-wheel-drive and all-wheel-drive models and offers two powertrains: a 2.4L engine with eAssist light electrification technology or a 3.6L direct-injected V-6.

Each is paired with a six-speed automatic transmission.

The eAssist system combines a 2384 cc 4-cylinder engine producing 182 horsepower with a 15 kilowatt belt-driven, liquid-cooled motor/generator unit and 15 kilowatt peak power lithium-ion battery system. This electric motor provides 79 pound-feet of torque.

All models feature Buick’s QuietTuning engineering process that reduces, blocks and absorbs unwanted noise from the LaCrosse’s cabin, making it one of the quietest in the segment.

New front and rear styling, featuring signature wing-shape LED daytime running lamps and LED wraparound tail lamps, complements its sculpted exterior design.

The interior is, in Buick’ opinion, more contemporary, with new seats, enhanced materials, redesigned central instrument panel and console – and an all-new, available Ultra Luxury Interior Package.

The cabin also incorporates Buick’s next-generation IntelliLink infotainment system, with intuitive controls and natural voice recognition.

New radar- and camera-based safety features help surround the new LaCrosse with protection. They include Side Blind Zone Alert, Lane Change Alert, Lane Departure Warning, Forward Collision Alert, Rear Cross Traffic Alert and Automatic Collision Preparation. GM’s patented Safety Alert Seat works with these features, providing seat vibration pulses indicating the direction of a potential crash threat.

Adaptive Cruise Control is also offered. It senses traffic in front of the LaCrosse to adjust vehicle speed, including stopping the vehicle in heavy traffic and accelerating again.

“We evolved the interior and exterior design, increased luxury amenities and materials, and enhanced the safety and personal technologies to give customers more reasons than ever to rediscover Buick,” said Tony DiSalle, U.S. vice president of Buick Marketing.

Globally, LaCrosse sales have exceeded 500,000 since its 2009 introduction and U.S. sales topped 57,000 in 2012.

This new LaCrosse makes its public debut at the New York International Auto Show, starting this week. We expect Buick will then reveal the fuel consumption ratings of this updated LaCrosse,

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General Motors announced today a global strategy to deliver a new generation of connected cars and trucks with embedded 4G LTE mobile broadband. Per GM, this is the largest deployment in the automotive industry to date.

The first GM cars, trucks and crossovers to get 4G LTE will be most 2015 Chevrolet, Buick, GMC and Cadillac models available in 2014 in the United States and Canada.

4G LTE services will originally be delivered through AT&T. GM said it will announce more carrier and supplier relationships in coming months to expand 4G LTE capabilities in markets around the globe.

According to GM, expected benefits for customers could include in-vehicle Wi-Fi hot spots, new infotainment options like streaming video entertainment in the back seat, real-time updates and faster application downloads. These enhancements build on OnStar’s existing portfolio of built-in connected services, first introduced in GM vehicles in 1996.

The built-in 4G LTE structure GM is opting to go with is specifically designed for in-vehicle use as it is integrated into the vehicle’s electrical system and includes an external antenna to maximize coverage and connectivity.

GM specified that customers will not be required to have a smartphone to use the integrated connected services.

“In addition to allowing consumers to bring in and connect to personal mobile devices, the vehicle will also act as its own mobile device, enabling embedded vehicle capabilities,” said Mary Chan, president, Global Connected Consumer, General Motors.  “Turning this vision into a reality starts with enabling fast, reliable and responsive connectivity within the vehicle.  Through this built-in 4G LTE connection we have the opportunity to reinvent the mobile experience inside a vehicle.”

According to GM, applications of widespread in-vehicle 4G LTE connectivity will enable vehicles to interact directly with their environment to enhance safety, efficiency and convenience for drivers and passengers. 4G LTE will make services such as real-time traffic and navigation updates possible, pulling information from the cloud.

GM and AT&T said they will also work together on a broad ecosystem focused on developing new communication applications to enhance the driving and riding experience.

“While our 4G LTE network will provide fast, reliable mobile broadband for GM’s connected vehicles, we’re also looking forward to working directly with GM researchers and engineers as well as the developer community to invent new in-vehicle applications that will take full advantage of our powerful network,” said Ralph de la Vega, president and CEO, AT&T Mobility.

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It had been redesigned in 2010 with an effective basic electric helper motor technology, along with regenerative braking and stop-start technology.

Styling was intended to make it more appealing to younger drivers and the brand is now associated with an average buyer in the upper 50s, down from the mid-70s.

The car’s eAssist technology, shared by other GM models as an inexpensive “micro hybrid” treatment to electrically assist the 2.4 liter engine sometimes is criticized for falling short in mpg potential by fans of full hybrids.

To be sure the 25 mpg city /36 highway /29 combined Buick’s base $31,660 MSRP which can easily ascend into the upper 30s to near $40,000 could get you in range of a nice Toyota Avalon Hybrid offering an EPA-rated combined efficiency of 40 mpg. Or, for that matter, that level of spending could afford you a Chevy Volt plug-in hybrid with much better shorter distance mpg potential, but the Buick offers its own appeal.

The midsize car is nearly into the large size class, and offers a refined, smooth ride, and elegant styling.

All told, the package proved satisfying enough to buyers to rank it as the tenth-best selling in the hybrid class last year.

Its aforementioned powertrain offers decent-enough mpg, one would assume, and combines a 15-kilowatt electric motor and lithium-ion battery pack in the trunk with the gas engine for a total of 182 horsepower.

Said power is sufficient to move the nearly 4,000 pound car without feeling like it needs much more gumption to get going.

And that stop-start system? It is more refined than some high-end European cars, such as those from Mercedes.

Handling manners may not top the Euro sedans, but the Buick is a far cry ahead of Buicks of yesteryear that floated on their loosely designed suspensions. Today’s LaCrosse eAssist is up to par with other family sedans in its class and provides a satisfying ride, overall.

Styling inside and out are progressive as well, with the exterior inspired by a GM show car from 2007, the Riviera concept.

Inside the vehicle is luxurious and well appointed, with good quality of fit, finish, materials, layout and switchgear.

As we were saying, there are reasons why this car sells, even if it is not the king of mpg in the midsize sedan class.

The inside accommodations are also laden with the gadgetry one would expect in a modern luxury car.

Standard is Buick’s IntelliLink multimedia system which lets users to control their mobile device through a 7- or 8-inch, full-color touch screen display radio. The system allows smart phone control via voice activation and steering wheel-mounted controls. It also enables streaming stereo audio from the phone through services like PANDORA and Stitcher SmartRadio.

Available also are items like a backseat dual-screen video entertainment system, Harman Kardon surround-sound system, navigation system, rearview camera and a blind-spot warning system.

We’ll have more on this car later, but for if the Buick LaCrosse eAssist is of interest to you, you can read a more thorough dissertation in our 2012 full review of the same basic car.

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Last year, the Regal followed in the tire tracks of the larger Buick LaCrosse sedan by offering the Regal eAssist model, a $2,000 option on the 2012 model. The EPA estimates the Regal eAssist will travel 25 miles per gallon in the city and 36 mpg on the highway with a combined 29 mpg. That’s a 25 percent increase in fuel economy compared to the standard 2.4-liter four-cylinder model and beats most other sedans its size.

For 2013, the Regal again follows the LaCrosse by offering eAssist as the standard Regal model or, the Regal 2.0-liter Turbo model for the same $29,015 price. The base 2.4-liter engine has been discontinued. The 2013 price is a small $370 price bump over 2012 but adds Buick’s IntelliLink as standard. IntelliLink uses Bluetooth or USB to connect the driver’s smart phone to a touch-screen display radio and stream music from services like Pandora Internet Radio or Stitcher SmartRadio.

Some E Juice In The Engine Bay

A belt-alternator-starter (BAS) mild hybrid system is the major contributor to the Regal eAssist’s fuel economy numbers. General Motors calls it “eAssist,” a name that is quite appropriate. The system enhances fuel mileage by “assisting” the gasoline engine, either by shutting down the engine when the car comes to a stop or cutting off the fuel supply when cruising or decelerating. It can provide some electric assist to the engine during acceleration, but not all-electric operation.

eAssist has a 15-kilowatt liquid cooled motor-generator that generates 79 pounds-feet of torque. It is mounted on the engine in place of the alternator, providing both motor assist and battery charging via a belt-drive system connected to the engine’s crankshaft. A 115-volt air-cooled lithium-ion battery pack bolsters the engine with approximately 11-kw (15 horsepower) of electric power assist during rapid acceleration or on demanding inclines and 15-kw of regenerative braking power.

Under the Regal eAssist hood, the eAssist teams up with a 182 horsepower 2.4-liter direct injected four-cylinder engine that generates 172 pounds-feet of torque. The engine has an aggressive fuel shut-off during deceleration that provides added fuel savings.

A Hydra-Matic six-speed automatic transmission has high final-drive gearing that maintains lower engine revs at highway speeds, boosting mpg. An auxiliary electric-driven oil pump is added to the transmission, which keeps it primed and the fluid flowing when the engine shuts down at a stop. That sustains the transmission’s readiness to perform when the driver accelerates. The engine and transmission are engineered to enable regenerative braking and battery charging during coasting and braking.

Other changes to the Regal eAssist model include an air-conditioning system with a more efficient fuel-economy mode and exclusive 17-inch light-alloy wheels with low-rolling-resistance tires. Also, when stopped on a hill, a hill-assist system captures brake pressure to aid the driver in making a smoother acceleration away from stop by reducing the vehicle’s propensity to roll backward when the engine is in the shut-down mode.

About the Regal eAssist system, the Detroit Free Press says, “eAssist doesn’t change the basic nature of the car. It simply adds very impressive fuel economy to its existing virtues. The engine shuts off when the car isn’t moving and restarts imperceptibly when you take your foot off the brake. The system functions more smoothly than in some $80,000-plus luxury cars.”

Euro Styling, Outside And In

The exterior transformation of the Opal Insignia to the Buick Regal is primarily a transplant of the Buick signature vertical-bar “waterfall” grille complemented by swept-back headlights. Retained are the German car’s muscular, high-shouldered stance, coupe-graceful roof, and distinctive reverse-scoop side sculpting. The gently sloping rear window line, broad C-pillar and prominent chrome window edge form the Regal’s most successful design element, giving the car elegant proportions and drawing parallels with the Lexus GS and Jaguar XF luxury sedans.

Automobile Magazine commented, “There’s also plenty of exterior style to attract American consumers’ attention, with bulging fenders, a steeply raked roofline, and short overhangs.”

Climb in and turn the key and the instrument cluster springs to life with ice blue LED lighting. Simple, elegant, with an intricate scale giving a technical depth to the simple business of speed and engine measurement. An ECO gauge on the instrument panel continuously responds to driving behavior, enabling the driver to drive with greater efficiency. For a more thorough summary, a power flow schematic on the in-dash screen details flow of energy through the eAssist system, such as battery charging from regeneration and electric power directed to the engine.

The interior feel and confidence are clear from the moment you clasp the deeply styled door pull. From the doors, the trim swoops up to the dashboard and across the center console and deep instrument binnacle, before swooping back down again at a shallow angle between the front seats. Switchgear is beautifully crafted and the general build quality is on par with high-end European cars.

Popular Mechanic’s reviewer said, “The layout is tidy, and could be from any one of several European manufacturers. Flowing organic shapes and soft-touch moldings surround you, and the instruments are big, unambiguous dials with a clear information panel between them. The seats—though nicely upholstered and softer than what you’d find in an Audi – prove comfortable, if not completely supportive, for spirited driving.”

As for standard features, the Regal eAssist has a nice array that includes remote keyless entry; power locks, windows, and mirrors; cruise control; tilt/telescoping steering column; leather wrapped steering wheel with audio and cruise controls; leather seating; heated front seat with an eight-way power driver’s seat; dual-zone climate controls; a CD/satellite audio system with an auxiliary input jack for connecting a portable digital audio device; and GM’s OnStar system.

Two option packages are offered that add convenience items like a Harmon Kardon 336 watt audio system, a GPS navigation with seven-inch touch-screen display, keyless start and remote start.

The Regal eAssist is classified as a midsize sedan, but it rides on a 107.8-inch wheelbase, which is about four inches shorter than LaCrosse. This means the Regal is a bit smaller, with a tighter backseat. Trunk volume in standard Regals measures 14.2 cubic feet. It drops to 11.1 cubic feet in the Regal eAssist because the battery pack sits behind the backseat, cutting space and reducing the standard folding rear seatback to a pass-through.

Economics

If the Regal’s European styling and driving dynamics appeal to you, then the choice is fuel economy or performance. The Regal eAssist and Regal 2.0 Turbo both have a base price of $29,015 but, eAssist offers a fuel economy rating of 25 city/36 highway while the 220 horsepower Turbo model turns 19 city/23 highway.

The closest entry-luxury hybrids are the Lexus HS 250h and Lincoln’s MKZ Hybrid. Both are full hybrid modes and thus offer better fuel economy – 35 city/34 for the Lexus and 41 city/36 highway for the Lincoln. However, Regal eAssist is thousands less than both of these hybrids.

eAssist is another sign that hybrid technology—in all its variety of flavors—will become increasingly commonplace in the auto market. However simple the eAssist hybrid system is, it has impressive fuel economy gains and reduces emissions. And, when paired with the Buick Regal’s Euro styling and handling plus its under $30,000 price tag, it deserves a place on your shopping list.

Reviews

The eAssist car retains the standard Regal’s dynamic character. It’s reasonably sharp and connected (especially by past Buick standards) and provides an overall pleasurable driving experience—as long as you’re not in a big rush. The steering still has a bit of a dead spot on-center, but that’s no fault of the hybridization.

Car and Driver

The seats are supportive and especially handsome, with stitched leather that’s repeated on door panels. The three-point steering wheel looks and feels robust, as does the saddle-horn-shaped shifter for the 6-speed automatic transmission.

New York Times

The eAssist system aside, the Regal is based on a well-executed chassis that is eager, composed and controlled in corners and at high speeds. The car looks and feels like a taut European sedan.

AutoWeek

Prices are manufacturer suggested retail price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

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As it attempts to address ever-tightening fuel and emissions standards, while striving to maintain competitive vehicle sticker prices, General Motors is adding its (relatively) low cost eAssist mild Hybrid technology to more vehicles.

The latest edition is the 2013 Buick Regal, which will feature the technology as standard on the base car. The eAssist system, incorporates a liquid-cooled motor generator designed to provide additional power to the car’s 2.4-liter four-cylinder gas engine during times when fuel economy suffers most, such as in stop and go traffic and on steeper gradients.

The system also features a 32-cell, 115-volt lithium-ion battery pack, with cylindrical, power optimized cells and power pack electronics, which are air-cooled to regulate their temperature.

Developing some 15 hp and 79-lb-ft of torque in electric assist mode, the motor generator and battery pack system reportedly help the 2013 Regal achieve an EPA estimated 36 miles per gallon on the highway.

GM’s eAssist technology, which was first introduced on the 2012 Buick LaCrosse, is currently listed as one of the finalists for the Society of Automotive Engineers (SAE) Environmental Excellence in Transportation Award; the winner of which will be announced at the 2012 World Congress.

As for the 2013 Regal itself, GM says it will announce pricing and availability of the car later this year.

GreenCarCongress

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The 2012 Buick LaCrosse, redesigned in 2010, is helping to shed the image that only AARP card-carrying members purchase the tri-shield brand. The average age of Buick buyers has fallen in the last decade from the mid-70s to the late 50s. To help juice up this trend, and also appeal to entirely new buyers (read green and trendy), Buick is offering a green machine, the 2012 LaCrosse eAssist. It delivers an EPA estimated 25 city/37 highway and 29 combined. Those fuel economy numbers are up from 19/30/23 for the 2011 LaCrosse with the same four-cylinder engine.

Even though eAssist is similar in principle to the very mild belt-alternator-starter (BAS) hybrid system first used on the 2007 Saturn Vue Green Line and 2009 Chevrolet Malibu Hybrid, you won’t find the hybrid badge on the LaCrosse that adorned those earlier vehicles. General Motors is avoiding the H word this time around in part because the word has become synonymous with the Toyota Prius, and also to dodge previous complaints that this mild form of hybrid technology doesn’t deserve the hybrid name.

A BAS system – sometimes called stop-start hybrid and micro hybrid – is a relatively low-tech hybrid design. It is composed simply of an energy storage device, like a battery, and a beefed-up starter motor that can also act as a generator. It essentially shuts off the engine when the car stops, and quickly restarts it when the brake pedal is lifted. Depending on design, it can provide some electric assist to the engine at speed, but not all-electric operation.

Even though the LaCrosse eAssist is coming at a time when automakers are pushing toward greater degrees of electrification – and Honda for one is trying to engineer itself out of a mild hybrid approach that precludes plugging in – this lower cost type of hybrid technology deserves a place in the hybrid family. After all, a jump in fuel economy from 19/30 city/highway mpg to 25/37 mpg can yield a solid 30 percent gain in fuel economy.

What Is eAssist?

The eAssist moniker is quite descriptive. The system enhances fuel mileage by “assisting” the gasoline engine, either by shutting down the engine when the car comes to a stop or cutting off the fuel supply when cruising or decelerating. When the car comes to a stop, the motor-generator unit spins the engine, bringing it to a smooth stop and also properly positions the engine for a smooth restart. In like manner, when in fuel shut-off mode, the motor-generator continues spinning along with the engine to provide immediate and smooth take-off power when the driver presses the accelerator.

This new BAS design has noteworthy fuel economy gains compared to the earlier system, but neither comes close to fuel mileage delivered by a “full hybrid” operation like those in the Toyota Prius and Ford Fusion Hybrid. However, eAssist is more complex and performs better than the “micro hybrid” stop-start systems deployed in the Porsche’s 2011 Cayenne and Panamera models, and coming to nearly every Ford model. Buick’s eAssist is closer in function and fuel economy to the “mild hybrid” systems used in the Honda Insight and BMW ActiveHybrid 7.

There’s been a lot of debate – mostly trash talk – about whether or not eAssist is a mild- or micro-hybrid, some comparing the LaCrosse and the now defunct Honda Accord Hybrid. The proof is in the pudding. The eAssist system doles out better fuel mileage with its estimated 25/37 in the LaCrosse versus 24/32 in the killed-off Accord. Guess that makes eAssist at least as good as that mild hybrid.

More Power, Less Fuel

eAssist has a 15-kw motor-generator that replaces the original 5-kw motor in the Vue and Malibu. It is mounted on the engine in place of the alternator, providing both motor assist and battery charging via a new belt-drive system connected to the engine’s crankshaft. A 115V air-cooled lithium-ion battery pack is a significant upgrade from the old 10 kw nickel-metal hydride battery array. The new batteries bolster the engine with approximately 11 kw (15 horsepower) of electric power assist during heavy acceleration and 15 kW of regenerative braking power. That compares with only 2 kw of power assist and 5 kw of regenerative power on the previous setup.

Under the LaCrosse hood, the new eAssist teams up with a 182-horsepower 2.4-liter direct injection four-cylinder engine that generates 172 pounds-feet of torque. The previous design also worked with a 2.4 -liter four, but horsepower was 172 for the Vue and 164 for the Malibu. Plus, the LaCrosse engine produces eight more pounds-feet of torque thanks to high-pressure direct fuel injection that replaced the less-efficient multi-port injection type. Additionally, the engine has an aggressive fuel shut-off during deceleration that provides added fuel savings.

A new Hydra-Matic six-speed automatic transmission replaces the conventional four speed used previously. Higher final-drive gearing keeps engine revs lower at highway speeds, boosting mpg. An auxiliary electric-driven oil pump is added to the transmission, which keeps it primed and the fluid flowing when the engine shuts down at a stop. That keeps the transmission ready to perform when the driver accelerates. The engine and transmission are engineered to enable regenerative braking and battery charging during coasting and braking.

More Fuel Economy Tricks

To eek out even more fuel sipping mileage, engineers added a few tweaks to the LaCrosse not found on the Saturn Vue or Chevy Malibu. Aerodynamics are improved with underbody panels that smooth airflow and electronically controlled shutters in the lower grille close at higher speeds to push more air over the vehicle.

A smaller gas tank is used – 15.7 gallons versus 18.4 – which reduces the curb weight by limiting the amount of fuel, but the eAssist LaCrosse’s range is still greater than the 2011 model. The final touch is low-rolling resistant tires that are optimized for performance and fuel economy.

It’s the total package – the eAssist hybrid system and tweaks – that produce the excellent fuel mileage numbers.

Exterior And Interior

When the covers came off the 2010 LaCrosse, it was clear the exterior design was influenced by the Riviera concept coupe introduced at the 2007 Shanghai Auto Show. Not as dramatic as the Riviera, the LaCrosse’s coupe-like roofline contributes to an elegant, thoroughly modern design. With time honored details like Buick’s waterfall grille, classic portholes and signature “sweep spear” at the rear quarter panels, designers have artfully crafted a look that is tailored for the 21st century. And, since the LaCrosse will become a global vehicle, the vertical front fascia complies with European pedestrian safety regulations, standards that are expected to be adopted in the U.S.

Slide behind the steering wheel and the late 1970s advertising theme “Wouldn’t you really rather have a Buick?” comes to mind. Styled in China, designers continued the elegant exterior lines inside. The interior exudes the kind of quality and refinement that buyers of luxury cars are used to. Materials are rich looking, everything fits perfectly and switchgear feels substantial and operates with a smooth deliberateness.

Large speedo and tachometer gauges are easy to read at a glance. An ECO gauge below the speedometer aids the driver to optimize fuel efficiency, while the driver-information center has a hybrid diagram that shows electric power flow and the battery’s state of charge.

Officially classified as a mid-size car, dimensionally the LaCrosse is closer to a large sedan. Up front, driver and passenger are cosseted in firm seats that are multi-hour comfortable with plenty of leg and shoulder room. Three rear seat passengers can enjoy more than 40 inches of legroom and, in case your passengers tend to be toddlers rather than adults, there are three pairs of rear seat LATCH anchors.

While the 2012 LaCrosse’s cabin has more than generous space, the eAssist version takes a hit on cargo room. The battery is placed behind the rear seats, which reduces the trunk space from 13.3 cubic feet to 10.9. Also, the opening is on the small side making it somewhat difficult to load large items.

As for high-tech gear, the LaCrosse eAssist offers all the gizmos and gadgets expected in a luxury automobile. New for 2012 is Buick’s IntelliLink system as standard equipment. IntelliLink provides smart phone integration, allowing users to control their mobile device through the LaCrosse’s new 7- or 8-inch, full-color touch screen display radio. The system allows smart phone control via voice activation and steering wheel-mounted controls. It also enables streaming stereo audio from the phone through services like PANDORA and Stitcher SmartRadio.

Other goodies available range from a backseat dual-screen video entertainment system to a Harman Kardon surround-sound system as well as a navigation system, rearview camera and a blind-spot warning system.

On The Road

In the not-too-distant past, Buick’s floaty ride was a throwback to earlier times, and the handling and performance was far behind nearly all-modern sedans. Today, the 2012 LaCrosse eAssist is a more than capable performer and handles as well as any family sedan.

In daily life, our LaCrosse test driver was rock-solid and as comfortable as flannel pj’s. The seats are, indeed, splendid and the sedan managed our most rugged urban terrain with a dismissive sneer. Even the worst road hazards failed to produce kickback through the nicely weighted steering system and the shocks took the worst out of every bump and pothole. The cabin was serenely quiet with just a whisper of wind noise.

We found the eAssist hybrid system faultless to the point that after a few miles it was easy to forgot about it. When the engine restarts after a stop sign pause, there are no shudders or electric motor noises. Response to throttle input is prompt, almost brisk, as torque assist from the motor joins the gasoline engine. It may not be sport sedan quick but we found freeway merging and passing slower vehicles were accomplished in short order.

The LaCrosse also came through with fuel economy. After a week of driving on city streets and a couple of runs on Interstates, the odometer had logged 359 miles with an average of 30.7 mpg, which was more than the EPA’s estimated 29 combined mpg. And in fairness, the final tally was affected by a 60 mile-plus Interstate stint with the speedometer pegged mostly at 80 mph.

Economics

In an unconventional move, Buick has positioned the LaCrosse eAssist as the base model. It starts at $29,995 and includes a power driver’s seat, dual-zone automatic climate control, a seven-speaker audio system, satellite radio, Bluetooth, USB connection, the IntelliLink system and GM’s OnStar.

Stepping up to the Convenience Group at $30,465 not only adds remote start, power lumbar and auto dimming mirror, it also offers the choice of a 3.6-liter V6 rated at 303 horsepower for the same price. While we haven’t driven a V6 LaCrosse, and I usually prefer more power, the V6’s fuel economy of 17/27/21 would sway me toward eAssist.

Comparing the LaCrosse eAssist to rivals, it is less than Lincoln’s MKZ Hybrid starting at $34,755 and the Lexus HS 250h with a base price of $36,330. While both competitors have better in-town fuel economy than the Buick – 41 mpg for the Lincoln and 35 mpg for the Lexus – the LaCrosse on the highway nudges the MKZ by 1 mpg and the HS 250h by 3 mpg.

eAssist is another sign that hybrid technology – in all its variety of flavors – will become increasingly commonplace in the auto market. In fact, Buick has recently introduced the 2012 Regal eAssist, and the all-new 2013 Malibu Eco with eAssist is now arriving in dealer showrooms.

However simple the eAssist hybrid system is, it has impressive fuel economy gains and reduces emissions and, when paired with the Buick LaCrosse, there’s no additional cost.

Prices are Manufacturer Suggested Retail Price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

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Fuel economy numbers for the base Regal are 19 mpg in the city and 30 mpg on the highway. The eAssist model gets 25 mpg in the city and 36 mpg on the highway, 32 percent and 20 percent improvements, respectively.

General Motors has been purposeful in its refusal to market eAssist as what it essentially is: a hybrid system similar to the one once donned by the much-maligned and shortly-lived Chevy Malibu Hybrid. But where the BAS system employed in the original Malibu Hybrid delivered a 19 percent fuel economy increase and carried a nearly $4,000 price premium, GM’s new eAssist system vastly improves the return on your mild hybrid investment. It’s just never referred to by the company as a mild hybrid.

eAssist replaces the alternator on a standard vehicle with a 20-horsepower electric alternator-generator, which helps to boost the torque output of the engine and save fuel. To run the motor, eAssist employs a 115 volt, 0.5 kilowatt-hour lithium ion battery pack, charged by regenerative breaking—just like numerous other cars that are typically sold as hybrids.

But for many car shoppers, the prospect of paying several thousand dollars more for a car that will take more than half a decade to pay off in the form of gas savings is a non-starter. With eAssist GM has improved that equation considerably—even if cars like the Regal, LaCrosse and forthcoming Malibu with eAssist don’t deliver fuel economy numbers as impressive as a Prius or run briefly in electric-only mode.

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Automakers continue to introduce vehicles with many of the hybrid’s fuel saving features, but are backing away from using variations of the word “hybrid.” Most recently, General Motors announced eAssist technology, which will be incorporated into its Buick LaCrosse and Buick Regal. The technology enhancements include: a 0.5-kilowatt lithium ion battery that uses regenerative braking to provide a minimal amount of engine assist; a direct-injection engine; stop-start functionality; a six-speed automatic transmission; and chassis modifications to enhance aerodynamics. The end result of these additions to the LaCrosse are mpg ratings of 25 in the city and 37 on the highway—up from 23/30.

All of these features fit the definition of what we’ve come to know as mild hybrids, as Buick marketing executive Daryl Wilson agreed, but GM isn’t using those words to describe the vehicle. Instead, eAssist will be installed as a marketing term that will eventually spread to other vehicles. GM unsuccessfully tried to launch Saturn mild hybrids a few years ago with the Aura and Vue green lines. Perhaps consumers were expected Prius-like numbers of 50+ mpg, which are hard to achieve in a mild hybrid sedan. The Saturn hybrids, and then the entire lineup, were discontinued.

Similarly, Ford recently introduced PowerShift fuel-efficiency enhancements for the Focus and other vehicles that include direct-injection, a six-speed transmission, and more reliance on electricity instead of the engine when the vehicle is slowing or idling.

Ford, GM and the rest of the auto industry are adding these features to meet with international regulations for reducing carbon emissions and enhancing fuel-efficiency, but largely without the hybrid or stop-start branding. In Pike Research’s upcoming report on stop-start vehicles, we’ll detail how depending on the country, automakers are using names like Efficient Dynamics, ecoFlex, Pure Drive and BlueEfficiency to introduce these technologies.

Are these vague branding terms better or worse for prospective car buyers? Using the hybrid name became somewhat tangible in setting consumer expectations. However, many in the industry now believe that consumers don’t care about the technologies employed to make vehicles fuel efficient; they just want the results in C02 reductions and higher miles per gallon ratings. This strategy appears to be working in Europe and Asia, but for consumers who like to compare specifications, the task has become a bit more complicated.

John Gartner is a senior analyst at Hybrid Tech Expands to More Models, But The Name Is Fading Away appeared first on HybridCars.com.