Buick Rendezvous Ultra

Buick Rendezvous Ultra Buick Rendezvous Ultra
Short Take Road Test

In the only comparison test in which it has competed ["Battle of the Neither-Nors," C/D, April 2003], a Buick Rendezvous finished last. That was due largely to this sport-ute's lack of power. We wrote, "The Buick's 3.4-liter pushrod was seriously overmatched in this contest."

Now, a second engine choice is offered: the 3.6-liter all-aluminum V-6 found in the Cadillac CTS and SRX. This 24-valve double-overhead-cam engine has variable valve timing on both the intake and exhaust cams, along with electronic throttle control and a dual-stage intake manifold. In the Rendezvous, the 3.6 makes 245 horsepower (a 60-hp increase over the pushrod 3.4-liter V-6) and 235 pound-feet of torque (25 more), all the while maintaining nearly the same fuel economy. This engine comes standard in the new, top-of-the-line four-wheel-drive Rendezvous Ultra and is a $2025 option in the '04 four-wheel-drive CXL model.

Our test car (with no options) had a hefty price of $39,695, now the most expensive starting point of any Buick. That's about $4500 more than a nicely equipped CXL and $4700 more than any vehicle from the previously mentioned comparo. To bump the price even higher, you can choose among the following: a DVD entertainment system ($1100), a towing package ($325), a navigation system ($1555), and a sunroof ($885).

With the Ultra, you also get a body-colored grille and fascias, 17-inch wheels and tires, and monochromatic exterior paint instead of the clumsy two-tone paint scheme on base models. Also included are some interior upgrades that add touches of chrome and wood on the instrument panel, center console, and steering wheel. The standard leather seats now get solid headrests (no more doughnut holes) and faux-suede inserts to keep occupants where they belong.

The single-color exterior is a good look on the Ultra, which is enhanced by the bigger wheels and tires. We thought the leather seats were reasonably comfortable, and the suede inserts helped affix the driver to the seat, even under spirited driving. The other interior treatments-the addition of wood and chrome-we could live without.

With a 0-to-60-mph time of 8.3 seconds, the Ultra eclipses the 3.4-liter Rendezvous's last run by 2.3 seconds. Power is now adequate but still not abundant.

Some minor annoyances in this new powertrain caught our attention. First, there is a slight delay to the driver's foot in the response of the electronic throttle at idle, but then the revs rise as expected. Second, the four-speed automatic is a bit reluctant to give the driver the one- or two-gear kickdown that his right foot is requesting. When piloting this Buick, plan for these flaws by not expecting any increased forward progress until you mash the gas pedal and count to one-one-thousand. We also noticed some low-pitched transmission hum, usually under highway cruising, which is a no-no in a luxury vehicle for this price.

An even greater sin in a luxury sport-utility is a noisy flapping of the seatbelts in the third row against the plastic panels. It's most noticeable at low speeds, especially on a bumpy road or over railroad tracks.

We still think highly of this sport-ute's large cargo capacity; six-passenger, three-row seating; and capable audio system. But we continue to complain that dashboard info is difficult to see in sunlight, and the Rendezvous still has a lack of steering feel, excessive head toss over bumps, and reluctant handling, even with the upgraded wheel-and-tire package.

So, where would a Rendezvous Ultra finish if we held that comparison test again? Well, it wouldn't qualify to be in the test. With a substantial premium over its former competitors, Buick has priced itself right out of that comparo and into the luxury sport-ute market, which includes GM's own Caddy SRX. For $1000 more than the Ultra, you could get an SRX V-6 AWD (with the same 3.6-liter engine making 15 more horsepower), shave 1.1 seconds off your 0-to-60 time, and drive GM's premier luxury brand.