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My office in Baltimore is located a mere two blocks from the national la crosse hall of fame. Despite this proximity to the epicenter of the sport, I confess to knowing absolutely nothing about la crosse except that they say it's derived from an Indian game. I don't even know whether they mean American Indians or the kind that work at the Seven-Eleven. Fortunately for you, dear readers, I do know something about Buicks, for otherwise you would be in for a pretty dreary time.

GM bills the LaCrosse — which is "all-new" for 2005 (ha! we'll get to that in a minute) — as signaling the future direction for the division as it renews and expands its vehicle line during the next several years. They intend for it to be true to Buick tradition, as defined by an emphasis on "smooth power, elegant design, expertly crafted interiors and a comfortable yet controlled ride."

As a replacement for the Regal and Century sedans, the LaCrosse is being offered in three models, with two powertrains: the base CX, the upscale CXL and performance-oriented CXS. Our test car was a CXS.

The "all-new" CX and CXL are powered by one of the most venerable engines in GM's stable, the 3800 3.8L V6. Now in Series III form, this engine is older than some of the LaCrosse's buyers will be. Nowadays it generates around 200 horsepower. New features include electronic throttle control to improve engine response and fuel efficiency while reducing complexity, as well as structural upgrades for quieter operation. Estimated fuel economy is 20 mpg city and 29 mpg highway.

The CXS features the 3.6L V6 VVT (variable valve timing) engine, which cranks out 240 horsepower. One of a new generation of "high feature" GM powerplants, the all-aluminum 3.6L V6 VVT engine has dual overhead camshafts and four valves per cylinder. Fully variable intake and exhaust valve timing permits a high degree of flexibility in delivering 90 percent of the engine's peak torque where it is most useful — between 1500 rpm and 6000 rpm. Fuel economy is an estimated 19 mpg city and 28 mpg highway, which is only slightly lower than that of the old 3800 powerplant. Our CSX's engine performed well under all conditions. Although the 3800 has been rock-solid in the durability department, it has never been as quiet as some competitive V6s. With the new 3.6L V6 VVT engine GM is now offering competitive performance and quietness, as well as excellent fuel economy.

If the CX and CXL models use an engine that hardly lives up to the "all-new" claim Buick is making for these models, the LaCrosse's ride and handling components are, in fact, 80 percent new compared to the old Regal. A Gran Touring suspension, which is standard on CXS, has larger stabilizer bars and offers more responsive handling characteristics. The ride on our CSX was controlled and yet smooth at the same time. While the CSX may be "performance-oriented" by Buick standards, it is hardly a sport sedan. It is designed for the boulevard, not the track, and acquits itself very well as a boulevardier.

LaCrosse also offers a new four-wheel-disc braking system on all models that is larger and more durable than previously. The old Regal also had 15-inch wheels, compared to the 16-wheels on the CX and CXL and the 17-inch wheels on the CXS. GM's vaunted StabiliTrak stability enhancement system is a $495 option, a first for a midsize Buick sedan. Our CSX had it but, fortunately, we never had occasion to use it. Still, it sounds like a sensible expenditure. StabiliTrak helps the driver maintain control in sudden maneuvers, particularly in low traction conditions such winter driving in snow and ice.

Buick says the LaCrosse benefits from "QuietTuning," which it describes as "an all-encompassing approach aimed at reducing unwanted noise and vibration levels throughout the entire body structure to provide best-in-class quietness." It cites as examples the use of acoustical laminate on the windshield and front side glass, expanded baffles in the roof pillars to "block noise paths" and so on. They must have done something right, for the LaCrosse is pretty quiet on the road.

The LaCrosse has more rear legroom than previous midsize Buicks because of a 1.5-inch increase in wheelbase. Front and rear hip room has also been increased. Standard features on all models include remote keyless entry, a power driver's seat, automatic programmable power door locks with lockout protection, power windows with express-down driver's window, six-speaker stereo radio with CD player, and full interior illumination with delayed entry/exit lighting and theater-style dimming. The LaCrosse CX has cloth seats, while the CXL and CXS have premium leather seat surfaces.

Our CSX carried a base price of $28,335 (plus a $660 destination charge). Options ran that up to $32,990, plus the destination charge for the usual suspects: power mirrors and seats, a sunroof, the aforementioned StabiliTrak, side-impact air bags and XM Satellite radio, plus a few others. In our view, XM Satellite is a waste of money and we've never liked sunroofs, either. But, as with most things in this world, beauty is in the eye of the beholder.

Speaking of beauty, the LaCrosse is unlikely to be accused of being one. It's pretty plain in the looks department, or so it struck us, at any rate. (See the "eye of the beholder" above.) This was especially true of the interior. There was nothing wrong with it, mind you, but nothing exciting, either.

So what is our verdict? Bland styling aside, GM has done a very good job with the LaCrosse — and even the blandness will probably appeal to the LaCrosse's target buyer. R&D