Buyers Don’t Seem To Care That New Buick Enclave Uses Last-Gen Engine
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Buick Enclave sales in the second quarter of 2018 soared 25 percent to 12,551 units, catapulting the premium full-size crossover to first place in sales volume in its competitive set. In doing so, the new Enclave outsold the Acura MDX, Infiniti QX60, Volvo XC90 and Audi Q7. And to only think that the big Buick CUV managed that feat with a last-generation engine under the hood.
It would seem, then, that buyers simply do not care that the Enclave uses last-gen powertrain technology. Here’s the story of how, and why, this could be.
The Engine
As we pointed out last year, the second-generation Enclave uses a version of GM’s last-generation high-feature 3.6L V6 engine – the LFX. In the Enclave, the engine is assigned RPO code LFY.
For all intents and purposes, the LFY is identical to the LFX, but with the addition of an automatic engine stop/start system.
GM’s last-generation 3.6L V6 LFX engine on which the LFY is entirely based
GM’s current-generation 3.6L V6 LGX engine
By comparison, the newest GM V6 engine family is the recently-introduced 3.6L LGX that, over the past few years, has made its way across most vehicles in GM’s product portfolio. For instance, the Buick LaCrosse and Regal both offer the LGX, leaving the Enclave as the only Buick with the last-generation six.
The development is somewhat surprising, given that the Enclave is an “all-new” model that, one would expect, should be powered by an equally all-new engine. Alas, that’s not the case.
A Matter Of Choice
The second-gen Enclave (along with its platform mate – the second-generation Chevy Traverse), are two of four GM vehicles currently in production to use the last-gen LFX/LFY engine rather than the new LGX (the other two models are the Chevy Impala and Cadillac XTS). All other GM models that offer six-cylinder engines use the new LGX (or LGZ in the case of the Colorado and Canyon), which begs the question why the Enclave (and Traverse) got stuck with the last-generation engine.
It doesn’t appear that the decision to use the LFX/LFY is related to any engineering limitation, such as not being able to fit the LGX under the hood of the Enclave. We say that because the LGX is standard in the Cadillac XT5 and available in the GMC Acadia, both of which are based on a shorter variant of the same GM C1 platform that underpins the Enclave (and Traverse). As such, not deploying the LGX in the Enclave seems to be a pure business decision in order to maximize profit per vehicle.
Not A Big Deal, On Paper Or Otherwise
Despite the LFX-derived LFY not being the latest and greatest among GM’s six-cylinder engines, it doesn’t show that – at least on paper.
In fact, the only difference between the LGX and LFY on paper is that the latter makes 5 pound-feet torque less than the former. It’s probably safe to say, then, that the difference is negligible and therefore, unimportant, to most buyers of vehicles in this segment.
Engines Comparison - LFY vs. LGX
| LFY | LGX | |
|---|---|---|
| Vehicle: | 2018 Buick Enclave | 2018 GMC Acadia |
| Power (hp @ RPM): | 310 @ 6800 | 310 @ 6600 |
| Torque (lb-ft @ RPM): | 266 @ 2800 | 271 @ 5000 |
| Engine Auto Stop-Start System: | Yes | Yes |
| Active Fuel Management: | No | Yes |
| Fuel Economy (city / hwy / combined): | 18 / 26 / 21 | 18 / 25 / 21 |
Then there’s the matter of Active Fuel Management, which is present on the LGX but not on the LFY. Otherwise known as Cylinder Deactivation, the technology disables half of the engine’s cylinders under light load conditions, thereby delivering better fuel economy (at least in theory). Better fuel economy might be more relevant to car buyers than a difference of 5 pound-feet of torque.
Even so, AFM doesn’t seem to do enough to deliver an improvement in fuel economy, since the Enclave and Acadia both have identical combined and city fuel economy ratings. Interestingly, the Enclave is rated 1 MPG higher on the highway. As it turns out, having a newer and more advanced engine doesn’t give the Acadia a leg up in the fuel economy department.
Then there’s the case of the NVH (noise, vibration, harshness). Being an all-new engine design, the LGX is more refined than the LFY. That much becomes readily apparent to anyone who drives a GM vehicle with the LFX/LFY followed by one with the LGX. But to notice the difference in refinement between the two engines, one must actually drive two models with both motors back-to-back, while paying attention to very specific powertrain-related behaviors and characteristics, which most consumers simply aren’t looking for (and are probably not even aware of).
All About The Target Market
According to Assistant Buick Marketing Manager Susanne Hinz, the target market for the Enclave are successful, affluent people who skew slightly older. We’d go a step further and say that the target market is the opposite of automotive enthusiasts who are up on the latest engine, their figures and technologies.
So what the Enclave achieves in exterior and interior design, refined driving characteristics, safety as well as advanced technology features appears to be enough to sway a large group of buyers into Buick dealerships and away from competitors such as Acura, Infiniti, Volvo and Audi. What’s more, consumers don’t seem to notice that the Buick Enclave is using a last-generation engine; if they do notice, then it would seem that they simply don’t care.
The GM Authority Take
One could say that GM took a risk in its attempt to maximize profit by using the older LFX engine architecture in an all-new, premium-level product like the Enclave and Encalve Avenir. But the rewards of focusing on other aspects of the vehicle seem to be paying off in a big way. So perhaps GM didn’t take much of a risk at all, but instead made a very conscious and calculated decision by understanding that current and potential Enclave customers don’t really care about having the latest and greatest under the hood, so long as it works.
Either way, it appears to have been the right move, as sales figures unequivocally confirm.
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Its a good looking SUV. It looks even better in person!
And so much better than the Chinese-made Envision. Proves America can build great cars and support American workers and communities in the process.
No wonder Americans are rejecting Chinese products more and more.
The new Enclave is selling so well as it has the nicest interior in it’s class. Shocking huh everyone?
I have been trying to tell everyone that most current buyers probably do not know what kind of engine cars have unless they are Auto enthusiasts like us. Most buyers now care about looks inside and out, technology, and most importantly the interior materials used. No matter how much you do not know about cars, everyone can tell a cheap plastic from a nice one. What GM keeps failing to understand is that most buyers look at other car makers vehicles and I hate to say it but most GM cars just dont’t match interior material quality. They need to step up badly in this department. There is a reason why they are losing ground in the ultra competitive CUV market. The Nox interior plastics is just not good enough in the segment. It is a shame as the exterior and interior styling is very nice. The Technology offered is nice and so is the engine lineup.
Classic GM. Mediocrity over refinement, profits over quality. Is it any wonder Buick is not respected anywhere in the world except China? Audi, BMW, Lexus, Mercedes Benz and even Hyundai don’t make vehicles just good enough to get by, thinking no one will notice. But then again, they are respected all over the world.
I agree with you in theory. But in practice (and in this space), it doesn’t seem to matter, as the Enclave is the segment sales leader… and it’s not an easy segment to accomplish that.
Brian since Buick is only sold in North America and China your comment doesn’t make any sense. Try again. It is respected by many in Canada and the United States.
i agree and buick makes a product in the enclavet that people of my age remember the ride of the crown victoria,it has brought back that old time lux experience few in the new generation know about.
I call bullshit! GM puts that 3.6 in everything, that engine has adequate power, performance and economy. Mediocrity my ass. Everyone uses hard-touch plastics SOMEWHERE in their cabins. And by the way look at the sales numbers, Buick sits nicely ahead of Audi most years, and well ahead of Acura and Infiniti (its prime competition).
No, the 3.6 engine in question (LFY) is only in the Traverse and Enclave… as the article states. Also as the article states, it is a derivative of the outgoing 3.6L LFX. The new 3.6 is the LGX.
A good deal of research went into this – so what is it that you’re calling bullshit on?
On mediocracy, it’s a load of BS, not talk about the engine..I’m talking about this whole ‘classic GM’ agenda….and when I say it goes into everything, in its different forms, like the XT5, Acadia, Impala, Lacrosse, Regal, etc. I’m not discrediting you, just this orginal comment had me feed up.
Ah, I didn’t understand which comment your reply was in reference to.
I guess one can look at it from the standpoint of mediocrity, in that no other automaker does this. The closest I can think of is VW with Skoda… which is an affordable brand that’s not meant to use high tech anything.
Then there is the issue of class leadership. In what classes/segments is GM leafing nowadays from a product standpoint? It was more than it is today, as they have lost the lead in every single mainstream sedan segment, seemingly settling for good enough. This approach seems to be permeating across to other segments as well. That’s what I’ve been noticing, and it’s not a great realization to come to as an enthusiast.
i think people dont see the difference between american luxury vs asian or german luxury,it is cheaper to fix american than the other 2. its all a matter of what your pocket can stand but when you compare american vs american,they are close in line e.g cadillac vs lincoln.
GM being GM.
I love my Chevrolet, but the interior is several steps behind the competition.
Now the history is this Buick engine.
Its the interior, and well the overall looks. Also ” most ” people buying an Enclave could care less about the engine, performance or even longevity. You do know that its the Buick Park Ave. drivers that own these right, and we all know how those sold. Just like the XT5 in Cadillac, when there done making the XTS, those people will not go to the CT6. Some will but “most” wont.
Probably because the third-row CUVs are so heavy that they shift the curve of conditions where AFM kicks that it’s not worth it.
AFM saves a tiny amount of fuel that is only noticeable in EPA tests. For that you get the risk of major problems down the road, as anyone with a higher mileage 5.3L powered T900 pickup would agree.
Neither Auto Start/Stop nor AFM provide value to the consumer. Why should they care if they are present in their vehicle?
All things equal, I would prefer the engine to not have either of those features.
The reality is both AFM and Start Stop earn GM Off Cylcle EPA credits that make it possible to have the engines we have. They earn credit for emissions that can not be measured.
In other words they earn credits that create a loop hole that helps keep the V8 and larger vehicles still viable for sale.
Take the off cycle credits away we may lose some of our favorite vehicles or engines.
I would prefer neither but fully understand that is no longer a viable option due to EPA regulations.
I will avoid auto start stop but at some point I will have to accept it to get the vehicle I want.
Why are other companies offering a defeat for start/stop while GM usually doesn’t? They are both getting the credits, but only GM expects their customers to have to deal with the annoyance and extra wear/tear on the engine with no possible defeat.
I can both agree and disagree with you.
I personally do not like either of these systems because they compromise reliability, however they do actually save fuel.
When I drive through my city (Philadelphia) with the AC on “Auto” (AS/S doesn’t work) I get about 17.3 MPG in our XT5. When the AC is off and the Auto S/S does work I can get around 18.7……much better.
AFM also helps me achieve 31 MPG (XT5 is rated at 28) in my 91 mile trip to the beach. That’s over 600 miles of range for someone whose on an all highway road trip.
I would never want to see either of these features in a dead reliable workhorse such as the Silverado HD, however in sedans and CUVs that consumers only keep for 8 years, I think the system will work just fine.
The Enclave is an unquestionably sweet ride that is (to me) ruined by auto start/stop that can’t be shut off.
But I appreciate that GM didn’t infect them with the engine cancer that is AFM.
I know of several loyal Buick buyers that actually went with another brand because of the auto start/stop. They probably wouldn’t have noticed if it had AFM (since it doesn’t really save fuel) until their engine started burning a lot of oil 75,000-100,000 miles later. Then they’d have been pissed.
So it’s a good thing they didn’t get another Buick. I would hate to see the brand ruined to them by unquestionably useless and likely problematic technology.
The LGX is not all that refined. I’ve owned CTS models with both 3.6 engines, and the LFX was the more refined of the two. The LGX and it’s AFM give terrible engine vibration and feedback in the steering.
I’d disagree. The I’ve extensively driven and owned cars with both, and the LGX is a class above the LFX in terms of refinement. AFM has been imperceptible in it.
The weakest point of the LGX is the 8-speed transmission it’s usually mated to, and is probably what’s causing you to reach your conclusions. A 6-speed manual truly brings out just how great of an engine the LGX is. Hopefully the new 10-speed will address these issues.
Which CTS did you have the LFX in? Maybe the Sigma cars were better than the Alpha’s – my ATS LFX has some hilariously unrefined traits, but it suits the sporty nature of the car so I don’t mind too terribly. My extended seat time in XT5’s showed the LGX not feeling hugely better (still shakes at idle), although some of the improvement could be differences of the platform.
I have two AFM V6 3.6 and both are smooth as glass.
Both are 17 models one with a six speed and one with 8 speed.
Both are smoother than the 3.6 in my 08 Malibu and much quieter.
Based on the torque specs, it seems the LFY engine may have been chosen in the larger Enclave (and Traverse) because the torque is produced at a lower rpm which aids in accelerating these vehicles that are more likely to carry more weight load than the smaller Acadia and XT5. The torque production at lower revs may also be why it matches and betters fuel efficiency of the LGX in the Acadia. It doesn’t have to be rev as high to get the needed acceleration.
That is just due to the choices with the intake manifold – the LGX may well be making the same or more torque at 2800 RPM as well. Generally the FWD-based SUVs used an intake that pushed torque production lower at the cost of top-end power and peak torque. Guessing from the power ratings and measured performance out of the Traverse, I’d say the intake (and likely cylinder head cooling) was likely totally re-done and optimized over the LFX. I’ve only driven the LGX in the XT5, but it felt a little stronger and more linear at low revs versus the supposedly torquier and more powerful LFX in my ATS (the XT5’s extra weight and taller gearing meant it was never faster though).
Are both engines produced at the same factory? Could this be a case of having different factories that produce different versions and not wanting to transition both to the latest design at the same time?
The devil is in the details as the two engines are virtually identical except for torque.. the Buick Enclave’s V6 generates 266 lb-ft @ 2800 while the newer engine in the GMC Acadia makes 271 lb-ft @ 5000; it’s apparent that Buick thinks that with maximum capacity, having an engine peak at maximum torque sooner makes more sense as easy way to prove this would be to test the Enclave against the Acadia and check their manners on the road and the pump.
Gm has the best start/stop system. Get used 2 new tech. If GM didn’t offer it u all would be complaining that Gm was behind the rest of the car manufacturers.
I own a Buick Encore with the stop/start system. If there was an option to turn it off, then it would be a great feature. Otherwise, it can by annoying at times.
my 23 enclave can be shut down with a button
I have a 2016 Enclave AWD and the engine is great once you get it up around the 4000 rpm range – My dealer gave me a 2018 Enclave as a loaner for an oil change and it ran a lot better throughout the entire rpm range. I’m certain it was partially due to the buttery smooth 9-speed, but I’d take the 266 lb-ft @ 2800 over the 271 lb-ft @ 5000 any day.
The 2018 Enclave lost weight, gained 22 HP and the slick quick shifting 9 speed automatic so it should feel quicker overall. The LFX/LFY engine has a better power band overall than the old LLT 3.6 so there is that too.
Maybe the buyers are more interested in 5000 lb towing capacity than AFM. The GMC and Cadillac with the LGX engine are rated at 4000 lb. The Buick and Chevy with the LFY/LFX engine are rated at 5000 lb towing capacity. Is this because of the engines and torque curves?