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Buick reaches new heights
Rainier SUV offers upscale refinement, elevated level of equipment
By Richard Russell
Thursday, November 20, 2003
Yet another example of the changing face of today's automotive landscape is Buick's first truck - the 2004 Rainier. The minivan-based Rendezvous doesn't count. The Rainier is the first truck in Buick's 100-year history. This gussied-up GMC Envoy is a true body-on-frame sport-utility that is expected to bring a whole new, and far younger, clientele to Buick stores as the division starts replacing most of its lineup - both cars and trucks, over the next few years.
The Rainier gives Buick a second model to lure younger and female buyers. The strategy began with the Rendezvous and has proven successful, especially with respect to women, according to division data, which shows the average age of the Buick sedan buyer is 67, but falls to 54 for the Rendezvous - nearly 60 per cent of whom are female.
GM has designated the Buick division as the logical combatant against the Japanese luxury brands, designing and equipping the Rainier for that role. Premium packaging, extensive standard equipment and careful attention to over-the-road smoothness and silence are all aimed at those looking at the entry-level luxury brands from Acura, Lexus and Infiniti. Although the same underpinnings can be found beneath the Chevy TrailBlazer, GMC Envoy, defunct Oldsmobile Bravada and a coming Saab, Buick designers and engineers have worked hard on a unique appearance and ambience for the Rainier.
From the traditional Buick waterfall grille to the tall rear tailgate, the Rainier is visually distinctive from its siblings and readily identifiable as a Buick. Inside the difference is even more dramatic with upscale luxury touches everywhere and a level of fit and finish that puts the Rainier right in there with the best.
The sport-ute's instrument panel is well thought out with controls grouped and placed for easy reference and use.
The instruments are black on silver and a bit difficult to see clearly in bright sunshine. The steering wheel is loaded with redundant controls for ventilation and entertainment systems.
Our tester had the optional DVD-based navigation system, which is virtually useless outside major population centres as the third-party mapping is incomplete. This is not a shot at GM, the same holds true for almost all these systems as they rely on outside suppliers. If you plan to travel south of the border or can wait for new software, the $3,000 option might be worth it.
The Rainier differs from its GMC and Chevrolet siblings in that considerable effort has been extended in the search for silence. Special laminated glass for the windshield and front windows and additional acoustic material in the firewall, roof pillars and doors were specified, resulting in a noticeable reduction in both wind and road noise compared to its siblings. They also put the Rainier up there among the more respected luxury SUVs in this regard. Another area where the Rainier excels is its structural rigidity, thanks to its hydroformed perimeter frame rails and an extremely strong body.
There is seating for five with no provision for a third row. The front buckets are wide, supportive and comfortable. There is enough leg- and headroom for three in the rear, but the middle occupant best be slim and prepared to do without a headrest. The cargo area is flat and easily expanded by lowering one or both of the second-row seatbacks.
The ride is traditionally Buick - boulevard smooth, soft and set to absorb imperfections. An electronically controlled rear air suspension and Bilstein shocks keep the whole thing on an even keel. There is nothing sporty about the Rainier, nor was there any intention to make it so. Ride has been given preference over twisty road prowess in the knowledge that Buick buyers are more likely to seek and enjoy those attributes. This is not to say the Rainier trips over itself in the corners. As a matter of fact, for such a tall, heavy conveyance it acquits itself decently in this respect. The Rainier also differs from the competition beneath the hood where the choice lies between an inline-6, compared to the industry norm V6 layout, and an overhead valve V8 instead of and overhead cam layout. In both cases, the GM units outpower the competition and prove that modern design is not necessarily better. The standard Rainier engine is a 4.2-litre inline-6 with 275 horsepower and 275 lb-ft of torque. Our tester had this unit, and as always the engine impressed with its silken idle and quiet operation. Optional is GM's excellent aluminum, 5.3-litre Vortec V8 with a stout 290 horsepower and a more important 325 lb-ft of torque.
We'd recommend the V8 if you are contemplating towing and/or regularly hauling around several passengers. The six is a great engine, one of the best in GM's extensive arsenal - reliable, efficient, clean and smooth - but the extensive efforts to keep the Rainier quiet, combined with its body-on-frame structure, means it's not a prima ballerina. At 2250 kg (4,950 lb) the Rainier can hardly be called svelte.
The transmission is a 4-speed automatic and the all-wheel drive system is GM's full-time 50/50 setup with a viscous limited slip centre differential and a locking rear differential. Both are standard equipment.
As befits the Buick label, the base model is well equipped. There is only one trim level, two engine choices and very few options. The base price of $49,245, includes dual zone climate control, remote keyless entry, all-wheel drive, anti-lock brakes and all the other accoutrements expected in this class.
In a sea full of sport-utility vehicles the Rainier may not stand out. But it does serve the brand well with a supple ride and general air of refinement.
Immediate competition:
Acura MDX, BMW X3,
Infiniti FX35,
Jeep Grand Cherokee,
Lexus RX 330,
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