2025 Buick Enclave

2025 is the launch year of the third-generation Enclave, which drops the 3.6L V6 for GM's 2.5L turbocharged inline-four across every trim — Preferred, Sport Touring and Avenir all make the same 328 hp, so there is no output split by trim.

The turbo-four's 326 lb-ft is a large step up from the outgoing V6's 266 lb-ft and arrives low in the rev range, which is what makes a ~4,500–4,700 lb three-row feel unstrained around town.

Buick publishes no 0–60 claim; independent 2025 tests of the new turbo-four Enclave cluster at 6.5–6.8 s, and the instrumented figure on a 4,713-lb Sport Touring AWD was 6.8 s. The heavier AWD number is used as the conservative representative value.

Reviewers of the 2025 car describe strong, linear acceleration with little turbo lag thanks to the torque peak at 3,500 rpm, but the four-cylinder is the powertrain's weak point on sound: an odd trumpet-like resonance around 4,000 rpm intrudes where the old V6 was smooth, only partly masked by Buick's QuietTuning insulation.

The 2025 Enclave pairs the 2.5T with an 8-speed automatic that reviewers consistently call smooth and quick-shifting, with a wide enough ratio spread for decent launches and low cruising revs; the only recurring complaint is an occasional bumpy downshift.

Rated at 5,000 lbs on any trim or drivetrain once the optional Trailering Package (heavy-duty cooling plus hitch hardware) is fitted; without it the Enclave is limited to 1,500 lbs. Mid-pack for a mid-size three-row crossover, and a Tow/Haul drive mode is included.

FWD is standard and AWD is optional across the range (standard on Avenir), but the hardware is better than a basic on-demand system: an active twin-clutch rear differential that can shunt torque side to side, driver-switchable AWD for efficiency, and up to six drive modes including Snow/Ice, Off-Road and Tow/Haul. Held below 80 because AWD is a paid option rather than standard equipment on the volume trims.

Pavement-oriented family crossover: roughly 7 in of ground clearance, no low range, no locking differential, no skid plating and no off-road trim in the 2025 lineup. An Off-Road drive mode and the twin-clutch AWD lift it slightly above the floor, but it is a gravel-road vehicle, not a trail one.

One engine, one transmission, take it or leave it — the 2.5L turbo-four and 8-speed automatic are the only combination offered on any 2025 trim, with no V6, hybrid, PHEV or EV alternative. The 2025 redesign actually narrowed the choice by deleting the V6.

EPA rates the 2025 Enclave's 2.5L turbo I4 / 8-speed FWD configuration at 23 MPG combined, with AWD dropping to 21. Downsizing from the V6 bought only a modest gain in a ~4,600-lb three-row.

20 MPG on the EPA city cycle for the FWD volume configuration — the turbo-four's stop-start and cylinder management help, but curb weight dominates in town.

27 MPG highway FWD is respectable for a 208-inch three-row crossover; the AWD hardware costs three MPG on the freeway cycle, the largest drivetrain penalty of the three EPA figures.

EPA publishes 446 miles of total range for the FWD Enclave, from a 19.4-gallon tank at 23 combined MPG; AWD falls to about 407 miles on the same tank. Adequate rather than generous — the modest tank keeps a large family SUV under 450 miles.

EPA's standard 15,000-mile estimate comes to $2,650/yr for the FWD configuration on 87-octane, rising to $2,950 with AWD. Middling for a gas mid-size SUV — helped by the regular-fuel requirement, hurt by the 23 MPG combined figure.

The 2.5L turbo runs on 87-octane regular unleaded on every trim, with no premium recommendation and no plug, E85 or diesel complication — notable for a turbocharged engine in a premium-badged SUV, where rivals such as the Lincoln Nautilus and Acura MDX ask for premium.

The third-generation 2025 Enclave earns NHTSA's top 5-star overall rating, up from the outgoing second-generation car's 4-star overall. Side impact (driver, passenger and pole) is 5 stars; rollover is 4 stars, which is typical for a tall three-row crossover.

The redesigned Enclave takes IIHS Top Safety Pick+ — the nameplate's first IIHS award since 2013 — with Good across every crashworthiness test: small overlap front, updated moderate overlap front (the tougher rear-passenger protocol), and updated side. Held below the low 90s by two real caveats rather than any crash result: the award applies only to vehicles built after January 2025 (earlier builds carry Marginal headlights), and pedestrian front crash prevention is Acceptable rather than Good.

Unusually complete for the money, and standard on the base Preferred trim rather than bundled up the range: enhanced automatic emergency braking, forward collision alert, front pedestrian and cyclist braking, intersection AEB, lane keep assist with lane departure warning, blind zone steering assist, rear cross traffic alert, rear automatic braking, traffic sign recognition and HD Surround Vision are all included. Adaptive cruise control — the item that is usually optional on a volume trim — is standard too. Only lane centering (Super Cruise) is a paid add-on.

Vehicle-to-vehicle front crash prevention earns Good under the tougher 2.0 protocol, which is the top result. Pedestrian front crash prevention is only Acceptable — an improvement on the previous Marginal, but the crossing-child and nighttime adult scenarios are where it gives up points, so it lands at the top of the mid band rather than in the superior tier.

Standard on every trim and not alert-only: Blind Zone Steering Assist adds active steering intervention on top of the warning, and it is paired with rear cross traffic alert plus standard rear automatic braking, which will actually stop the car for an object behind it rather than just chime. Short of a 90-plus score only because there is no trailer-aware blind-spot coverage for a 5,000-lb-rated tow vehicle.

Lane keep assist with lane departure warning is standard, but it is a corrective-nudge system — true lane centering only arrives with the $3,255 Super Cruise package, where reviewers describe the car holding its lane confidently for long highway stretches. A buyer of a base Preferred gets competent departure prevention without the smooth centering that scores in the top band.

Full-speed-range adaptive cruise with stop-and-go is standard on all three trims — still not a given at this price — and reviewers found it well judged on long hauls, with the road-trip character of the car resting on it. Adding Super Cruise turns it into a genuine integrated highway assist. Trimmed slightly for the occasional Super Cruise dropout on mapped interstates rather than for the ACC itself.

The 2025 Enclave is the first Buick to offer Super Cruise, and uniquely it is available on every trim rather than reserved for the top one. Super Cruise is the most mature hands-free system on the market by road coverage — roughly 750,000 miles of compatible North American roads — and includes automatic lane change and driver attention monitoring. Scored just below the ceiling because it is a $3,255 option with a three-year service term, not standard equipment.

The 2025 model year is split down the middle by a running production change: LED headlights on cars built after January 2025 rate Good, while earlier 2025 builds rate Marginal for low-beam glare and limited visibility on curves with the high beams. Since a substantial share of 2025 production left the plant before the fix — and the build date is invisible on a spec sheet — this cannot be scored as Good across the range.

Good glass area for a modern three-row — large side windows and a more useful third side window than the related Chevrolet Traverse — but thick windshield pillars make the driver lean around them in tighter corners. Camera compensation is strong and standard: HD Surround Vision with seven camera views standard (nine with options), plus a rear camera mirror in the Avenir's Super Cruise package that removes the third-row-and-cargo obstruction entirely.

IIHS rates LATCH ease of use Acceptable — the second-highest of four grades. Two complete sets of lower anchors and tethers in the second-row captain's chairs, but the passenger-side lower anchor sits too deep in the seat cushion and nearby hardware can be mistaken for a tether anchor. The third row has upper tethers only and no lower anchors, so any seat back there must be belt-installed. Wide rear doors and one-touch sliding second-row chairs help, but captain's chairs also mean no three-across in row two.

The third-generation Enclave launched for 2025 seats seven in every trim — second-row captain's chairs are standard across Preferred, Sport Touring and Avenir, and Buick did not carry over an 8-passenger bench option for the redesign.

The taller, squarer 2025 body gives the Enclave front headroom at the very top of the mid-size SUV band; the panoramic roof standard on the upper two trims costs about 1.4 in.

Front legroom of 44.29 in is near the ceiling of the SUV normalization band and matches the long-wheelbase VSS-M platform the 2025 redesign moved to (120.9 in wheelbase, 207.6 in overall).

Second-row headroom of 39.96 in pins the top of the SUV band; the panoramic roof fitted to Sport Touring and Avenir trims trims it to 38.2 in.

At 41.46 in the second row is one of the roomiest in any three-row crossover — adults sit behind adults with room to spare, and the sliding captain's chairs let that space be traded to the third row when needed.

The 2025 redesign gives the third row genuinely good headroom (38.3 in) but only 32.1 in of legroom, so it lands where most of the class does: fine for kids and workable for adults on short hops, with easy tilt-and-slide access past the captain's chairs and power folding on Avenir. Short of the Palisade/Telluride/Grand Highlander benchmark for adult comfort.

Cargo behind the second row is mid-pack for a three-row crossover; the more relevant everyday figure — 22.9 cu ft with all three rows up — is competitive and easily holds a stroller plus groceries.

Maximum cargo volume sits near the top of the SUV band — the long 2025 body and flat-folding rows make it a genuine van substitute for a home-improvement run.

The redesigned floating center console hides a large bin beneath it, and there are deep door pockets, an underfloor well behind the third row, and standard wireless charging. Well organized rather than innovative — no frunk, no onboard household power, and reviewers wanted more USB outlets than Buick provides.

Heated power front seats with four-way lumbar are standard from the base Preferred, and Avenir adds ventilation and massage plus heated second-row outboard seats. Reviewers of the 2025 car report all three rows have adequate space for taller passengers and rate the front chairs good for long stints — comfort, not sport, is the brief.

Ride is the Enclave's headline strength for 2025: Consumer Reports found the suspension absorbs most bumps and ruts and rides smoother than the platform-mate Acadia and the Traverse, and the Avenir's Continuous Damping Control adds composure on rough highway surfaces. The trade-off reviewers note is soft handling, scored separately in cat9.

Buick's QuietTuning acoustic package is standard across the 2025 range and reviewers single it out as making the Enclave notably quieter than segment rivals at cruise. Held below the top band because the 2.5L turbo-four intrudes with an odd resonance around 4,000 rpm under hard acceleration, where the old V6 was smooth.

Rich even at the bottom of the range: heated power front seats and ambient lighting are standard on the $46,395 Preferred, panoramic sunroof arrives on Sport Touring, and Avenir adds ventilated massaging front seats plus heated second-row captain's chairs. Remote start with cabin pre-conditioning is standard via OnStar.

The all-new third-generation 2025 Enclave opens with the Preferred FWD at $45,000 MSRP plus a $1,395 destination charge; a small in-year price bump moved some listings to $46,595. Positioned at the low end of the premium three-row field, undercutting the Acura MDX and Lexus TX by several thousand dollars.

Sport Touring is the mid trim and the practical volume configuration, at $47,400 MSRP plus the $2,000 all-wheel-drive option and $1,395 destination. Avenir at $59,395 lifts the brand's average transaction price well above this, while Edmunds argues the base Preferred already carries the same 328-hp powertrain and the 30-inch display.

KBB's 5-year cost-to-own breakdown for the 2025 Enclave puts maintenance at $4,846 and repairs at $1,950, or $6,796 combined. CarEdge's much lower $2,979 figure looks optimistic for a first-year generation with an all-new 2.5L turbo four and eight-speed automatic and Consumer Reports flagging transmission and in-car-electronics trouble spots.

iSeeCars measures 58.5% five-year depreciation for the Enclave nameplate — about 41.5% retained — in line with the weak residuals of the premium large-crossover class and of the Buick badge generally. The new generation's strong early demand and quick lot turn argue for a point or two above the historical figure, but this remains among the worst retention in the segment.

Buick cut bumper-to-bumper coverage from 4 years/50,000 miles to 3 years/36,000 miles for the 2020 model year and it remains there for 2025 — the segment floor, matched by Toyota and Honda but well short of Hyundai/Genesis (5 yr) and Kia (5 yr) rivals, which is a poor showing for a self-styled premium brand.

Powertrain coverage is 5 years/60,000 miles, reduced from 6 years/70,000 miles for the 2020 model year and unchanged since — the bottom of the normalization band and half the 10-year/100,000-mile coverage Hyundai and Kia extend to original owners. Restraint systems get 6 yr/72,000 mi and rust-through 6 yr/100,000 mi.

Buick includes exactly one complimentary first service visit — oil and filter change, four-tire rotation, multi-point inspection — redeemable in the first year, far short of ToyotaCare's 2 yr/25,000 mi or Hyundai's 3 yr/36,000 mi. Roadside assistance and the Courtesy Transportation program run with the warranty terms, and connected services are the genuine bright spot: OnStar Basics (remote start/lock, vehicle app) is standard for 8 years on 2025 GM vehicles, with a short OnStar Premium trial and Google built-in on the Enclave's 30-inch display.

$50,795 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $21,842) leaves about $28,953 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $35,753 in total.

2025 is the FIRST model year of the all-new third-generation Enclave (unveiled April 2024), and the two sources disagree: Consumer Reports predicts it will be less reliable than the average new car — citing transmission trouble severe enough to require full replacements and in-car electronics faults with the 30-inch Ultrawide display going blank — while J.D. Power rates predicted reliability 72/100, merely 'Average'. Launch-year risk on a new platform plus a documented CR trouble spot puts it below the segment midpoint.

Buick's multi-year brand dependability standing is genuinely top-tier: it ranked highest of all mass-market brands and second overall in the J.D. Power 2025 U.S. Vehicle Dependability Study, behind only Lexus, and Consumer Reports places it 8th overall and the highest-ranked domestic marque. The caveat is that VDS measures three-year-old vehicles, so it speaks to the outgoing second-gen Enclave rather than this redesign.

Unusually clean recall record for a launch-year vehicle — NHTSA-sourced databases list no safety recalls specific to the 2025 Enclave; the one action touching it covers 2025–2026 Buicks for a radio not set to download the electronic owner's manual, an FMVSS 208 documentation-compliance issue with no hardware defect. Offsetting that, GM has issued a service bulletin for a damaged turbine shaft seal in the torque converter (DTC P2817), which is a real powertrain TSB rather than a trim annoyance.

All trims use the LK0 2.5L turbo I4 (328 hp / 326 lb-ft) with an 8-speed automatic — an engine family only introduced for MY2024 in the Traverse/Acadia, with no high-mileage fleet data and a hard job motivating a ~4,900 lb three-row SUV. Worse, the transmission side already has a track record: CR logs owner transmission failures requiring complete replacement, and GM has a bulletin out on the torque converter's turbine shaft seal. Unproven plus an early failure pattern lands this well below average.

Reviewers consistently rate the Enclave's cabin the best of the three C1 siblings — better than the Traverse and a step above the Acadia — with the 30-inch Ultrawide display, floating center console, quilted leather in Avenir and leatherette lower down reading as genuinely class-above for the price. It stops short of top marks because the same reviews flag an abundance of hard plastics in secondary touch zones, which matters at this vehicle's premium price positioning.

Assembly quality itself reads as solid — reviewers describe fit and finish as good with no pattern of panel-gap or rattle complaints. The deduction is for launch-year software and electronics execution rather than the bodywork: the signature 30-inch display has drawn owner reports of going blank, which is the kind of first-year integration defect that shows up in initial-quality data.

Buick sells and services through the combined Buick-GMC dealer channel, one of the densest nationwide networks in the US at roughly 1,900 points, so coverage is effectively universal outside the most rural areas. Service and sales satisfaction are a genuine strength rather than just adequate: Buick took the No. 1 mass-market spot in the J.D. Power 2025 U.S. Sales Satisfaction Index and 6th overall.

Parts availability is good — the Enclave shares the C1 architecture, 2.5T engine and 8-speed with the Chevrolet Traverse and GMC Acadia, so component commonality is high and GM's distribution is broad. Cost is the weak side: RepairPal puts Enclave annual repair and maintenance at $720 against a $573 midsize-SUV average and rates repair frequency and severity above normal, and the new turbocharged four plus the 30-inch display are expensive, dealer-oriented parts with little aftermarket behind them yet.

The 2025 redesign makes a single 30-inch-diagonal curved freeform LED panel standard on every trim — an 11-inch reconfigurable cluster alongside a ~16.3-inch infotainment touchscreen. Either published figure for the infotainment half clears the 15.5-inch top of the SUV band, so the item pins at 100.

GM's Google built-in stack on the new VIP electrical architecture is quick, familiar (Play Store apps, Google Maps as the native map) and logically laid out, and Buick kept physical volume and climate controls rather than burying everything in the screen. Not quite best-in-class polish, but comfortably above the segment average.

Wireless Apple CarPlay and wireless Android Auto are standard on all three 2025 trims including the base Preferred — Buick kept phone projection on its gas vehicles rather than following GM's EV-only removal, and pairs it with Google built-in so owners can use either.

Google built-in makes Google Assistant the native voice assistant and Google Maps the native navigation, with eight years of Google integration included on the 2025 car — effectively the phone stack running natively, which is among the strongest OEM voice/nav implementations on sale.

Unusually strong for a base car: a 12-speaker Bose system is standard on the entry Preferred, and Avenir steps up to a 16-speaker Bose setup. Very good, though Bose sits a rung below the Burmester/Mark Levinson/Meridian systems that define the premium end of the segment.

Every 2025 Enclave gets the 11-inch reconfigurable digital driver display that forms the left third of the standard 30-inch curved panel — crisp, customizable, and standard rather than an upper-trim upgrade.

The 2025 Enclave is the first to ride on GM's VIP electrical architecture in this nameplate, which supports over-the-air updates to infotainment, maps and selected vehicle modules — broader than maps-only, but not the whole-vehicle, feature-adding OTA cadence of Tesla, Rivian or Ford's newest platforms.

The myBuick app with OnStar covers remote start, lock/unlock, locate and vehicle status, and the underlying hardware is standard. Held mid-band because the core remote commands run on a trial and then require a paid OnStar Remote Access subscription, and there is no phone-as-key on the 2025 Enclave.

Wireless phone charging is standard from the base Preferred and USB-C ports are spread across the first two rows with charging available in the third. Kept out of the top band because there is no household 120V outlet on any 2025 trim and at least one reviewer wanted more outlets than Buick provides.

Proximity entry, push-button start and remote start are standard across the 2025 range and a power liftgate is standard even on Preferred, with hands-free operation on the upper trims. No phone-as-key, which keeps it out of the top band.

A 360-degree HD Surround Vision camera is standard on every 2025 trim — unusual at this price — displayed on the wide, high-resolution center screen, alongside front and rear park assist and rear cross-traffic braking. Only the absence of automated park assist keeps it short of the ceiling.

A color head-up display is offered across the range but is not standard on the volume trims: on Preferred and Sport Touring it arrives bundled in the optional Power Package (with one-touch-fold second row and power-folding third row), and it is part of the Avenir's standard content.

Standard second-row captain's chairs give a walk-through aisle to the third row, so a rear-facing seat in row two does not block third-row access, and the 41.5 in of second-row legroom leaves room for a bulky convertible seat ahead of a passenger. 22.9 cu ft behind the third row swallows a stroller. Held below the benchmark band because LATCH hardware is only average and the tall load height makes lifting toddlers in more of a reach than in a minivan.

The safety proposition is strong at the price families actually pay: 5-star NHTSA overall, and the 2025 redesign made blind-spot steering assist, intersection automatic emergency braking, traffic sign recognition and lane-keeping with departure warning standard from the $46,395 Preferred. Super Cruise is optional rather than standard, and headlight performance is only adequate.

A quiet cabin, compliant ride, sliding/reclining captain's chairs and 22.9 cu ft of luggage space with all seven seats occupied make this a genuinely good long-haul family car; heated second-row seats and rear USB charging are available. It falls short of the top band only on rear entertainment (none offered) and the third row's 32 in of legroom for a full load of teenagers.

Light steering, a smooth 8-speed automatic, a plush ride and a commanding seating position make it relaxing in traffic, and 326 lb-ft at 3,500 rpm means it never feels strained. Docked for the size in tight urban work and for a paddle-shift setup reviewers found confusing (an 'L' button must be pressed first).

Expensive per commuting mile for a four-cylinder: EPA 23 MPG combined FWD / 21 MPG AWD, and Consumer Reports measured just 20 MPG overall in its AWD test. Regular fuel and no hybrid option anywhere in the 2025 lineup, so there is no cheap-running configuration to choose.

A 207.6-inch body on a 120.9-inch wheelbase with a 39.0 ft (FWD) to 40.7 ft (AWD) turning circle is a lot of vehicle for a city garage. The standard 360-degree camera and front/rear park sensors make it manageable with care rather than easy, and Avenir's 22-inch wheels add scrub risk on curbs.

Not a work vehicle: no bed, and towing is only 1,500 lbs unless the optional Trailering Package is fitted, which lifts it to 5,000 lbs — enough for a small utility trailer or a pair of jet skis but well short of a body-on-frame SUV or any pickup. Payload is passenger-car modest and the unibody has no provision for a service body.

A premium-positioned unibody crossover with leatherette/leather interiors and no wear-friendly trim option — the wrong tool for abuse. The 2.5L turbo-four and VSS-M platform are brand new for 2025 with no fleet track record, and early build-quality bulletins on torque converters and turbine shaft seals argue against assuming hard-use toughness.

Essentially no work provisions: no 120V household outlet on any trim, no bed access features, carpeted cargo floor with basic tie-downs, and an accessory catalog aimed at cargo liners and roof crossbars rather than upfits, racks or shelving.

This is what the Enclave is built for: QuietTuning cabin isolation, a ride Consumer Reports rates smoother than its GM siblings, heated/ventilated (and on Avenir, massaging) front seats, and roughly 446 miles of FWD range from the 19.4-gallon tank. Super Cruise hands-free highway driving is available on every trim and is a real fatigue reducer over 750,000 miles of mapped road.

Handles gravel roads, a bike rack and a small trailer and nothing beyond that. Twin-clutch AWD with Snow/Ice and Off-Road drive modes is genuinely capable hardware, but it is a paid option on the volume trims, ground clearance is only about 7 inches, and there is no low range, locker, skid plating or onboard power for camping.

97.5 cu ft with both rear rows folded is near the top of the class, the third row folds flat (power-folding via the Power Package or on Avenir), there is an underfloor well behind the third row, roof cross rails are available on every trim and a hitch comes with the Trailering Package. Only the lack of a true flat load floor front-to-back and no in-floor stowage for the second row keeps it out of the top band.

Secure and predictable but deliberately soft — Buick tuned the 2025 Enclave for ride comfort first, and reviewers consistently describe the handling trade-off that comes with it. The Avenir's Continuous Damping Control tightens body control on rough surfaces, but a 4,537–4,733 lb three-row on comfort-biased springs is never agile.

Accurate enough to place the car precisely and pleasantly light for parking-lot work, but numb — reviewers of the 2025 car describe the feel as bordering on non-existent, an anesthetized calibration that makes clear quiet comfort is the priority.

Consumer Reports found stopping distances competitive with other mid-size three-row SUVs and singled out the pedal as easy to modulate for smooth stops — a genuine strength for a heavy family crossover, though nothing about the setup invites repeated hard stops.

The 2.5L turbo-four's 326 lb-ft peak at 3,500 rpm gives strong, linear acceleration with little perceptible lag, and the 8-speed automatic shifts smoothly across most of its range. Marked down for an occasional bumpy downshift and for outright pace that trails its GM siblings — Consumer Reports recorded 8.2 s to 60 mph, about a half-second behind the Acadia.

The weakest part of the driving experience. Muted at cruise thanks to standard QuietTuning, but the four-cylinder replacing the old V6 has an odd trumpet-like resonance around 4,000 rpm that intrudes under hard acceleration and sounds out of place in a car pitched on serenity.

Mediocre for the SUV band and a direct consequence of the 120.9-inch wheelbase the 2025 redesign adopted; the AWD models most buyers in snow states choose are worse still at 40.7 ft.

A commanding, well-adjustable driving position with power front seats and four-way lumbar standard, a clear view over the tall hood, and physical volume and climate controls retained beside the 30-inch display. Docked for the glossy piano-black console that shows every fingerprint and for the paddle shifters, which only work after pressing a separate 'L' button.

Deliberately not the point. Buick extracted a slightly sportier personality than the outgoing car from a softly sprung chassis, but numb steering, soft body control, an 8.2-second 0–60 and a coarse-sounding four-cylinder add up to a competent appliance rather than a car anyone takes the long way home in.

The base Preferred at $46,395 already carries the full 30-inch curved display spanning cluster and infotainment — the largest screen in the class and standard on every trim — plus 20-inch wheels, heated power front seats, wireless Apple CarPlay/Android Auto, wireless charging, a 12-speaker Bose system, power liftgate and ambient lighting. Rivals in the premium three-row space start several thousand dollars higher for comparable content; the main gap is Super Cruise, which is optional rather than included.

328 hp, three rows of seven seats, 97.5 cu ft of cargo space and near-luxury isolation for a $46,395 entry price is strong content-for-money against the Acura MDX, Lexus TX and Genesis GV80 — J.D. Power frames it as luxury-brand quiet and refinement "at a value-oriented price." What holds it back from a standout rating is that the value evaporates upward: the $59,395 Avenir competes on price with genuine luxury badges, and there is no hybrid option at any price.

Three trims (Preferred, Sport Touring, Avenir) with a single 328-hp turbo 2.5L/8-speed powertrain and a $2,000 FWD-to-AWD choice covers a $46K–$61K spread, but Sport Touring is largely an appearance package over Preferred, so there are really two functional tiers with a $13,000 gap between them. No hybrid, no V6, no long-wheelbase or six-seat captain's-chair-only variant.

The third generation reversed the nameplate's slide decisively: Q3 2025 deliveries of 8,239 units were up about 60% year over year, the strongest growth in its segment, with 28,624 units through nine months (+49%). That places it fourth of nine entries in the premium three-row crossover class — a solid mid-pack seller on a steep upward trajectory rather than a segment leader.

Buick sits in a neutral middle — respected for quiet, comfortable near-luxury and helped by the Wildcat-inspired restyle and Avenir sub-brand, but without the aspirational pull of Lexus, Acura or Genesis, and the brand's overall US volume fell 14% in Q3 2025 even as the Enclave rose. The badge's weak residual performance and an older buyer skew both reflect and reinforce the image gap.

Buyers get real money off without the vehicle looking distressed: purchase allowances of $1,500–$2,250 ran through late 2025 alongside subsidized 0.9%/1.9%/3.3% APR terms, and KBB's Fair Purchase Pricing sits $4,695–$5,995 below MSRP. That is meaningful negotiability on a first-year design that is otherwise selling well — good for the buyer without signalling desperation.

2025 is year one of the third generation, unveiled 9 April 2024 — an all-new body, larger dimensions, an entirely new cabin architecture built around the 30-inch display, a new turbo 2.5L four replacing the 3.6L V6, and the first Buick application of Super Cruise. Redesign risk for a 2025 buyer is essentially nil; only first-year-of-production teething keeps this from a perfect score.

Reviews are warm but qualified: J.D. Power calls it an excellent value-priced near-luxury three-row and it earned an IIHS Top Safety Pick+ after the January 2025 headlight revision — its first IIHS award since 2013, one notch above the mechanically related GMC Acadia. Against that, Edmunds wanted a more robust powertrain and criticized the coarse turbo four, and Consumer Reports rated reliability below average with transmission and in-car electronics as trouble spots, subsequently pulling its Recommended rating. Well regarded, not the pick of the class.