Two-wheel-drive models don't labor quite like AWD versions, but no 3.4-liter Rendezvous accelerates quickly. All of them slow markedly on upgrades, even with just two aboard. The transmission is mostly smooth and responsive, but can lurch on full-throttle downshifts. Buick's stronger 3.6-liter V6 is responsive enough for most situations. A test AWD CXL with the 3.4-liter V6 averaged 19.7 mpg in mostly highway driving, while an AWD Ultra got 13.6 mpg when driven mainly in the city. Both engines use regular-grade fuel. Bump absorption is decent on 2WD versions, but subpar with AWD. On any model, the body rocks and sways on uneven surfaces, inducing queasy floating and residual motions. A Rendezvous is stable on smooth highways, but washboard surfaces trigger jiggly wheel patter. Even with AWD, a Rendezvous feels less settled than a GM minivan. Steering is vague, if accurate, and early onset of body lean demands slowing way down for tight corners. Tire grip is modest, too. With ABS, brakes are adequate but with a spongy pedal feel. Versatrak unobtrusively sends power aft, when the front wheels start to slip, but if the front wheels are turned during hard acceleration from a stop, front-drive models tug to the side with unwanted torque steer. Expect marked coarse-surface tire roar and prominent wheezy full-throttle noise from the 3.4-liter V6, though it may fade into the background at moderate cruising speeds. The more-refined 3.6-liter emits a pleasant growl at full throttle and is nicely subdued at highway speed. Wind-noise suppression is just average. Instruments and controls are mostly well laid-out, but odd turquoise-on-silver main-gauge markings are difficult to read, and small graphics on the Ultra and CXL's automatic climate display are inconvenient. Interior decor is attractive at first glance, but close inspection reveals a mix of some hard-plastic sections with a nice array of soft-touch surfaces. GM's combination navigation/audio system is a relatively easy-to-use mating of map-screen, navigator functions, and radio controls. Space is good up front, with easy entry/exit for adults, though head room isn't generous if you're six feet or taller. Seats lack contour, softness, and comfort. Thick middle and rear roof pillars disrupt the view of surrounding traffic, and while the large door mirrors aid lane changes, they are positioned to actually block the driver's vision to the front quarters. Second-row seats must be moved fully aft to yield decent adult leg space behind a tall front rider. There's little toe space beneath the front seats, and moving the second-row back leaves virtually no knee clearance in the third row. Neither rear bench offers much leg support, and seat padding is subpar. Available second-row buckets are acceptably comfortable, but don't tip/fold to help third-row access. Large rear entryways help, but doors swing out wide to crowd things in tight parking spaces. Cargo spaced is ample, with small-items storage and many load-carrying options. Still, there's barely enough room for grocery bags behind the third seat. Lowering the liftgate demands muscle, but a pull-down strap eases closing. If you fold the third row and remove the manageably light second-row seats, the Renezvous claims 108 cubic feet of cargo room--the most of any midsize SUV.

Value for the Money
Though Rendezvous has been promoted as a lower-priced alternative to the Acura MDX and Lexus RX 330, it fails to match those luxury SUVs, or leading mainstream models. GM's 3.6-liter engine is as refined as any competitor's V6, but the Rendezvous falls well short of the polished moves and high-end ambience of premium SUVs. Although a Rendezvous might have cost more than top midsizes like the Pilot and Highlander when new, it sells for considerably less on the used-vehicle market.