Regal

Vehicle: 2012 Buick Regal GS
Price as tested: CDN$43840

Performance: We have named Regal as our coverted Car of the Year last year. Buick has taken their very best with the new Regal GS, a very promising sports sedan.

Along with the impressive Regal Turbo we tested and loved, Buick continues to use this nicely proven 2.0 liter DOHC 16-valve Ecotec in their sportiest Regal offering. The result is a sports sedan which is able to do anything but….it has a potent 270 ponies and 295 lb/ft of torque at driver’s right foot. Both the torque and horsepower are impressive given Gran Sport has to carry 3717 lb of German and American combined lined of luxury. When its time to drop the anchor, the GS takes off with authority. All have done without the annoying turbo lag one associates with uptuned forced induction turbocharged engines. In fact, its all about smooth and silky delivery of turbo rush right from the get-going to the upper end of the rpm range. This Ecotec engine has the advanced technologies right from direct fuel injection, variable valve timing to electronic throttle. What I find most impressive is GM doesn’t required to use Premium gasoline, instead, they just recommend for maximium performance. Mated with this excellent engine is the only 6-speed manual gearbox. While the throw feels a bit too long, its gates are well-defined and clutch progressive, although I would prefer a better clutch feedback given GS’s sporty intentions.

Handling: We were very amazed on how exceptionally handled when we first driven Regal last year, Buick is able to take the GS a notch higher to challenge some of the finest sports sedans in the world. Combined with the rigid and solid chassis, which stands up to give GS’s recalibrated sports suspension a place to hang its hats. That means its a Buick which is as capable on the track as it is on the open road. However, there is one disappointing fact given Buick Regal GS is basically an European Opel Insignia OPC made-in-Canada. With the OPC, it has AWD standard but on GS, it has FWD but AWD is unavailable at best. For a high-powered front driver, there is a slight torque steer when opening up the GS on both 1st and 2nd gears. Also, there are more understeer expected given its 270hp going through the front wheels. I have to wonder why GM’s US headquarter has to cut the corners on offering AWD standard on GS, which would make it as a more enticing package. Other than that, GS has scored with one of the world’s best ESC called GM’s Stabiliztrak, which has the uncanny abilities to correct both under and oversteer whenever driver overcooked the Regal. The steering feel and feedback continue to be impressed, while extremely precise and responsive. Dynamically speaking, it remains one of the most entertaining and finest driven sports sedans anywhere in its class even without the availability of AWD. It has really shown the chassis engineering at GM Europe have done a marvelous job with the Insignia, without “lost in transition” when turning into a Regal.

Brakes: With large 4-wheel discs, Brembo calipers and standard ABS; GS has to be one of the best braking GM have ever tested. The stopping distance is short, while pedal always feels firm and well-modulated. Even after a couple of harsh stops, it remains fade-free even in hot weather. The added bonus is ABS doesn’t have any unnwanted intervention wraps up the whole dynamic package.

Interior: The rest of the interior is as equally well-appointed as any Regal, except for that fact that GM comes in with a nice set of sports seats. These seats are supportive and hug you in all the right places without feeling confining.

For a sports sedan, there are more than enough rear head and legrooms for 2 while 3 at a squeeze. Trunk space is spacious with low liftover and minimal side sills.

Conclusion: For those naysayers who still think Regal is “your daddy’s Buick”, its obviously they haven’t driven one. While the standard Regal is impressive enough to turn everyone’s heads on how brilliant it handles, GS is able to turn it up a degree or two. The GS is not only served well as a full-lined luxury sedan, its also a very capable sports sedan. Because of the stigma of the Buick badge, I would consider it as a true sleeper.

Competitions:
Acura TSX V6
Audi A4
BMW 3-Series
Mercedes C-Class
Lexus IS250

OVERALL VERDICT FOR 2012 Buick Regal GS
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4.5/5

Overall rating: 4/5

Vehicle: 2011 Buick Regal CXL Turbo
Price as tested: CDN$44125

Handling: If you talked about driving fun with Buick in the past, anyone who have thought you are kidding. Buick has promised their new Regal is about to change this preception. Has Buick hit the nail on this new Regal? We will find out after this review.

Unlike the exceptional Saturn Aura and Chevrolet Malibu which are both loosely based on the outgoing Vectra platform, the Buick Regal is basically an Opel Insignia. Given the Insignia was the overall winner of 2009 European car of the year, which is a very good thing. Another nice thing about the Insignia is GM has kept its European influence completely intact without detuning or cutting corners on any of its materials. That’s why its very rare to see we have put handling above performance in any of our Buick reviews.

In the real estate world, its all about “location, location and location”. In the automotive universe, its all about “product, product and product”. There is no better and more cost-effective method of utilizing a great product through platform sharing. Take this Regal, for example, it shares its platform with some more expensive cars. That means it makes for a great foundation for suspension to hang its heads. While GM has been infamous for their pathetic rebadging in the past decade, they have learned so much with this astounishing platform sharing strategy with VW Group and Nissan. Even if the Audi TT shares the same platform as VW Golf, both cars have entirely different driving characteristics and appeal to different audience. Another example is the sharing between Nissan rear-wheel-drive platform. Nissan 370Z shares the same platform as Infiniti G37. Both cater to entirely different audience even with same horsepower, the character and driving experience are totally different. Those who consider “platform sharing” senseless are just plain dumb ass by themselves. Or, better said, have proved how they are unknowledgable about how the auto industry utilizes their best resources through engineering.

After a raving on those idiots who think “platform sharing” is the reason they are not going to choose a brand or vehicle, its time to go back to Directshift’s regular scheduled programming.

Just how much magic has Opel engineers have put through the new Regal. It all starts with a wonderfully rigid platform, which is completely free of anything called cracks and rattles. Then add the European-tuned suspension which is both comfortably compliant when absorbing everything from patholes, washboard pavements and expansion joints. When the Regal comes equipped with the optional IDCS or what Buick called Interactive Driver Control System, the press of a “Sport” button really transforms Regal’s sporting character into a 100% sports sedan that is able to run with German’s best. Leave it on “Touring” mode, the Regal rides as comfortably as any luxury cars on the road. The best of all, it doesn’t have any of those softness and floatiness used to be associate with Buick of yesterday. Along with the continuous damping control which adjusts damping characteristics depending on driving conditions, the Regal is really the best handling Buick ever. When it comes to steering, the Regal aces with perfect weight and feedback. Its extremely precise and responsive without feeling any twitches. Buick’s Stabiliztrak only steps in necessarily when the driver rears Regal’s ugly heads. Both body rolls and understeer are minimal, which are really some of Buick’s firsts.

Brakes: Unlike the Regal of the past, which used to have GM’s venerable 3.8 liter OHV V6. The new Regal comes with Ecotec 4-cylinder engines only. You can either have the potent 2.0 liter DOHC 16-valve with 182hp and 172 lb/ft of torque. Or the powerful turbocharged with 220hp and 258 lb/ft of torque. In terms of refinement, GM’s Ecotec 4-cylinder is the equal of anything from Japanese and Korean manufacturers. When it comes to turbocharged 4-cylinder engine, this Ecotec turbo is as good as the benchmarked 2.0 liter turbocharged in both VW and Audi. Everything else has done exceptionally well right from refinement, flexability and NVH. Not only 258 lb/ft of torque doesn’t create any torque steer through the front wheels, this turbocharged engine doesn’t have any of those turbo lag. Its also surprisingly peppy and willing at both mid to upper ranges. Mated to this motor is 6-speed manumatic gearbox with paddle shifters. Unlike many of those paddle shifters these days, Regal’s system allows driver to drop cones regardless of gears. That’s a very good thing especially when its time for a proper downshift before actual cornering. As for the gearbox itself, it has proper gear ratios for all 6th gears. 1st and 2nd are low enough for enthuiastic launch while 5th and 6th are tall enough for comfortable highway cruising.

Brakes: Buick brake pedal used to be soft and numb. Not anymore with the new Regal. Along with standard 4-wheel discs with ABS, the pedal feels solid and reassuring. The stopping distance is short. Even after a couple of hard stops, it remains fade-free. Add to the ABS that doesn’t drop in unnecessarily which is another good thing.

Interior: Slip behind the wheel of the new Regal with your eyes covered, you won’t believe its a Buick. Buick interiors used to be an ergonomic disaster with tiny switches, soft bench seats and dark wood trim for the elders. Regal’s interior is not only fresh and comtemporary, it has a sense of Avantgarde that has never felt in any Buick before. The use of materials and fit-and-finish are world-class. All the plastic and leather materials are the equal of anything from top-tier German rivals. All the instrumentation gauges are clear and analog, while the dual-zone climate control and stereo are initutive. Both leather seats are comfortable and supportive for the long trip.

However, Regal’s trunk is swallow with its sloppy side sills and high liftover. Even with the rear seats completely fold flat, one still has lots of dignity before you can reach any item deep into the luggage area.

Conclusion: The new Regal has gone where no Buick has ever gone before. That is to attract young audience with its excellent dynamic qualities and sporty appearance. You are also getting lots of content with Regal’s attractive price point. The bottom line? Buick is back and you better believe it.

On top of all that, you are also going to see what you have never seen in any Buick reviews before. The Regal’s power ratings for both performance and handling are all perfect full marks, which are something unheard of in just a few years ago.

OVERALL VERDICT FOR 2011 Buick Regal
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.25/5