Hoovey689

iTrader: (16)

2012 Buick Regal GS

When General Motors first announced that the U.S. would be getting some sort of hotted-up Regal, we were told it'd be just like the Opel Insignia OPC that continues to light fires within the hearts of European enthusiasts. That car boasts a 325-horsepower 2.8-liter turbocharged V6, six-speed manual transmission and all-wheel drive. We've had the chance to drive the Insignia OPC and will say without hesitation that it is, in fact, the bee's knees.

Imagine our disappointment, then, when we found out that the Regal GS was fitted with a 270-hp turbocharged 2.0-liter four-cylinder. Oh yeah, and it's front-wheel drive.

But here's what everyone seems to forget: The Regal GS may be down on power compared to the Insignia OPC, but it still produces 295 pound-feet of torque, just like the Opel. The Regal is also about 500 pounds lighter than the Insignia OPC. And sure, all-wheel drive is nice, but the Regal uses what is arguably the world's most advanced front-wheel-drive architecture – GM's HiPer Strut system. Finally, according to our Buick man, the Insignia OPC would have been hit with a gas guzzler tax had it been ported directly over. By contrast, the Regal GS achieves up to 27 miles per gallon.

There's plenty of goodness to the Regal GS package, and after a long stint of hustling this hottest Buick along northern Michigan's finest backroads, we aren't all that disappointed after all.


The engines may be wholly different, but park a Regal GS next to an Insignia OPC and you'd think they were the same car. Aside from a different set of wheels and a couple of trishield badges, the GS is visually identical to the OPC. Everything from the fangs in the front fascia to the large dual exhaust tips out back have been carried over to the American car, and truth be told, we're smitten with the way this thing looks. It's bulgy, brash and uses an interesting blend of curving lines to create an aura of sharpness.

We've gushed over the OPC's design for years now, so instead, let's focus on the new bits for the Regal GS – i.e., the wheels. The standard wheel and tire package uses 19-inch alloys wrapped in all-season rubber that's similar to what is in use on the mid-grade Regal CXL Turbo. Our test car (and every other Regal GS you've ever seen a photograph of) uses the optional 20-inch wheel package with 255/35-series Pirelli PZero summer tires. Honestly, we don't love the chrome look of the larger wheels, and instead of going off on a "When will GM learn that not every car needs some sort of chrome treatment?" rant, we'll use this space to politely remind buyers that your local wheel and tire outfitter will gladly sell you a much more handsome set of 20-inch rollers for a small fee. We could tell you to just get the 19s, but after falling in love with the amount of grip available with the 20-inch set, we'll bite our tongues.


Moving inside, we have one very nitpicky complaint about the GS' interior – the shift **** for the six-speed manual transmission. Normally we aren't this whiny, but with a manual transmission, the shifter is one of the most important points of communication between driver and car (see also: steering wheel), and the sensory feedback you get from gripping a nicely shaped, thick shift **** heightens the whole cog-swapping experience. Here, Buick has chosen to use the same shifter as the CXL Turbo, which feels like it'd be more at home on a shift lever that clicks through a P-R-N-D-L gate. So often, our fingers felt oddly smashed against the Reverse gate release button on the back of the shift ****, and on a few occasions, we couldn't get a solid grip on the shifter for far throws into fifth and sixth gears. This would be such a simple fix.

We'll reiterate that the above complaint is immensely nitpicky, and the only reason it's a talking point is because the rest of the cabin is so nicely done. The steering wheel has been carried over right from the OPC, with its flat bottom and bulgy-in-all-the-right-places design. Interestingly, the backside of the helm has what feel like placeholders for paddle shifters, but Buick officials tell us that cars equipped with the six-speed automatic transmission (an optional extra that will be available later in the model year) won't have paddles. Not that you want the autobox, anyway.


American customers don't get the supremely comfortable and supportive Recaro seats available on the Insignia OPC, but after a few hours of butt-in-seat drive time, we're nonetheless pleased with the thrones being offered to us oversized 'Muricans. They're comfortable and offer ample amounts of bolstering for both our love handles and thunder thighs.

Other than that, the interior is the same as every other Regal, save the nifty 'Sport' and 'GS' buttons on the center stack (the latter turns the instrument back-lighting from blue to white). The center stack is still a bit button-heavy, but the fit of the panels and graining of the plastics are quite good. Anyone who says GM isn't capable of crafting a really nice interior has clearly never sat inside a Regal. Buick will be offering its nifty new IntelliLink infotainment system on all Regals later in the 2012 model year, and we were given a quick glimpse of some of its features.

We had no doubts that the Regal GS' exterior and interior would be just fine – it's the powertrain and chassis that were the cause of our initial disappointment, remember?

Let's start with the engine: GM's 2.0-liter Ecotec turbocharged inline-four. We've previously enjoyed this engine under the hood of the SS-badged Chevrolet Cobalt and HHR, as well as the Pontiac Solstice GXP and Saturn Sky Red Line, may they all rest in peace. Currently, Buick uses a detuned version of this Ecotec in the Regal CXL Turbo, where it produces 220 horsepower and 260 pound-feet of torque, but a healthy dose of engine recalibration means that same engine now produces 270 hp and 295 lb-ft in the GS.

At launch, the only transmission offered will be the six-speed manual, and that's just fine with us. Aside from our overly critical issues with the shifter itself, the transmission is a joy to use. The clutch is nicely weighted with a linear action, though there's quite a bit of overall travel to the pedal. And while it seems odd to criticize the manual transmission shift **** from one side of our mouth and praise it from the other, we do admit that the shift action is engaging and solid. We would greatly appreciate shorter throws, especially in the horizontal gaps between second and third, and fourth and fifth, but the direct six-speed gate makes for very little in the way of complaints.


Now, 270 hp and 295 lb-ft of twist is a lot for a front-wheel-drive car to handle, but GM's HiPer Strut suspension does a phenomenal job of keeping things in line. We tried a couple of hard straight-line acceleration runs, and the steering wheel never moved. Occasionally, with a heavy foot on the throttle while coming out of a slow corner, we did notice a dose of torque steer, but it's gone before you even realize what has happened. Buick officials claim a 0-60 time of 6.7 seconds, but judging by our time in the car, that feels extremely conservative. We'll bet our bottom dollar that real-world testing results in times in the low-six-second range.

Other performance enhancements include unique (read: stiffer) spring rates on the GS versus the standard CXL Turbo, and the ride height has been lowered by 10 millimeters. Keeping the power under control are a pair of 14-inch vented brake discs up front, with four-piston Brembo calipers clamping down to keep things from getting squirrely during quick stops. After long stretches of hard braking into turns, we noticed very little brake fade, and the HiPer Strut suspension works to keep the car's front end calm and collected during sudden deceleration, too.


Three suspension modes are available while driving – normal, Sport and GS – and as you'd expect, each one is significantly more dialed in than the one before it. Buick executives tell us that even the most hardcore GS mode is still the sort of setting that you'd feel comfortable using in the city, and while we found our drive through downtown Traverse City to be a bit bouncy with this setting, it wasn't teeth-chattering. Get the car on some smooth pavement, though, and GS mode is exactly what you want. Here, the Regal stays flat and composed through the corners, with no noticeable body roll making things wishy-washy during quick turns.

The turbo-four/front-drive package makes for a very well-sorted driving dynamic – the Regal GS never feels over- or under-powered, and it's tossable, light and more engaging than you'd think. We'd bet that the Insignia OPC is a total hoot to drive, but so is the Regal GS.

Buick says the Regal GS aims squarely at the Audi A4 and Acura TSX V6, the latter of which is the comparison we naturally made in our own minds. In this case, the Regal's dynamics trump the Acura, hands down, and while Buick would love to have a legitimate A4 or BMW 3 Series competitor on its hands, the simple fact is that the Regal GS isn't quite potent and poised enough to tackle the Germans. Then again, isn't that what the Cadillac brand is for?


Pricing starts at $35,310 for the Regal GS, and the only available options are some premium paint colors, navigation, a sunroof and the 20-inch wheels with summer tires. Check every box and you'll end up just under $39,000. That's pushing awfully close to the $40K mark, but keep in mind, an Acura TSX V6 with the tech package will run you about $39K, as well. We'll take the Buick, thanks. (Isn't it nice to be able to say that again?)

As a complete package, the Regal GS is a pretty slick deal, though it competes in a weird section of the market. An honest Opel Insignia OPC would be a nice thing to have on our shores, but in order to even make the project worthwhile, Buick says it would have to price it significantly higher than $35,000 (think: $50,000). It'd also be nice to have an M3 fighter from the Buick brand, but again, isn't that what Cadillac's V-Series is for? The new ATS is on its way, and we hear the ATS-V should have Bimmerfiles shaking in their boots.

In the meantime, we'll let Buick continue its path toward domination in the entry-level aspirational luxury segment. It's not the OPC we had hoped for, but the 2012 Regal GS is in no way a disappointment. We dare you to drive one and not walk away impressed.

Gallery:
http://www.autoblog.com/photos/2012-...photo-4407128/

http://www.autoblog.com/2011/08/31/2...-drive-review/

trukn1

Been there,, done that,,, and was not impressed at all. Granted, it is a fresh vehicle from buick and there is alot of thought put into it, I just don't like it. Not even something specific about it, just overall, the feel of this car was all wrong for my taste. Granted, taste are relevant to specific wishes of different persons'. Overall, the car looks awkward, the body lines are wierd, and the interior, for me, left alot to be desired for the money being asked. Am sure that someone will love this car, just not me.

Fizzboy7

Also not impressed. Front bumper has redundant vertical inlets, the body is too short or too tall, with a big front overhang, the dash has been seen for the last ten years, and the taillights have been seen since the Olds Aurora. This car breaks new ground for Buick, but it ends there.

spwolf

Insignia is a nice car.

but it is heavy.

it is size of Camry and yet 500lbs heavier.

So in the end, no matter what engine you put in, it is still slow poke.

IS350jet

I think it's a great looking car, but holy crap, it's priced like an IS350 and is even more expensive than a G37. Disappointing.

Joeb427

iTrader: (1)

Not a fan of the Regal and I don't think it will sell.

LexBob2

I don't think it will sell well either, even though the regular Regal is doing well. I kind of like the looks and the idea, but wouldn't buy one.

I don't think the typical Buick buyer will be interested and it will be tough to get perspective buyers into the showroom.

Kudos to Buick for trying the concept. It's probably not too much of an investment/risk for them.

T0ked

iTrader: (2)

Yeah, its pricing itself out of it's segment. Plus the Regal is heavy. But I will say I like the looks, yes too many non functioning vents, but it looks aggressive. They should slap in a V8, paint it black, call it the Grand National GNX, and charge through the nose in small numbers. That would sell.

bitkahuna

iTrader: (20)

no, it's priced about $5k less than an IS350, which has a BASE price of over $40k.

love how on CL if someone doesn't like the brand they criticize it on price.

mmarshall

It rides too stiffly....especially for a Buick. Buicks are not supposed to be stiff-riding sports-sedans.

ArmyofOne

They are if they are trying to change their image.

By that school of thought, Chrysler product's arent SUPPOSED to be reliable.

LexBob2

The GS isn't trying to appeal to the traditional Buick buyer. That's why I think it will be difficult to get many sport sedan shoppers into Buick showrooms.

spwolf

just too heavy.

Blackraven

They may have to because their current demographic is either retiring or dying. They have to find new buyers so now, they're deciding to get the young people on board to their brand.

Granted, it may not be their best effort (i.e. the Regal GS is just a detuned version of the Insignia OPC/VXR) but at least it's a start.

P.S.

Because they are not reliable and that's a fact.

The biggest downfall of quality and reliability of Mercedes Benz was brought about by the DaimlerChrysler merger and when MB vehicles used components from the Chrsyler parts bin.

In fact, a few years ago, Chrysler was so incompetent at building Right-Hand Drive vehicles that many Singaporeans viewed the Grand Voyager van as garbage and most unreliable import vehicle in Singapore.

Thankfully, the company is improving...........but unfortunately, there is no bloody way I'd consider their 300C.

As mentioned by a poster in another forum: "whoever can convince a BMW owner to switch to a Chrysler deserves some sort of award"

bitkahuna

iTrader: (20)

uh, and minivans aren't supposed to be driven by anyone other than soccer moms, right?

also, remember the gran national?