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“The 2011 Buick Regal is like nothing you’ve ever experienced from this brand,” said Craig Bierley, director of marketing for Buick. “The Regal is the next chapter in Buick’s transformation and will expand the portfolio to include a sport sedan.”
The new Regal arrives in the second quarter of 2010, with its sights aimed squarely on competitors like the Acura TSX and Volvo S60. It has a longer wheelbase and greater trunk volume than those vehicles, along with standard features – including a six-speed automatic transmission, 18-inch wheels and OnStar – that aren’t offered standard on either competitor.
The Regal’s development is rooted in Germany, where the globally led engineering team created the award-winning Opel Insignia – the 2009 European Car of the Year. The Insignia has garnered more than 31 prestigious awards and is the best-selling midsize sedan in Europe. Regal will bring all of Insignia’s award-winning design, technology and European-inspired performance capabilities to the American market.
The Regal has already been a success on another continent, in China. It went on sale in December 2008 and more than 64,000 Regals have been sold there. Enthusiastic customers cite its sculpted, flowing design and responsive performance as the top reasons for purchase.
Regal at a glance
Regal will initially be offered in premium CXL trim only, with additional trim levels to be offered in the 2012 model year. The well-equipped Regal CXL includes the following as standard or available equipment:
Standard 2.4L Ecotec direct injected engine rated at an estimated 182 horsepower (136 kW)
Available 2.0L Ecotec turbocharged and direct injected engine rated at an estimated 220 horsepower (164 kW) – available late-summer 2010
Both engines have a six-speed automatic transmission standard with driver-shifting control
A six-speed manual transmission will be available following the introduction of the turbocharged model
Estimated 30 mpg on the highway with the 2.4L and 29 mpg highway with the 2.0L turbo engine
MacPherson strut front suspension and four-link independent rear suspension
All-new Interactive Drive Control System (IDCS) available with the 2.0L turbo, offering driver-selectable suspension settings and automatic driver suspension setting adaptability
Four-wheel disc brakes with four-channel anti-lock braking system, brake assist and electronic parking brake
Standard StabiliTrak stability control system and full-function traction control
Standard dual-stage frontal air bags, side-curtain air bags and pedal-release system; rear-seat thorax air bags available
Available navigation system, Harmon Kardon sound system, internal flash drive (1GB), hard drive with 10GB for music and USB port
Standard 18-inch wheels (19-inch wheels standard with IDCS)
Standard 12-way power, leather and heated driver seat; leather and heated passenger front seat; Bluetooth capability; XM Satellite Radio and OnStar.
Design story
The Regal’s sleek design blends the sweeping silhouette and proportions of a coupe in a progressive package that suggests motion from all angles. Great attention to detail complements that aggressive styling, with tailored applications of Buick’s signature design cues, such as the waterfall grille, select use of chrome trim and superior fit and finish of the exterior panels.
“Regal is all about great proportions,” said John Cafaro, design director, passenger car. “For example, with the fenders flared to wrap around the tires. It’s an aggressive stance that people aren’t used to seeing in recent Buicks.”
The car’s performance-oriented spirit is also conveyed in sleek, sculpted body-side detail and aggressive headlamps that further suggest motion. At the rear, an abbreviated deck and tucked-in body panels are the hallmarks of a contemporary sport sedan, with bold taillamps and their intricate lighting elements reinforcing Regal’s attention to detail. Eighteen-inch wheels are standard.
The sweeping design motif carries over to the interior, where the side panels flow uninterrupted into the instrument panel. The instruments have the look of expensive sport timepieces and are lit with ice-blue LED lights. The center stack, housing the climate and “infotainment” controls, was designed to allow for a lower, driver-centric instrument panel profile. Features such as a thick-rimmed, leather-wrapped steering wheel and firm, highly bolstered and leather-covered seats also support the sport-oriented driving experience.
“There is great design harmony between the exterior and interior,” said Cafaro. “The feeling of flow and motion carries through in an engaging manner that makes you want to take the Regal out to your favorite twisting road to see what it can do.”
A breakthrough interior
The Regal’s finely crafted, sporty and well-appointed interior builds on the exceptional attention to detail found in the Enclave and LaCrosse, blending signature styling cues with contemporary sport sedan aesthetics.
Regal’s firm, highly bolstered seats were benchmarked against the top import competitors for comfort and support, while a standard flow-through center console offers plenty of storage for passengers in the front and back.
Smart applications of technology are also hallmarks of the Regal, including details such as a multi-function controller on the center console for operation of the audio system, navigation system and the Bluetooth phone. The faceplate for the “infotainment” screen is set at a 30-degree angle to contribute to the car’s flowing interior design.
A new era in Buick design is also seen in the satin metallic, piano black and new, Kibo-patterned interior trim materials. Kibo is a rich, dark, progressively grained wood that lends an international flair to the Regal.
Under the hood
Unique with its all-four-cylinder powertrain, the Regal relies on the excellent horsepower-per-liter ratio of the Ecotec engine family to deliver smart, on-demand performance that is also very efficient.
Both the standard 2.4L engine and the available 2.0L turbo use direct injection technology to optimize performance, reduce emissions and maximize fuel efficiency. The 2.4L is the same engine offered in the Buick LaCrosse, but in the smaller, lighter Regal, it delivers more agile performance. The 2.0L turbo cements the sport sedan credibility of the Regal, with on-demand power comparable to a V-6, but the inherent efficiency of a four-cylinder. To ensure responsive power across the rpm range, the 2.0L turbo uses a twin-scroll turbocharger that builds power quickly at lower rpm.
Distinct, uniquely calibrated six-speed automatic transmissions are paired with each engine. Both offer driver shift control that enhances the sporty driving feel of the Regal.
Driving experience
The chassis and structural systems were developed in Germany and give the Regal the handling and dynamics of a premium European sport sedan, as well as the quiet, refined ride and road manners expected of a Buick. The body structure is one of the most rigid in the segment, which is approximately 25-percent stiffer than the previous Regal. This solid structure supports more precise suspension tuning and a quieter ride.
A relatively long wheelbase of 107.8 inches (2738 mm) gives the Regal refined, well-balanced vehicle dynamics and supports comfortable ride tuning. Additionally, an independent MacPherson strut-type front suspension with single-path mountings and hydraulic ride bushings; a four-link independent rear suspension; hydraulic rack-and-pinion steering; and optimized four-wheel disc brakes are optimized to the capability of the individual powertrains and tailored to the expected use by drivers. Models equipped with the 2.0L turbo engine, for example, feature larger brakes.
Latest-generation electronic stability control (ESC or StabiliTrak), anti-lock brake system (ABS), and traction control system (TCS) are standard with Buick’s innovative, Interactive Drive Control System (IDCS) real-time damping system offered on models equipped with the 2.0L turbo powertrain.
Interactive Drive Control System
Regal’s Interactive Drive Control System chassis technology (available on models with the available 2.0L turbo engine) offers enhanced vehicle stability and greater driving safety. It is designed to change the personality of the car based on the personality of the driver. A sophisticated driving mode control module continually monitors driving style utilizing yaw rate, lateral and longitudinal acceleration, steering wheel, throttle and vehicle speed. It defines the dynamic vehicle state, including acceleration, braking and cornering, to optimize chassis reactions. It also executes all of the IDCS driver selections.
All four dampers are electronically controlled and continuously adapt within milliseconds to the prevailing road conditions, vehicle movements and individual driving style. Chassis settings are adjustable by the driver, with Normal, Tour and Sport settings.
IDCS allows the driver to choose between three different operating modes that change the suspension settings, throttle response, shift pattern and steering sensitivity through the variable effort steering system. The three modes deliver three types of experiences:
Normal – balanced and optimized for all driving situations
Tour – optimized for comfort and relaxed driving on long journeys
Sport – optimized for road holding; enthusiast driving .
Selecting “Sport” mode optimizes the car for dynamic driving, tightening the suspension and steering response and speeding up the reaction of the automatic transmission. The “Tour” mode is optimal for long-distance cruising or rough road conditions, providing an increase in comfort. “Normal” or Default Mode is the perfect all-around setting for daily commuting and city traffic. The other major benefit of Interactive Drive Control is that it automatically adapts Regal’s performance settings to individual driving styles. When a driver begins to drive more aggressively it will tighten the suspension and increase steering effort and change to a more aggressive throttle response. When the vehicle senses that the driver is doing relaxed cruising, it adjusts settings for rolling smoothness and comfort.
Apart from a more rewarding driving experience, IDCS also offers safety benefits in emergency situations. For example, if an obstacle must be avoided when the car is in Tour mode, various chassis sensors convey this to the DMC and the dampers are stiffened within milliseconds, delivering greater body control.
You hop off the plane, and there’s some generic Pontiac G6 or Mitsubishi Galant waiting in the lot. Well, what we have here could be that next midsize rental, albeit a cut above what I used to get, especially when friends say it “looks nice,” and “looks like a Lexus."
What we have here is the base 2010 Buick LaCrosse; not the nifty V-6 CXL, but the 4-cylinder version with but one option. It is part of the recent renaissance at GM that has resulted in some very solid and almost (dare I say it) sexy styling from the General, no more so that this chiseled shape from the company’s oldest (1903) and very popular (in China, even) line. And even in base “rental car” trim, this isn’t your grandfather’s jellybean-shaped Buick.
Buick beauty – I’ve driven some beautiful Buicks in my time as an auto journalist – Harley Earl’s 1930s Y-Job Concept comes to mind, while the 1950s Roadmaster and Bill Mitchell’s 1965 Riviera sure rank up there. But when GM settled into its window dressing of designs to make them one or another company, Buicks ended up with bland roundness. Then came some creative collaboration between U.S. and Chinese designers, with some engineering help from Europe, and the first result was the tightly sculpting of the all-new-from-the-rubber-up LaCrosse.
The Chinese connection is obvious, since Buick has a huge market there. The design result, though, is quite cosmopolitan, starting with 17-bar grille flanked by backswept headlights over a wide-mouth lower intake, although our base model had fake side intakes where foglights should be. Sharp design lines run up the hood, classic Buick Ventiports along their inside edge, while curved lines frame them as they meet under the grill. Flat flares frame slightly smallish-looking 17-inch Michelin rubber on our car’s only option – machined 9-spoke alloy wheels. Another design line runs off the headlights rear peak and along the side, dipping before the rear fenders, then curving around the rear flare line to arch into the chrome accents atop the taillights. There is a light chrome accent on the door handles and the door sill line, while a small spoiler accents the high, short rear deck over a big tail chrome bar and Buick shield. It all rides on an elegantly long wheelbase, and I liked the sloping rear roof line, solid fit and finish and nicely-applied Quicksilver Metallic paint. But the 18-inch rubber on the CXL we tested a few months ago gives the LaCrosse a better look and stance.
*Life in LaCrosse – This two-tone gray dashboard wraps around the driver and front passenger, the darker upper and lighter lower fascias split by warm fake wood that gets a thin ice blue light line accent at night. The dash top, especially the small gauge binnacle, gets leather-like trim with stitching for a classy look, the stitched covering continuing on the doors, with a lobster claw-like grab handle/armrest design that looked good. The 140-mph speedometer and 8,000-rpm tach get glowing blue-white backlighting and needles, with a blue LCD trip computer display in between that also offers the new OnStar turn-by-turn navigation option. Smoked chrome and a buff alloy plastic further accent the gray, while ice blue light frames the center console, encircles the audio system and highlights the doors at night.
That dash center focuses on the inset 7-speaker AM-FM-XM Stereo-CD/MP3 player with decent sound, controlled off one side of the manual tilt/telescope leather-wrapped steering wheel. I like the rubberized VW-style thumbwheel controls for cruise and station/CD selection, with Bluetooth cellphone buttons. But the LCD stereo display is a bit cheap-looking, and I miss the very good 384-watt harman-kardon 11-speaker sound system on the CXL I tested earlier, which also had a handy USB/iPod port. Ours only has an MP3 audio input next to a 12-volt outlet under the sliding center armrest. Under the big center select knob are dual-zone climate controls and the oddly placed door-lock and electronic parking brake buttons. Twin cupholders aft of the gearshift were fine for cans, but taller water bottles got in the way of shifting. The glove box was OK, the door map pockets skinny even though they pivot out.
The front bucket seats offered 8-way power for the driver and two-way for the front passenger, generously shaped and comfortable, but soft and sort of Buick-of-old in support, with no lumbar. In back, very wide-opening doors allowed easy access to a huge bench seat with great head and leg room for two, even three if the center armrest is pivoted up. There’s rear air vents, with a ski pass-through and split folding rear seats to expand the huge mouse fur-trimmed trunk, although its hinges intrude a bit on storage space. Rear vision is limited by the slim fastback window, and the rear-view mirror trim piece felt cheap as it flexed when we adjusted it.
*LaCrosse locomotion - LaCrosses come in three engine flavors – our CX’s 182-hp, 2.4-liter four, the CXL’s 3-liter, 255-hp V-6, or the CXS’s 3.6-liter 280-hp V-6, with front- or all-wheel-drive. Our 5,000-mile-old 4-cylinder had to work for a living to motivate 3,948 pounds of sedan, 60-mph coming up in a sedate 10.8 seconds with clean shifts from the six-speed automatic, which can he manually shifted. Accelerating onto an expressway took pedal to the metal, and was only just adequate, while fuel mileage on regular was about 20-mpg. A CXL V-6 we tested recently did it in 8 seconds, with an average 15 mpg in mixed-use driving..
With the LaCrosse's stiff body structure and MacPherson strut front/four-link rear suspension, we found the ride on all surfaces comfortable and quiet, flowing very comfortably into corners with no drama. But the 17-inch rubber was more designed for sedate sedaning than athletic prowess, and it feels a bit soft. There was decent grip in turns and a bit of body roll, but it’s just what you would expect and not a sports sedan. Again, the CXL’s bigger rubber seemed to offer sportier handling, with more controlled body roll and a bit less understeer, helped with stability control. The power steering was accurate if a bit light, and the brakes had a precise pedal control, with minimal fade after three simulated panic stops from 60.
*LaCrosse lucre - The base CX starts at $26,245 with all above standard except for the $350 machined alloy wheels, for a total $27,345. The CXL we tested recently had a few options like a comfort package, glitzier wheels and a great sound system, so it based at $29,645 and priced out at $31,495. That’s competing with sportier imports like the VW Passat CC, Nissan Maxima and Mazda6, which cost between $29,000 and $32,000 and drive better. The new Hyundai Sonata SE, with 200-hp in-line 4, is about $28,000 with some options, and looks very nice. And a 2011 Ford Taurus SE with 263-hp four is just under $26,000, and just as roomy.
*Bottom line – The base LaCrosse has many benefits, like a great look, lots of room, a quiet ride and frugal drivetrain, and sure looks more stylish than some of its competition. But the competition’s fours are more powerful, making this just a nicely priced roadmaster for 2010.
Vehicle type - 4-door, 5-passenger mid-size domestic sedan
Base price - $26,245 ($27,345 as tested)
Engine type - DOHC, direct-injected 16-valve in-line Ecotec four
Displacement – 2.4-liter
Horsepower (net) - 182 @ 6,700 rpm
Torque (lb-ft) 172 @ 4,900 rpm
Transmission - 6-speed automatic
Wheelbase - 111.7 inches
Height - 59.2 inches
Overall length - 197 inches
Overall width - 73.1 inches
Front headroom - 38 inches
Rear headroom - 37.3 inches
Front legroom - 41.7 inches
Rear legroom - 40.5 inches
Cargo capacity - 13.3 cu. ft.
Towing capacity – up to 1,000 lbs.
Curb weight – 3,948 lbs.
Fuel capacity - 18.4 gallons
Mileage rating - 19 mpg city/30 mpg highway
Last word - Not your grandfather's Buick, but not as athletic as the V-6 version
The new Regal is intended to do just that. Based on GM’s global midsize platform, the new Regal has both stunning styling and great functionality. This is the kind of car that will appeal to a large segment of the population if they just realized that it is not the same Buick as their grandparents drove. That’s the challenge that corporate management faces. If consumers would just evaluate the vehicle on its own merits, it does a good job of selling itself.
The styling gets an A+ grade. It is sleek and curvaceous. It looks good from all angles and has deftly balanced the application of chrome to give the vehicle an upscale appearance. It definitely looks sporty…but does it drive that way? Yes kinda.
Rather than being considered a “sporty” car, I’d call it more of a great handling cruiser. Its dimensions and chassis make it a breeze to handle in city traffic. It is also large enough to have a nice controlled ride and surprisingly good road manners.
The Regal is responsive and communicates what’s going on without being harsh or rough riding. The traditional Buick “boulevard” ride is nowhere to be found in the new Regal.
In response to current demands for improved fuel economy and reduced emissions, the new Regal is yet another midsize that won’t be offered with a V6 engine anymore. The base engine is a direct injection 2.4 liter 4 cylinder with 182 horsepower. That combined with the 6 speed automatic transmission manages to move the car around briskly and also deliver 30 mpg highway fuel economy. A higher performance turbocharged 4 cylinder is the optional engine and offers 220 horsepower for those wanting more power.
The interior is roomy and nicely appointed. It’s more functional, more informative and less chromy, almost to the point of being anti-Buick. For my taste, the seat bottoms were almost too firm, again a purposeful departure from Buicks of the past. The rear seat is roomy for this class of car and the trunk offers a very large 14.25 cubic feet of space.
In all, this is a very appealing car. It’s actually the kind of sedan that you would have expected to see at a Saturn dealership, but now its flying Buick colors and that’s OK. The current starting price of $27,000 is for the CXL midlevel model. A more basic CX model will be offered a bit later with a start price expected to be in the $24,000 range.
More than likely you won't hear the words "change" and "2011 Buick Enclave" uttered in the same sentence. Other than a new wheel design on its top two trim levels, and a few new exterior-color choices, Enclave rolls into 2011 unchanged.
For an extra $2,000, you can substitute all-wheel drive for front-wheel drive on any of the three trim levels. My test Enclave was the top-end $42,870 CXL2 model. There is also the $36,390 entry-level CX and the mid-priced $39,505 CXL1. My test Enclave had AWD.
Regardless the trim level or the number of drive wheels, every Enclave draws its get-up-and-go from a 288-horsepower 3.6-liter V6. Escorting engine output to the wheels falls to a six-speed driver-shiftable automatic transmission. This combination delivers smooth, energetic acceleration. The foul-weather AWD system is transparent with power automatically shifting from slipping wheels to those with grip. Although it can take Enclave off pavement onto dirt or gravel surfaces, it is not engineered for off roading. When properly equipped, Enclave can tow up to 4,500 pounds.
Opting for AWD scrubs a mile or two per gallon from the fuel economy measures. FWD versions deliver an EPA-estimated 17 mpg in the city and 24 mpg on the highway; while those with AWD get an EPA-estimated 16 mpg and 22 mpg respectively.
When describing Enclave's quality of ride, you could just as easily be characterizing the ride in Buick's top-of-the-line LaCrosse sedan. Its four-wheel independent suspension soaks up all but the most severe surface imperfections. With MacPherson struts in front and a multi-link setup in the rear, the architecture is tuned more for comfort than handling, but that fits with Enclave's people-hauling mission.
Lurking behind all four wheels are ventilated disc brakes monitored by an antilock system. Traction control, stability control, electronic brakeforce distribution and emergency braking assist are all part of the package. If the worst does happen and a collision can't be avoided, Enclave earned the federal government's top frontal and side crash-test scores of five stars. Moreover, OnStar, standard on all Enclaves, features the Advanced Crash Response System that will automatically call an OnStar adviser when an airbag deploys, who can then summon emergency help to the crash site.
Delivering on what the exterior design promises, the interior styling is elegant as well as practical. The standard seating arrangement accommodates seven; however, the second-row captains seats can be replaced with a three-passenger bench seat, increasing passenger capacity to eight, at no additional charge. A 60/40 split fold-flat, reclining bench seat occupies the third-row position.
With all seats in position, there are just over 23 cubic feet of luggage space. Folding the second-row seat backs down and the third-row seat flat balloons cargo space to 115 cubic feet. This is more maximum cargo room that some key competitors, such as the Lexus RX350 at 80.3 cubic feet or the Acura MDX with 83.5 cubic feet. Accessing the cargo hold is made easy thanks to the rear power liftgate that is standard on every Enclave.
The first- and second-row captain's seats offer generous cushions and decent lateral support. Both CXL trims have available, as a $300 option, a second-row center console with a large storage bin, 12V power outlet and cupholders. A tilt and telescoping wood and leather-covered steering wheel -- power operated in the CXL versions -- with redundant audio controls is standard. An owner of almost any GM vehicle built in the last few years will feel right at home with the controls for the six-speaker audio system with CD player, satellite radio and auxiliary input jack that comes in the CX and CXL1. Likewise the controls for the three-zone automatic climate control can be operated without consulting the owner's manual.
Every Enclave comes with six airbags, Bluetooth cell phone connectivity, cruise control, full power accessories, heated outboard mirrors, remote keyless entry and power-adjustable front seats. Moving up to the CXL1 adds leather seating, rear parking assist, backup camera with a small display in the rearview mirror and heated front seats. Cranking up the content level another notch, the CXL2 adds articulating headlamps, ventilated front seats, power-folding outboard mirrors and a 10-speaker Bose-infused surround-sound system with a USB port.
There are a number of other competent midsized crossovers out there vying for attention; however, the Enclave with its affordable price, attractive styling and scads of standard features is an excellent value among upscale competitors. It certainly stands up next to other popular crossovers like the RX350 and MDX. With several minivans priced at $35,000 and more, Enclave more than qualifies as a viable minivan alternative, as well as a more fuel-efficient and more civilized option for full-size SUV intenders.
The all-new 2012 Buick Verano compact luxury sedan, is the brand’s third new model in the past two years and first in the compact luxury segment.
Verano goes on sale in the fourth quarter of 2011, the latest model in a product renaissance that began with the Enclave and continued with the LaCrosse and Regal. Like them, Verano is distinguished by luxury and technology, including 10 standard air bags, an available heated steering wheel and a next-generation radio system with OnStar-powered connectivity that enables seamless communication between the Verano and the driver’s smart phone.
An Ecotec 2.4L and six-speed automatic powertrain combination is standard and delivers an estimated 177 horsepower (132 kW) and 170 lb.-ft. torque (230 Nm), 0-60 mph performance of 8.0 seconds and an estimated 31 mpg on the highway. A 2.0L turbo engine will be offered in the future.
“Verano expands our lineup, continues Buick’s momentum and gives us a great opportunity to attract a new generation of customers with a product that delivers on their expectations for design, performance and technology,” said John Schwegman, vice president of Buick marketing. “It is a smart choice that delivers unexpected luxury in a compact sedan – and it will compete head-to-head with competitors from Audi and Lexus.”
Five elements infused in Verano that define its character:
• Sculpted design – Refined styling with a sporty profile, blending Buick’s signature cues – including a black chrome waterfall grille, blue translucent projector beam headlamps, portholes and chrome accents
• Luxurious interior – Premium seat comfort and support redefined for a compact sedan and matched with upscale, soft-touch materials and premium leather – all complemented by leading-edge infotainment and ambient lighting
• Quiet tuning – The quietest compact sedan on the road – quieter than many midsize and full-size cars – Verano’s quietness is supported by acoustical laminated glass, triple door seals, refined chassis dynamics and specially manufactured 17-inch standard forged alloy multi-spoke wheels, which minimize road noise
• Refined and responsive performance – Powerful and efficient Ecotec 2.4L/six-speed automatic powertrain matched with a refined, responsive suspension system, including a sophisticated Watts Z-link rear suspension and four-wheel disc brakes with standard anti-lock brakes, full-function traction control and StabiliTrak electronic stability control
• Purposeful technology – Convenience and safety features that enhance the driving experience and are rare for the segment, including 10 standard air bags, a next-generation radio, touch screen navigation and advanced connectivity technologies powered by OnStar.
Sculpted design
Verano carries the modern Buick design cues introduced on the Enclave and interpreted for the LaCrosse and Regal. They include a bold, detailed black chrome waterfall grille, prominent blue translucent projector beam headlamps, portholes, chrome accents, premium wheels and a tailored body-to-wheel relationship. An arching roofline connects a steeply raked windshield and fast-sloping rear pillars to give the car a sporty profile that’s complemented by large, 17-inch standard multi-spoke forged alloy sterling silver-finish wheels. Two premium 18-inch wheel designs are available.
“Verano translates Buick’s sculptural design language in a new size, with all the refinement and attention to detail pioneered by the Enclave and LaCrosse,” said Dave Lyon, design director. “Beyond all that, it’s simply a great-looking car. It has great proportions and sophisticated details that will look great for years to come.”
Unique to Verano are translucent blue projector-beam headlamps, which give the car a distinctive, upscale appearance. A palette of rich colors enhances the premium look, including Claret Red Tintcoat and White Diamond Tricoat. Other exterior color choices include Black, Olympic White, Switchblade Silver Metallic, Cyber Gray Metallic and Mocha Bronze Metallic.
Luxurious interior
Complementing Verano’s precisely crafted, premium-accented exterior is an interior marked by exceptional seat comfort and support, as well as premium soft-touch materials, including ambient lighting inspired by the LaCrosse. Metallic and wood trims and warm ambient lighting make the cabin an inviting environment.
Neutral and medium titanium colors are offered on interiors with leatherette/fabric seating surfaces, while ebony, cashmere and a unique Choccachino color are offered on the available leather-trimmed interiors. Verano uses the same premium leather material for the seats that is used on the LaCrosse.
The instrument panel blends with an integrated center stack that houses the infotainment display, climate controls and radio controls. Flush-mounted components within the center stack have a gap tolerance of less than 1 mm, while the instrument panel-to-door panel gaps are less than 5 mm. Those tolerances are among the best in class.
Verano’s headliner cover is made of a knit material that is one of five layers of an acoustically designed headliner to help quiet the passenger compartment. The interior pillar and other moldings are color- and grain-matched to the headliner.
Additional interior standard and available features include:
• Push-button engine start
• Dual-zone climate control with standard air conditioning (automatic climate control available)
• Heated steering wheel
• Heated leather-appointed seating
• Electronic parking brake
• Console armrest that slides and locks
• Power windows with express up/down in the front and express down in the rear
• Steering wheel radio controls
• Uplevel front and rear reading lamps.
Verano’s heated steering wheel and heated seats are linked with the remote start feature. In temperatures lower than 45 F (7 C), the steering wheel heater and seat heaters automatically activate.
Quiet tuning
Verano delivers the library-quiet driving experience for which Buicks have become known. Quiet-tuning systems, processes and components are built into every facet of the vehicle’s architecture. All are designed to block or absorb sound and dampen or eliminate vibrations.
Hydraulic ride bushings, for example, and an isolated engine cradle reduce or eliminate vibration pathways that could be transmitted to the passenger compartment. Similarly, a number of noise-reducing and noise-cancelling technologies are employed throughout the body structure, including:
• The steel front-of-dash panel is sandwiched between two damping mats
• Nylon baffles are used in various hollow portions of the body structure and filled with sound-absorbing foam that expands when the body enters the paint oven
• The headliner comprises five layers of thermal fiber acoustic material, including a premium woven fabric on the visible outer layer
• Patches of sound-damping material are applied strategically throughout the body structure and melt into place when the body passes through the paint oven, allowing the patches to follow the contours of the sheet metal below
• Sound insulation material between rear-body structural components that is made from recycled denim
• Triple-sealed doors that feature fiberglass “blankets” serve as water, airflow and noise barriers. The doors are also beta-braced, meaning they close with a solid, precise sound and no resonance
• Optimized windshield and side glass for quietness, with 5.4-mm-thick laminated windshield and 4.85-mm laminated side glass
• The engine’s intake and exhaust systems are tuned for quiet performance
• Isolated brake and fuel lines prevent vibrations.
Even the wheels and tires contribute to Verano’s quietness. The standard 17-inch aluminum wheels are manufactured in a unique way to enhance quietness, while the tires minimize road noise.
Refined and responsive performance
A power-dense Ecotec 2.4L four-cylinder, with dual-overhead camshafts, variable valve timing and E85 capability, is the standard engine in the Verano. It produces an estimated 177 horsepower (132 kW) and 170 lb.-ft. of torque (230 Nm). Direct injection technology helps it produce more power with less fuel and lower emissions – including up to 25-percent reduced hydrocarbon emissions when compared with a multi-point fuel injection engine. The engine is matched with a six-speed automatic transmission that helps the Verano deliver an estimated 31 mpg on the highway. Electric power steering and a more efficient transmission design help optimize fuel economy.
The front suspension uses decoupled MacPherson struts for better isolation, providing greater separation of extreme road conditions – large potholes, for example – from everyday driving conditions. At the rear, a technically advanced Watts Z-link design helps center the rear axle during cornering, which helps keep the Verano’s handling responses symmetrical on both left-hand and right-hand turns. The linkage’s capability to center the axle during cornering delivers a more-balanced driving experience because the rear suspension better follows the lead of the front suspension.
The Z-link design is also lighter and requires less space than a typical fully independent rear suspension. The lower weight contributes to Verano’s fuel economy, while the compact design enables more trunk space.
Steering inputs are executed by an electric power steering system, featuring a dual-pinion rack. Electric powering steering helps save fuel because it removes the conventional power steering pump from the engine’s driven accessories. Engineers tuned the speed-sensitive system to provide quick, direct reaction to steering actions and a strong on-center feel. The system has a ratio of 15.5:1 and requires only slightly more than two turns, lock to lock.
Stopping power is handled by a four-wheel disc brake system with standard anti-lock and electronic brake force distribution, as well as StabiliTrak electronic stability control with traction control.
Purposeful technology
Comprehensive connectivity is enabled by OnStar’s remote vehicle access, which makes keeping tabs on the vehicle a breeze from anywhere with a smart phone. Highlights include:
• Passive entry
• Heated steering wheel
• Touch screen navigation system
• Bluetooth connectivity (both phone and audio)
• XM Satellite Radio
• Bose sound system
• Next-generation radio.
Downloading an OnStar app enables the use of remote vehicle features from anywhere in the world. With a few taps, customers can check the:
• Fuel tank level and range
• Fuel mileage
• Remaining oil life
• Tire pressure
• Odometer reading.
Other remote-access features include remote vehicle locking/unlocking, remote vehicle start and a vehicle locator.
The next-generation radio system includes a navigation system, along with USB and auxiliary input jacks, and includes full Bluetooth with streaming audio, structural speech recognition, SMS texts and more. Additional connectivity features include text-to-speech conversion of SMS texts, smart phone app integration (Pandora, Stitcher, etc.) and Gracenote music organization for external devices (USB drives, etc.), including Playlist Plus and Album Art features.
Safety is another component in Verano’s technology story. Primary features include:
• Ten standard air bags, including frontal, head curtain side air bags, front and outboard rear-seat side-impact air bags and new knee air bags. The head-curtain side air bags deploy in a rollover crash
• StabiliTrak electronic stability control, traction control and anti-lock brakes
• Collapsible pedal system, which allows the pedals to detach during a crash to reduce the risk of leg or ankle injuries
• OnStar with Automatic Crash Response.
Verano has a strong, unitized body structure that incorporates 60-percent high-strength steel in key areas to enhance strength and crash protection. It is used to help prevent intrusion into the passenger compartment. Safety development included testing at GM’s rollover test facility.
2012 BUICK VERANO PRELIMINARY SPECIFICATIONS
Overview
Models: 2012 Buick Verano
Body style / driveline: four-door, 5-passenger front engine transaxle; front-wheel-drive compact car
Construction: steel body-frame integral with front and rear crumple zones; galvanized steel front fenders, hood, roof, door panels, one-piece bodyside outer panel, thermal plastic olefin (TPO) bumper fascias
Manufacturing location: Orion Township, Mich.
Key competitors: Lexus IS 250, Audi A3
Engines
Ecotec 2.4L DOHC I-4 (LEA)
Displacement (cu. in. / cc): 145 / 2384
Bore and stroke (in. / mm): 3.46 x 3.85 / 88 x 98
Block material: precision sand cast aluminum
Cylinder head material: SPM cast aluminum
Valvetrain: overhead camshafts, four valves per cylinder, continuous variable valve timing for intake and exhaust
Ignition system: individual coil-on-plug
Fuel delivery: direct injection and electronic throttle control
Compression ratio: 11.2:1
Horsepower (hp / kW @ rpm): 177 / 132 @ 6200 rpm (estimated, SAE certification pending)
Torque (lb.-ft. / Nm @ rpm): 170 / 230 @ 4800 rpm (estimated, SAE certification pending)
Recommended fuel: regular unleaded or E85
Emissions controls: close-coupled, catalytic converter; variable valve timing; positive crankcase ventilation evaporative system
Estimated fuel economy (city / hwy): 22 / 31
Transmissions
Hydra-Matic 6T45 6-speed automatic
Type: six-speed transverse, electronically controlled, automatic overdrive transmission
Gear ratios (:1)
First: 4.58
Second: 2.96
Third: 1.91
Fourth: 1.45
Fifth: 1.00
Sixth: 0.75
Reverse: 2.84
Final drive: 3.23
Chassis/Suspension
Front: independent, MacPherson strut-type with side-loaded strut modules, specifically tuned coil springs, direct-acting stabilizer bar (hollow); hydraulic ride bushings
Rear: specifically adapted compound crank (torsion beam) with double-walled, U-shaped profile at the rear, Z-link (tunable control arm)
Traction control: all-speed using engine torque reduction and brake intervention
Steering type: rack-mounted electric power steering
Steering wheel turns, lock-to-lock: 2.8
Turning circle, curb-to-curb (feet / meters): 36 / 11
Steering ratio: 15.5:1
Brakes
Type: power-assisted four-wheel disc electronic brake force distribution and ABS
Brake rotor diameter – front (mm / in.): 300 / 11.8 vented; single-piston w/steel caliper
Brake rotor diameter – rear (mm / in.): 292 / 11.5 vented; single-piston w/steel caliper
Total swept area (cu cc; pad area): TBD
Wheels/Tires
Wheel size and type: 17-inch forged alloy (std.)
18-inch alloy (opt. – two designs available)
Tires: 225/50R17 ALS
235/45R18 ALS
Dimensions
Exterior
Wheelbase (in. / mm): 105.7 / 2685
Overall length (in. / mm): 183.9 / 4671
Overall width (in. / mm): 71.4 / 1815
Overall height (in. / mm): 58.4 / 1484
Track width front (in. / mm): 60.7 / 1544
Track width rear (in. / mm): 61.3 / 1558
Curb weight (lb / kg): 3300 / 1497
Interior
Seating capacity (front / rear): 2 / 3
Headroom (in. / mm): 38.3 / 973 (front without sunroof)
37.2 / 945 (front with sunroof)
37.8 / 960 (rear without sunroof)
37.8 / 960 (rear with sunroof)
Legroom (in. / mm): 42 / 1068 (front)
33.9 / 861 (rear)
Shoulder room (in. / mm): 55.1 / 1399 (front)
53.8 / 1343 (rear)
Hip room (in. / mm): 53.7 / 1364 (front)
51.9 / 1320 (rear)
Passenger volume (cu. ft. / L) : 95 / 2690
Cargo volume (cu. ft. / L): 15.2 / 430 (maximum with tire inflator kit and without Bose Premium Audio)
14.3 / 405 (with spare tire/jack kit and without Bose Premium Audio)
14 / 396 (with spare tire/jack kit and Bose Premium Audio)
Capacities
Trailer towing maximum (lb. / kg): 1000 / 454
Fuel tank (gal. / L): 15 / 57
Cooling system (qt. / L): TBD
Note: Information shown is current at time of publication.
Don't look now, but the Regal is back, and if you've forgotten about the previous model, you're already on the right page, because the new Regal is a thoroughly different animal. It's still the entry-level Buick, but the injection of a bit of Chinese into the mix makes it a refreshing blend of expected and unexpected. The all-new Regal features all-new styling, a pair of efficient four-cylinder engines and the brand's signature comfort, and it's the next step in Buick's revitalization.
Few people seem to realize that Buick's actually a pretty competent maker of cars. Sure, there have been a spate of crappy ones, and the performance guys pooh-pooh the brand, but when it comes to American-style comfort and affordable luxury, Buick knows its game. The brand's heritage is evident in the waterfall grille that dominates the front aspect, and the strong hoodline and four-element headlamps are familiar Buick styling elements. The body is a compact ovoid envelope accented by character lines at the flanks. It's a more spare design than the larger Buick vehicles, which tend to be a bit overwrought. The Regal is a more youthful design, overall.
The interior isn't quite "pure Buick," but that's just because the Regal is taking things to a new level. There's no denying the ice-blue LED dash lighting and two-tone interior with its unique Kibo wood-finish trim, will communicate to buyers that this is a very different vehicle from the rest of its class. There's a distinctly different styling influence that comes from the Chinese input into the Regal's design. Dramatically flowing lines create an interior of unusual shapes, and there's a multi-function control on the console attending to the sound system and other equipment. Still not convinced? The Regal features standard leather and heated seats, as well as Bluetooth connectivity. Available equipment includes a Harman-Kardon sound system, and a 10GB music hard drive.
Two engines are offered. The Regal's standard powerplant is a 2.4 liter direct-injection four-cylinder that produces 182 horsepower. That may not sound like much, but it gets the Regal around and it's good for freeway fuel economy in the thirties. At 3600 pounds, the Regal's a relatively light vehicle for the class, so the 2.4's 182 horses go a long way. At higher revs the engine sounds a little bit stressed, but the power band is broad. The optional turbocharged 2.0 liter engine raises output to 220 horses, and nudges the Regal toward bona fide sports sedan territory. A selectable six-speed automatic transmission is standard, but Buick promises that a six-speed manual is on the way.
The Regal's new competitors are known for entertaining handling--something that Buicks have not traditionally been known for. To make sure it's in the game, the Regal is equipped with a double wishbone front suspension and a multi-link independent rear. As a result, the Regal feels a great deal more light-footed than the average Buick. With the 2.0 turbo engine, Buick adds its new Interactive Drive Control, an active suspension with driver-selectable suspension settings. StabiliTrak stability control is standard, as are anti-lock brakes.
The excellent, athletic road feel and a fantastically attractive interior are the high points. A more refined engine might help a little, but that's only because the Buick folks have picked the Volvo S60 and Acura TSX as potential competitors, positioning the Regal a class or two higher than it actually is in the automotive pecking order. When it comes down to the bottom line, that's the magic of the Regal; it offers comfort, style and luxury that belies the $26,995 starting price. The more powerful turbocharged engine is available starting at $29,495.
All specs are for the 2011 Buick Regal.
Length: 190.2 in.
Width: 73.1 in.
Height: 58.4 in.
Wheelbase: 107.8 in.
Curb weight: 3600 lb.
Cargo space: 14.25 cu.ft.
Base price: $26,995
Engine: 2.4 liter DOHC inline four-cylinder
Drivetrain: six-speed automatic, front-wheel drive
Horsepower: 182 @ 6700
Torque: 172 @ 4900
Fuel capacity: 18.5 gal.
Est. mileage: 20/30
2012 LACROSSE COMES STANDARD WITH NEW eASSIST™ FUEL-SAVING TECHNOLOGY, FOR 37 MPG HIGHWAY FUEL ECONOMY IN A FULL-SIZE SEDAN
• The eAssist “light electrification” system produces 25-percent increase in fuel economy
• eAssist technology is standard on all 2012 models with the 2.4L four-cylinder engine
• Provides customers with a full-size luxury sedan featuring 37 mpg highway and 25 mpg city for about $30,000 (exact pricing has not yet been set)
• Boost in fuel economy comes with no compromises in the driving experience
LOS ANGELES – Buick unveils the 2012 LaCrosse with eAssist,™ a new fuel-saving technology that increases fuel economy by 25 percent compared to the four-cylinder/six-speed powertrain in the 2011 LaCrosse. The eAssist technology provides class-leading highway fuel economy of 37 mpg, while maintaining the luxury, performance and value expected from Buick’s flagship sedan.
The eAssist system becomes the standard powertrain on LaCrosse starting next summer. The system uses a state-of-the-art lithium-ion battery system and electric motor-generator to enable regenerative braking capability to improve LaCrosse fuel economy by an estimated 25 percent.
“The LaCrosse with eAssist technology is the latest example of how this successful car – with sales up more than 200 percent for the year – is shaking up the segment and reinventing Buick,” said John Schwegman, vice president of Buick marketing. “It is the smart choice for those who want great fuel economy and performance in a luxury vehicle, with excellent value – the LaCrosse with eAssist will cost thousands less than competitors with similar technologies.”
Mated to a 2.4L Ecotec direct injection four-cylinder engine and next-generation six-speed automatic transmission, the eAssist system uses power stored in the battery to provide needed electrical boost in various driving scenarios, optimizing engine and transmission operation. An advanced 115V lithium-ion battery and latest-generation 15-kW motor-generator unit help increase fuel economy through:
• Regenerative braking, which provides up to 15 kW of electricity to charge the battery
• Providing up to 11 kW (15 hp) of electric power assistance during acceleration
• Automatic engine shut-off when the vehicle is stopped
• Aggressive fuel cut-off during deceleration down to zero vehicle speed, enabled by the torque smoothing provided by the motor-generator unit
• Intelligent charge/discharge of the high-voltage battery.
Buick LaCrosse with eAssist technology also features improved underbody aerodynamics and tires optimized for performance and fuel economy, as well as active control of front-end airflow that improves aerodynamics and engine warm-up. Electronically controlled shutters in the lower grille close at higher speeds to push more air over the vehicle, which increases aerodynamic efficiency to enhance fuel economy. All of these technologies increase the eAssist system’s regenerative braking capability, while also improving the vehicle’s efficiency while driving.
“LaCrosse was the first in its segment with a four-cylinder/six-speed powertrain, the first with HiPer Strut and is now is leading the way with the new standard eAssist technology,” said Schwegman. “Importantly, LaCrosse with eAssist is the standard powertrain for four-cylinder-equipped models and there isn’t a cost premium.”
LaCrosse with eAssist includes an ECO gauge on the instrument panel that continuously responds to driving behavior, enabling the driver to drive with maximum efficiency. It also features a hill-assist system that captures brake pressure to help the driver more comfortably accelerate from a stop on a moderate or steep grade. It does this by greatly reducing the tendency of the vehicle to roll backward with the engine in shut-down mode.
eAssist details
While the eAssist system shares the same basic belt-alternator-starter configuration of previous BAS designs, it delivers more than three times the power and is much more capable than the previous-generation BAS system.
“The eAssist system is more than just the next-generation BAS system. The ability to integrate regenerative braking with the latest lithium-ion battery technology creates a system that delivers significant fuel-efficiency gains that customers will enjoy,” said Steve Poulos, global chief engineer of the eAssist system. “Being able to provide electric boost to the powertrain system during heavy acceleration and grade driving enables the LaCrosse transmission to operate more efficiently, while the added functionality of engine start-stop and fuel shut-off during deceleration provides added fuel savings.”
The eAssist system’s 115V air-cooled lithium-ion battery bolsters the 2.4L Ecotec four-cylinder engine with approximately 11 kW (15 horsepower) of electric power assist during heavy acceleration and 15 kW of regenerative braking power. That compares with only 2 kW of power assist and 5 kW of regenerative power on the previous BAS system. The greater power capability enables greater energy capture during regenerative braking for improved fuel economy.
The system also enables the Ecotec engine to shut down fuel delivery in certain deceleration conditions, which saves additional fuel. While in fuel shut-off mode, the motor-generator unit continues spinning along with the engine to provide immediate and smooth take-off power when the driver presses on the accelerator. Then, as the vehicle comes to a stop, the motor-generator unit spins the engine, bringing it to a smooth stop – properly positioned for a smooth restart.
“The battery system is designed to provide power assistance to the internal combustion engine, rather than storing energy for all-electric propulsion,” said Poulos. “It’s really an extension of the conventional internal combustion engine, not a replacement for it.”
The eAssist power pack contains the lithium-ion battery pack, the integrated power inverter and 12V power supply. It is located in a compartment between the rear seat and trunk; and it is surprisingly compact and lightweight, weighing only about 65 pounds (29 kg). It still allows rear access to the trunk via the split-folding rear seat – an attribute not shared with other hybrid competitors. Trunk space is slightly reduced when compared with 2011 models with the four-cylinder/six-speed powertrain, but still offers 10.9 cubic feet (307 liters) of storage. An electric fan cools the power pack, drawing air from a vent located in the package tray, behind the rear seat. The fans are designed to be quiet from the cabin.
The eAssist system’s electric motor-generator is mounted to the engine in place of the alternator to provide both motor assist and electric-generating functions through a new engine belt-drive system. The motor-generator is a high-performance, compact induction motor that is liquid-cooled for increased performance and efficiency.
Next-generation six-speed
The eAssist system works with LaCrosse’s direct injected 2.4L Ecotec four-cylinder and next-generation six-speed automatic powertrain combination. In the LaCrosse with eAssist, the engine is rated at approximately 180 horsepower (134 kW) and the next-generation Hydra-Matic 6T40 takes transmission technology to the next level with features designed to enhance powertrain efficiency.
Significant internal transmission changes to clutch controls and hardware provide reduced spin losses while improving shift response and time. The added electric power provided by the eAssist system allows for higher gearing to improve steady state efficiency without impacting acceleration performance or driveability. The system’s capability of providing some electric assistance at cruising speeds allows the driver to accelerate lightly or ascend mild grades without the transmission downshifting.
An auxiliary, electric-driven transmission oil pump is added to the 6T40, which keeps the transmission primed and the fluid flowing when the engine shuts down at a stop. That keeps the transmission ready to perform when the driver accelerates, for a seamless, uncompromised driving experience.
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“It’s a very integrated powertrain system, with no compromises in driving performance, shift quality or ride and handling,” said Daryl Wilson, LaCrosse lead development engineer. “We believe this combination points to the future of vehicles powered primarily by an internal combustion engine.”
2012 BUICK LACROSSE WITH eASSIST™ SPECIFICATIONS
Overview
Model: 2012 LaCrosse with eAssist technology
Engine
Type: Ecotec 2.4L DOHC I-4
Displacement (cu in / cc): 145 / 2384
Bore & stroke (in / mm): 3.46 x 3.85 / 88 x 98
Block material: precision sand cast aluminum
Cylinder head material: SPM cast aluminum
Valvetrain: overhead camshafts, four-valves per cylinder, continuous variable valve timing for intake and exhaust
Ignition system: individual coil-on-plug
Fuel delivery: direct injection and electronic throttle control
Compression ratio: 11.2:1
Horsepower (hp / kW @ rpm): 182 / 136 @ 6700 rpm*
Torque (lb.-ft. / Nm @ rpm): 172 / 233 @ 4900 rpm*
Recommended fuel: regular unleaded
Emissions controls: close-coupled, catalytic converter; variable valve timing; positive crankcase ventilation evaporative system
Estimated fuel economy (city / hwy): 25 / 37
Electric Drive System
Type: belt-driven, liquid-cooled motor/generator unit and lithium-ion battery system; air-cooled power electronics and battery pack
Maximum electric generating power 15 kW @ 1570-3180 rpm
Maximum electric motor torque (cranking) 110 lb.-ft. / 150 Nm
Maximum electric motor torque (electric assist) 79 lb.-ft. / 107 Nm @ 1,000 rpm
Maximum electric motor power (electric assist) 15 hp / 11.2 kW @ 1,000-2,200 rpm
Lithium-ion battery 115V, 0.5-kWh, 15 kW peak power
The 2011 Buick Regal is only available in one trim level – CXL. It is not un-attractive, but is simply a moderate, yet appealing mid-size sedan. It offers a smart ride, normal handling, and a number of premium touches. I remember my grandfather’s big, shiny, long, black with chrome Buick. This Regal CXL is not even in that playing field.
The Buick Regal CXL is front-wheel drive, has four full-size doors, and a huge traditional-style trunk. It sports the Buick signature waterfall grill on the front, although it is slightly L-shaped that appears to flow like a waterfall rather than a slab of rock with creases. If you remove the distinctive grill and the badges, it is not easy to identify this as a Buick. Get behind the wheel, look over the dashboard and instrument panel, and you might think you are in the English Vauxhall Insignia. Oops – I forgot. You are in an Insignia. Only the badges have been changed.
Judy and I traveled to England, Wales, and Scotland not too long ago and we rented the Opel/Vauxhall Insignia often during the trip. It proved to be a wise decision and we really enjoyed the ride. Recently we have had the new 2011 Buick Regal CXL for a full week’s test drive and it was an interesting comparison. We like the cabin layout. The interior’s looks are definitely sleek and very European. The physical controls were not always easy to operate, however. Overall, the Buick Regal is a comfortable car to drive.
The new Regal is powered by a 2.5 liter engine that is matched to a six speed automatic transmission. Although this engine is adequate for most situations, it occasionally appeared to be sluggish. This inline four cylinder ECOTEC engine is the only choice and it offers a low 182 horsepower. That would compare to smaller, more compact vehicles in most instances. The acceleration is not appealing to heavy-footed drivers who want the instant feel of movement. There appears to be more engine sound than forward thrust.
We have been told that a 2.0 liter turbocharged engine with more horsepower will be introduced sometime next year. Also, this turbo-charged alternative will offer an alternative manual transmission. Is this really a Buick? A standard-shift in a Buick? Obviously, GM is changing the status of Buick for the American consumer – less luxury and large cars and more sportiness and good handling.
Our test drive model was called Quicksilver Metallic. The EPA fuel ratings were 19 mpg city and 30 mpg highway. During the week, we actually went slightly better than the 30 mpg. The base MSRP was $26,245, but with a Comfort and Convenience Package, and destination charge, the bottom sticker price was $28,840.
The 2011 Buick Regal is not like Buick predecessors. Instead of a soft, comfy ride, the suspension is firm and sporty, but that is a good thing, and obviously another aspect of the European inspiration and adaptation.
Put away your pre-conceived ideas about Buick being an over-sized, stuffy car for retirees. The probability is that you will want to add this mid-sized sporty family sedan to your list of possibilities.
But the world doesn’t revolve around the U.S. market anymore; it’s just part of the global puzzle, and Buick got a death sentence reprieve because it is one of the strongest brand names in China, now the world’s largest auto market.
And instead of folding in North America, Buick has been revitalized with a new, strong lineup of vehicles, and the brand’s incredible 2010 success can be spelled — Enclave, LaCrosse and Regal. Sales for 2010 are projected to top 150,000, a year-to-year sales jump of around 50 percent. At the same time the average buyer is getting younger.
And there is no end in sight to the steady monthly increases thanks to the Regal, the newest addition to the lineup. The mid-sized sedan has been such a hit since its introduction this past summer that dealers are complaining about short supply. Buick Marketing Manager Christopher Ayotte told Ward’s Auto that “dealers are asking for double what we can provide.”
The entry-level luxury Regal, based on the award-winning European Opel Insignia, is built at a General Motors facility in Russelsheim, Germany. Production will move to GM’s plant in Oshawa, Canada, in March 2011. Our test Regal came with GM’s 2.4-liter Ecotec direct-injection 4-cylinder engine making 182 horsepower and 172 lb.-ft. torque mated to a six-speed automatic transmission.
While there has been plenty of controversy surrounding the base Regal don’t dismiss the standard-engine edition without a test drive. We were surprised with its performance, 7.7 seconds from 0-to-60 (as measured by Buick). In fact the sprightly performance together with sharp handling puts the Regal into the sports sedan category.
The 4-cylinder is noisy but not overly noisy, more typical of GM four-bangers of the past when pressed hard to perform such chores as quick passing on a two-lane road. As in other recent GM offerings, we found the six-speed transmission to be relatively smooth with quick downshifts, but there were some missed shifts or unexpected shifts at times as well. (Buick says those slight idiosyncrasies have been corrected). The six-speed does aid in gas mileage, which is measured at 19 mpg city and 30 mpg highway on regular gas. If you decide to move up to the 220-horsepower turbocharged version you obviously will get quicker acceleration, and by all accounts with very little fall-off in gas mileage. You’ll also find a quieter, smoother engine and transmission.
We were pleased with the base Regal on our usual twisty back road drive test. We don’t think that the suspension is too stiff for people who traditionally invest in Buicks. The old Buick ride is gone replaced by a solid, but comfortable suspension treatment.
From a styling standpoint the Regal brings a touch of class to a segment that features the Acura TSX, Lexus IS 250, Volvo S60, and Lincoln MKZ. A rising beltline and a swooping roofline, a popular styling theme these days, work well for the 190-inch long sedan. The Regal has a sleek, coupe-like appearance from the side, and you won’t mistake it in the rearview mirror with its Buick-style waterfall grille. The rear is distinctively European and a bit disconnected from the rest of the car.
The cabin carries a sporty theme rather than one of luxury; think perhaps Audi A4. The wide center stack includes a vast array of climate and audio buttons and more controllers than you can shake a stick at. When joined by the navigation system the buttons and the touch screen become somewhat quixotic.
The front seats are wide and comfortable — hey, that’s all it takes for us of advancing age to be won over; although others have complained about the lumbar support we found it supportive of our aching backs. The cockpit feel of the Regal suited us quite well, the gauges with cool blue lighting are easy to read, and the audio satellite readout is clear.
Rear seats are rather plain, generally comfortable and like many mid-size sedans leg room is good if some accommodation with the front-seat passenger is reached. And like most sedans, including such stalwarts as the BMW 3-series and the Lexus IS, three across is a tight fit and not recommended. Trunk space is more than adequate at 14.2 cubic feet.
Our CXL trim level test car carried a bottom line of $26,995. Standard equipment on the CXL includes 18-inch alloy wheels, leather interior, a seven-speaker audio system with satellite radio, wheel-mounted cruise control, and a full range of power accessories. Standard safety includes antilock brakes, traction and stability control, front-seat side-impact airbags, and head-curtain airbags. Options on our test car totaling $2,790 included an upgraded nine-speaker audio system, ultrasonic rear parking, power sunroof, rear-seat-mounted airbags and eight-way power front seats.The bottom line on our test car was $29,785.
A package that includes a hard-drive navigation system and the upgraded Harman/Kardon audio system is available for $4,785.
The turbocharged CXL trim begins at $29,495 including destination charge. A six-speed manual transmission will be available with the turbo. A special GS version will come on line in 2011 cranking out 255 horsepower and 295 pound-feet of torque. Both the turbo and the GS can only make the Regal better and will please a wider audience.
By Jim Meachen and Ted Biederman - MyCarData
