- 2012 Buick Regal GS - ?
#1
08-06-2011, 04:37 AM
- 2012 Buick Regal GS - ?
Hi Member's, Below is from Car & Driver (Aug 2011)
What do you think of the Turbo 4 Bang'in Buick GS
Post your thoughts/comments...Would you buy one ?
2012 Buick Regal GS - Prototype Drive
We flog a preproduction Regal GS at GM’s Milford proving ground.
BY JON YANCA
August 2011
Pages: 1 Photos
Buick Regal
News & Reviews
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $35,310
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1998 cc
Power (SAE net): 270 hp @ 5300 rpm
Torque (SAE net): 295 lb-ft @ 2400 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 107.8 in Length: 190.2 in
Width: 73.1 in Height: 58.0 in
Curb weight (C/D est): 3800 lb
Heavy 
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.0 sec
Standing ¼-mile: 14.6 secFUEL ECONOMY:
EPA city/highway driving: 19/27 mpg
The relaunch—revival, really—of Buick’s storied, then abused, then abandoned GS performance moniker is quickly approaching. The $35,310Regal GS hits dealerships this fall. This fall is soon, so as the car enters its final development phase, GM invited us out to its Milford, Michigan, proving ground to take a turn behind the wheel. With the caveat that our impressions were derived only from the smooth, tight, and twisty handling course at the grounds (it replicates some of the most challenging sectors from various racetracks around the world), read on to see what we gleaned from a preproduction GS.
Regal GS: A Primer
But first, a refresher on what has happened with the hottest of Regals—the first to wear the GS badge as more than mere window dressing in a long time—since its debut at the 2010 Los Angeles auto show. The car’s dedicated crew of engineers took the show car’s 255-hp, 2.0-liter turbocharged four, itself a version of the 220-horse 2.0 in the Regal Turbo, and bumped total output to 270 hp to go with 295 lb-ft of torque. The supplementary oomph over the turbo comes from cranking up the boost to 20 psi versus 15 and gifting the GS a freer-flowing exhaust and a slightly reworked intake system. Furthering the true-GS mantra, this hopped-up Regal finds itself fitted with other performance goodies such as larger front brake rotors with four-piston Brembo calipers, nicely bolstered seats, available Pirelli P Zero performance tires, and GM’s trick HiPer Strut front suspension setup. That latter works with Buick’s adaptive “interactive drive control” system (it controls damping and steering and here includes a unique, stiffer GS mode) to help get the power to the ground without much torque steer.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=19><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Yes, the GS eschews an all-wheel-drive setup (as appeared on the GS concept) for front-wheel drive. GM engineers tell us the decision was made in the interest of saving weight and cost. The 2.0-liter feeds its power to a six-speed manual, which was originally tipped to be the only transmission, but a six-speed automatic will show up on the options sheet at a later date.
Aesthetic clues to the GS’s sportier mission go beyond the badge. The car wears more aggressive front and rear fascias, rocker-panel extensions, a decklid spoiler, and its own 19-inch wheels. If you want to upgrade to the P Zero summer rubber, you’ll also nab a set of attractive upsize 20-inch rollers.
The Drive
The first thing we did when we slid behind the wheel was to put the car into its unique GS mode. Hitting the button—located to the far left of the upper center stack, next to the driver—firms up the suspension and dials more weight into the steering. The next thing we did, of course, was to introduce the go pedal to the floorboard. Wide-open throttle didn’t light our hair on fire—we expect the GS to post a 0-to-60-mph time of six seconds flat—but we found immediate positives, namely, a lack of torque steer and the fact that we could row through the six-speed manual with gusto. We’re told the transmission is fundamentally the same as the unit in a previous manual Regal we tested, and there we thought it was, frankly, terrible. But it was much more satisfying to use here. A Buick spokesperson confirmed that running changes have been made to the gearbox.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=1><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Through the first couple of turns, the car felt well balanced and exhibited little understeer. The suspension was firm enough to handle the quick transitions through a set of fast esses, but it’s not stiff enough to allow for lift-throttle oversteer. The weight of the steering is similarly not-too-hot, not-too-cold, with just enough heft to keep things interesting, but it transmits only soft whispers from the Pirellis. We like that we can feel something, but more communication wouldn’t hurt. The brakes have a good amount of initial bite, seem strong, and are easy to modulate, even while not offering much in the way of feedback.
The car will be further refined, tweaked, and dialed in before production units leave the factory, but our early impression is a solid one. What the Regal GS won’t become in the process, however, is a hard-core sports sedan—Buick doesn’t intend it to be one. It’s hard to imagine any Regals would see much track time; thus, the company sees no need for a limited-slip differential or pedal placement conducive to heel-and-toe downshifting. And so the street is where you’ll find the GS, and that’s where we’ll gather our next impressions. For now, though, this revival looks like one worth attending.
<!-- Start of Brightcove Player -->
<SCRIPT type=text/javascript src="http://www.caranddriver.com/extension/ezflow/design/caranddriver/javascript/MobileCompatibility.js"></SCRIPT><SCRIPT type=text/javascript src="http://admin.brightcove.com/js/BrightcoveExperiences.js"></SCRIPT><OBJECT id=myExperience class=BrightcoveExperience title="Big Grin" border=0 codeBase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=9,0,28,0" alt="" classid="clsid
</OBJECT><SCRIPTTYPE="TEXT javascript?=""></SCRIPTTYPE="TEXT>
2012 Buick Regal GS Prototype Drive
What do you think of the Turbo 4 Bang'in Buick GS
Post your thoughts/comments...Would you buy one ?
2012 Buick Regal GS - Prototype Drive
We flog a preproduction Regal GS at GM’s Milford proving ground.
BY JON YANCA
August 2011
Pages: 1 Photos
Buick RegalNews & Reviews
- 2011 Buick Regal CXL Turbo Manual - Short Take Road Test
- 2012 Buick Regal eAssist Official Photos and Info - Auto Shows
- 2012 Buick Regal GS Official Photos and Info - Auto Shows
- 2011 Buick Regal CXL - Road Test
- 2012 Buick Regal Wagon - Spied
- 2012 Buick Regal GS - Feature
- 2011 Buick Regal - Second Drive
- Buick Regal GS Concept - Video
- Buick Regal GS Concept - Auto Shows
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $35,310
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1998 cc
Power (SAE net): 270 hp @ 5300 rpm
Torque (SAE net): 295 lb-ft @ 2400 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 107.8 in Length: 190.2 in
Width: 73.1 in Height: 58.0 in
Curb weight (C/D est): 3800 lb
Heavy PERFORMANCE (C/D EST):
Zero to 60 mph: 6.0 sec
Standing ¼-mile: 14.6 secFUEL ECONOMY:
EPA city/highway driving: 19/27 mpg
The relaunch—revival, really—of Buick’s storied, then abused, then abandoned GS performance moniker is quickly approaching. The $35,310Regal GS hits dealerships this fall. This fall is soon, so as the car enters its final development phase, GM invited us out to its Milford, Michigan, proving ground to take a turn behind the wheel. With the caveat that our impressions were derived only from the smooth, tight, and twisty handling course at the grounds (it replicates some of the most challenging sectors from various racetracks around the world), read on to see what we gleaned from a preproduction GS.
Regal GS: A Primer
But first, a refresher on what has happened with the hottest of Regals—the first to wear the GS badge as more than mere window dressing in a long time—since its debut at the 2010 Los Angeles auto show. The car’s dedicated crew of engineers took the show car’s 255-hp, 2.0-liter turbocharged four, itself a version of the 220-horse 2.0 in the Regal Turbo, and bumped total output to 270 hp to go with 295 lb-ft of torque. The supplementary oomph over the turbo comes from cranking up the boost to 20 psi versus 15 and gifting the GS a freer-flowing exhaust and a slightly reworked intake system. Furthering the true-GS mantra, this hopped-up Regal finds itself fitted with other performance goodies such as larger front brake rotors with four-piston Brembo calipers, nicely bolstered seats, available Pirelli P Zero performance tires, and GM’s trick HiPer Strut front suspension setup. That latter works with Buick’s adaptive “interactive drive control” system (it controls damping and steering and here includes a unique, stiffer GS mode) to help get the power to the ground without much torque steer.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=19><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Yes, the GS eschews an all-wheel-drive setup (as appeared on the GS concept) for front-wheel drive. GM engineers tell us the decision was made in the interest of saving weight and cost. The 2.0-liter feeds its power to a six-speed manual, which was originally tipped to be the only transmission, but a six-speed automatic will show up on the options sheet at a later date.
Aesthetic clues to the GS’s sportier mission go beyond the badge. The car wears more aggressive front and rear fascias, rocker-panel extensions, a decklid spoiler, and its own 19-inch wheels. If you want to upgrade to the P Zero summer rubber, you’ll also nab a set of attractive upsize 20-inch rollers.
The Drive
The first thing we did when we slid behind the wheel was to put the car into its unique GS mode. Hitting the button—located to the far left of the upper center stack, next to the driver—firms up the suspension and dials more weight into the steering. The next thing we did, of course, was to introduce the go pedal to the floorboard. Wide-open throttle didn’t light our hair on fire—we expect the GS to post a 0-to-60-mph time of six seconds flat—but we found immediate positives, namely, a lack of torque steer and the fact that we could row through the six-speed manual with gusto. We’re told the transmission is fundamentally the same as the unit in a previous manual Regal we tested, and there we thought it was, frankly, terrible. But it was much more satisfying to use here. A Buick spokesperson confirmed that running changes have been made to the gearbox.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=1><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Through the first couple of turns, the car felt well balanced and exhibited little understeer. The suspension was firm enough to handle the quick transitions through a set of fast esses, but it’s not stiff enough to allow for lift-throttle oversteer. The weight of the steering is similarly not-too-hot, not-too-cold, with just enough heft to keep things interesting, but it transmits only soft whispers from the Pirellis. We like that we can feel something, but more communication wouldn’t hurt. The brakes have a good amount of initial bite, seem strong, and are easy to modulate, even while not offering much in the way of feedback.
The car will be further refined, tweaked, and dialed in before production units leave the factory, but our early impression is a solid one. What the Regal GS won’t become in the process, however, is a hard-core sports sedan—Buick doesn’t intend it to be one. It’s hard to imagine any Regals would see much track time; thus, the company sees no need for a limited-slip differential or pedal placement conducive to heel-and-toe downshifting. And so the street is where you’ll find the GS, and that’s where we’ll gather our next impressions. For now, though, this revival looks like one worth attending.
<!-- Start of Brightcove Player -->
<SCRIPT type=text/javascript src="http://www.caranddriver.com/extension/ezflow/design/caranddriver/javascript/MobileCompatibility.js"></SCRIPT><SCRIPT type=text/javascript src="http://admin.brightcove.com/js/BrightcoveExperiences.js"></SCRIPT><OBJECT id=myExperience class=BrightcoveExperience title="Big Grin" border=0 codeBase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=9,0,28,0" alt="" classid="clsid
</OBJECT><SCRIPTTYPE="TEXT javascript?=""></SCRIPTTYPE="TEXT>2012 Buick Regal GS Prototype Drive
#3
08-06-2011, 07:50 AM
Below is another Review from Automobilemag.com
It's way 2 expensive 4 me to consider...I think it needs
to lose some weight 2, but they are getting some great
HP for a four Bang'in Turbo + a six speed manual : )
REVIEWS: Short Drive: 2012 Buick Regal GS
August 04, 2011
By Evan McCausland
<TABLE cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD class="pad_r clr1" width="25%"></TD><TD class="pad_r clr1" width="25%"></TD></TR><TR><TD class="pad_r clr1" width="25%"></TD><TD class="pad_r clr1" width="25%"></TD></TR></TBODY></TABLE>
It didn't take long for armchair quarterbacks to start whining after the 2012 Buick Regal GS was officially unveiled. Sure, it looks like a carbon copy of the European Opel Insignia OPC -- but wait? Where's the all-wheel-drive? And why has the twin-turbocharged six-cylinder been replaced by a forced-induction-four?
Turns out there's a method to General Motors' madness -- at least when it comes to spending time behind the wheel. While we won't be able to do that on public roads for another few weeks, we did recently flog a few pre-production prototypes around the automaker's proving grounds in Milford, Michigan.
One look at the OPC's spec sheet may set enthusiasts' hearts aflame, but such a niche vehicle could potentially struggle in North America -- particularly under Buick's stewardship. Nancy Huber, program engineering manager for the Regal GS, describes the Insignia OPC as a "really raw performance machine." Fun, but engineers wanted something a little more well-rounded wearing a Buick badge.
That particularly applies to powertrain options. While the OPC's 325-hp, twin-turbocharged 2.8-liter V-6 is certainly a powerhouse, it also tends to guzzle premium fuel, a trait not aided by the standard Haldex all-wheel-drivesystem. The Regal GS ditches both in pursuit of a few extra miles per gallon, and adopts a version of GM's direct-injection, turbocharged 2.0-liter I-4, and front-wheel-drive.
In GS form, that engine cranks out 270 hp at 5300and 295 pound feet of torque -- 95 percent of which is available from 2300-4900 rpm. With either the standard six-speed manual or the available six-speed automatic transmission, the GS should achieve 19/27 mpg (city/highway). Performance wise, Buick claims a 0-60 mph time of about 6.7 seconds, a little slower than the Opel, which blasts to 62 mph in six seconds flat. Despite claims that the U.S.-spec improves balance, the Regal GS shares its 58/42 (front/rear) weight distribution with the OPC, although the Buick does weigh some 280 pounds less.
Luckily, much of the OPC's magical chassis hardware migrates stateside. Sachs-sourced adaptive dampers provide three levels of firmness; the stiffest -- dubbed GS mode -- also triggers changes in steering assist, throttle response, and on automatic cars, shift timing. Brake components -- including 14-inch rotors and four-piston calipers up front are sourced from Brembo, and high-performance linings are used at all four corners. GM's HiPer Struts are also ported over for the front suspension, and feature discrete yokes and hub carriers. This, along with shorter spindle lengths, helps curb torque steer, even in high-power applications.
Skeptical? So were we, until we had a turn behind the wheel. Though it lacks the feel of a rear-drive vehicle, the Regal GS is surprisingly agile. Even when driven hard into corners, the car remains astoundingly neutral; understeer rarely rears its head. The HiPer Strut design inherently removes some feedback from the steering rack, but it's fairly well weighted -- at least in GS mode. We'd like a little more time to sample the other suspension settings over public roads and plan to do so later this month. Stay tuned.
Pricing starts at $35,310, including destination fees. That's roughly $6000 more than a base Regal Turbo, but it also includes content like 12-way power front seats, leather seating trim, bi-xenon HID headlamps, a 336-watt Harman/Kardan sound system, Bluetooth phone pairing, and, later next year, a new IntelliLink infotainment system. Options are limited to pearlescent paint, 20-inch wheels shod with Pirelli P-Zero performance tires (a must-have indulgence), a sunroof, and navigation.
Considering a base front-wheel-drive Acura TL comes in at $36,490 and a Volvo S60T5 at $32,025, the GS' asking price isn't egregious, but it does knock on the doors of several rear-drive performance sedans, including the Infiniti G37. Our limited drive didn't give us enough time to give a definitive answer on the Buick's value, but we eagerly await our next change behind the wheel.<HR>
2012 Buick Regal GS
Base Price: $35,310
Powertrain
Engine: 2.0-liter, turbocharged DOHC 16-valve I-4
Horsepower: 270 hp @ 5300 rpm
Torque: 295 lb-ft @ 2400 rpm
Transmission: 6-speed manual, 6-speed automatic
Drive: Front-wheel Measurements
L x W x H: 107.8 x 73.1 x 58 in
Legroom F/R: 42.1/37.3 in
Headroom F/R: 38.8/ 36.8 in
Cargo capacity: 14.25 cu ft
Curb Weight: 3710 lb
EPA Rating (city/highway): 19/27 mpg
It's way 2 expensive 4 me to consider...I think it needs
to lose some weight 2
, but they are getting some greatHP for a four Bang'in Turbo + a six speed manual : )
REVIEWS: Short Drive: 2012 Buick Regal GS
August 04, 2011
By Evan McCausland
<TABLE cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD class="pad_r clr1" width="25%"></TD><TD class="pad_r clr1" width="25%"></TD></TR><TR><TD class="pad_r clr1" width="25%"></TD><TD class="pad_r clr1" width="25%"></TD></TR></TBODY></TABLE>
It didn't take long for armchair quarterbacks to start whining after the 2012 Buick Regal GS was officially unveiled. Sure, it looks like a carbon copy of the European Opel Insignia OPC -- but wait? Where's the all-wheel-drive? And why has the twin-turbocharged six-cylinder been replaced by a forced-induction-four?
Turns out there's a method to General Motors' madness -- at least when it comes to spending time behind the wheel. While we won't be able to do that on public roads for another few weeks, we did recently flog a few pre-production prototypes around the automaker's proving grounds in Milford, Michigan.
One look at the OPC's spec sheet may set enthusiasts' hearts aflame, but such a niche vehicle could potentially struggle in North America -- particularly under Buick's stewardship. Nancy Huber, program engineering manager for the Regal GS, describes the Insignia OPC as a "really raw performance machine." Fun, but engineers wanted something a little more well-rounded wearing a Buick badge.
That particularly applies to powertrain options. While the OPC's 325-hp, twin-turbocharged 2.8-liter V-6 is certainly a powerhouse, it also tends to guzzle premium fuel, a trait not aided by the standard Haldex all-wheel-drivesystem. The Regal GS ditches both in pursuit of a few extra miles per gallon, and adopts a version of GM's direct-injection, turbocharged 2.0-liter I-4, and front-wheel-drive.
In GS form, that engine cranks out 270 hp at 5300and 295 pound feet of torque -- 95 percent of which is available from 2300-4900 rpm. With either the standard six-speed manual or the available six-speed automatic transmission, the GS should achieve 19/27 mpg (city/highway). Performance wise, Buick claims a 0-60 mph time of about 6.7 seconds, a little slower than the Opel, which blasts to 62 mph in six seconds flat. Despite claims that the U.S.-spec improves balance, the Regal GS shares its 58/42 (front/rear) weight distribution with the OPC, although the Buick does weigh some 280 pounds less.
Luckily, much of the OPC's magical chassis hardware migrates stateside. Sachs-sourced adaptive dampers provide three levels of firmness; the stiffest -- dubbed GS mode -- also triggers changes in steering assist, throttle response, and on automatic cars, shift timing. Brake components -- including 14-inch rotors and four-piston calipers up front are sourced from Brembo, and high-performance linings are used at all four corners. GM's HiPer Struts are also ported over for the front suspension, and feature discrete yokes and hub carriers. This, along with shorter spindle lengths, helps curb torque steer, even in high-power applications.
Skeptical? So were we, until we had a turn behind the wheel. Though it lacks the feel of a rear-drive vehicle, the Regal GS is surprisingly agile. Even when driven hard into corners, the car remains astoundingly neutral; understeer rarely rears its head. The HiPer Strut design inherently removes some feedback from the steering rack, but it's fairly well weighted -- at least in GS mode. We'd like a little more time to sample the other suspension settings over public roads and plan to do so later this month. Stay tuned.
Pricing starts at $35,310, including destination fees. That's roughly $6000 more than a base Regal Turbo, but it also includes content like 12-way power front seats, leather seating trim, bi-xenon HID headlamps, a 336-watt Harman/Kardan sound system, Bluetooth phone pairing, and, later next year, a new IntelliLink infotainment system. Options are limited to pearlescent paint, 20-inch wheels shod with Pirelli P-Zero performance tires (a must-have indulgence), a sunroof, and navigation.
Considering a base front-wheel-drive Acura TL comes in at $36,490 and a Volvo S60T5 at $32,025, the GS' asking price isn't egregious, but it does knock on the doors of several rear-drive performance sedans, including the Infiniti G37. Our limited drive didn't give us enough time to give a definitive answer on the Buick's value, but we eagerly await our next change behind the wheel.<HR>
2012 Buick Regal GS
Base Price: $35,310
Powertrain
Engine: 2.0-liter, turbocharged DOHC 16-valve I-4
Horsepower: 270 hp @ 5300 rpm
Torque: 295 lb-ft @ 2400 rpm
Transmission: 6-speed manual, 6-speed automatic
Drive: Front-wheel Measurements
L x W x H: 107.8 x 73.1 x 58 in
Legroom F/R: 42.1/37.3 in
Headroom F/R: 38.8/ 36.8 in
Cargo capacity: 14.25 cu ft
Curb Weight: 3710 lb
EPA Rating (city/highway): 19/27 mpg
#4
08-06-2011, 09:40 AM
Interesting idea, just like dodge and chevy, buick is trying to bring back their performance side. I'm amazed that a buick has a 6 speed manual. This one is nice and all but i'll take the older Regal GS power by an L67, what a sleeper:p
#10
08-06-2011, 05:28 PM
When they first announced the Regal GS I was hoping for the 325hp 2.8l turbo 6spd AWD version labeled as the Insignia OPC in Europe. We werent that lucky but still I would love to own one.