A spiritual successor to the brand’s muscular vehicles like the 1970s Buick GS, the Regal you see here is not as unlikely a Buick as you might think. At one point, Buick built a performance car with the intensity of the Chevelle SS, Pontiac GTO and the Oldsmobile 442. Yes, Buick.
They even went so far as to build the legendary Buick Regal Turbo Grand National that tried to glom onto to the NASCAR vibe. The fuel crisis hit and you know the rest.
Today’s Buick remembers, too. The brand has revived the GS moniker in an effort to once again display its performance bona fides.
But this time new efficiencies are along for the ride. C’mon along as we check out the 2012 Buick Regal GS.
What is it?
A spiritual, if not physical successor to the Buick Regal Grand National, it drops the GN name (thus, no royalty payments to NASCAR). Using front wheel drive, and designs that are decidedly European, by way of the GM Opel brand, the Regal GS is a midsized performance sedan based on the Opel Insignia that was introduced in the middle of 2011. Only this time around, it has received an injection of anabolic steroids.
Those who were hoping that the Regal would mirror its Opel Insignia OPC cousin will be disappointed. Instead of a boosted V6 and all-wheel-drive, we get a 2.0-liter turbo four with a none-too-shabby 270 ponies sending power to the front wheels.
An automatic transmission with paddle shifters will be available in a few months, so our tester came with the standard stick shift. Optional 20-inch alloy wheels came wrapped in ungodly grippy and ungodly expensive Pirelli P-Zero rubber ($415 each from Tire Rack!)
What’s it up against?
Opponents to the Regal GS include the Hyundai Sonata Turbo and the Kia Optima Turbo, which are a lot less expensive and more powerful, but not nearly as complete a performance package (and you can’t get a stick shift).
Buick suggests that rivals include the Infiniti G25, Volvo S60, Volkswagen CC, Acura TSX and Lexus IS250, all of which are quite a bit more sedate than this rip-roaring GS.
How does it look?
Generally handsome in appearance, it displays a touch of bulbousness in the front end that while “eh†in appearance is not wholly objectionable in the grand scheme of things. The functional vertical front air scoops help to cool the high temps that are building up underneath the bonnet, and exhaust vents on the hood itself helps to create a flow through airflow. LED running lamps look cool, but they take the place of fog lamps found on lesser Regals. San Francisco residents might find this objectionable, but most other drivers probably don’t know when to use fog lamps anyway.
A rear lip spoiler gives a performance aura while the chromed 20-inch alloys serve double duty in adding extra bling and grip. The extra size of the tires themselves help to fill out the wheel openings. We wish other manufacturers saw the light and “right-sized†some of their vehicle’s wheels and tires more properly.
A hockey-stick design element cuts up the large expanse of side paneling for added strength and increased interest. So far, pretty good. Our least favorite design elements are the trapezoidal exhaust finishers that are part of the rear fascia. We understand the idea of moving them upward for a cleaner under tray that helps to cut turbulence from below. We just wish there was a more elegant solution. This is a Buick, after all.
And on the inside?
A vast sea of blackness, with the exception of aluminum accents and the piano black (which is a different shade of black) trim panels that fill space but don’t exactly finish the appearance. We liked the GS’s beef jerky steering wheel, which in addition to offering true handling feel also offered great feedback of most of the vehicle’s operations.
Soft touch materials covered most of the interior that occupants will come in contact with. Other feedback comes from the simple, but effective, gauge pack and LCD that displays mileage and trip odometers. Seats were comfortable for the long haul. We especially liked the bolstering of the front pair, but felt that the lower seat cushion could stand a touch of lengthening. The rear seat could accommodate three in a pinch, but two would feel a bit more relaxed in the back. We would rate the rear seat legroom as just okay – good enough for a cross-town jaunt but not a cross-country excursion.
Other touches include the optional navigation system with harman/kardon audio. Well thought placement of the two standard 12-volt power outlets enabled a radar detector and cell phone charger to be utilized at the same time. That the GS was equipped with a 120 volt household outlet for powering computers, cell phone charges and what have you was an added bonus.
Overall, we found the interior’s functionality does its best to offer direct feedback from the steering to the shift linkage to the pedals. Clearly, all things are connected in this Buick.
But does it go?
The GS has the most power-dense engine ever to be certified by the Society of Automotive Engineers (SAE). At 270 horsepower, that works out to 135 ponies-per-liter. Twist slots in at 295 lb-ft. of torque for the direct-injection turbocharged Ecotec four-cylinder. Ninety-five percent of that torque appears between 2,300 and 4,900 rpm.
At its core, this is the same engine as seen in the Regal Turbo, but this time around it benefits from a larger, free-breathing exhaust system and a larger dose of boost for a fifty pony kick up from the base turbo (220 horsepower). It is coupled to a standard F40-6 six-speed manual transmission, which is positively a hoot to drive, in a Buick, no less. By the way, EPA says 19/27 mpg. We experienced 20 mpg average.
Helping send power to the front wheels is a so-called HiPer Strut system, which was first seen on the Opel Insignia before coming to America on the Regal’s big-brother Lacrosse. It is a rethinking of the MacPherson strut suspension that is placed on most cars in the world today that revises existing technology with tweaks to the steering coupling devices to mimic the long-arm, short-arm setups of other vehicles. In the process, it eliminates torque steer under heavy acceleration. While driving our steed, we found the system worked exactly as advertised unless the wheel was cranked hard to one side (while exiting a hard corner, for example). We’d rather have the grip of all-wheel-drive, yes, but the HiPer Strut keeps costs and weight to a minimum, which does aid both efficiency and drivability.
Equipped with an interactive drive mode selector on the dash, the driver can select normal, sport or a high-zoot GS mode, which tightens up the steering, firms up the suspension and changes throttle mapping. The steering in base mode is the best of the Regal lot, while the GS mode found us pushing through turns as though we were driving a go kart, albeit a 3,710 lbs. go kart.
Braking from the Brembo big brake kit (four pots in the front only, with standard calipers in the rear) did an impressive job with all of the brake dust one expects of such a system. Throughout, we were able to channel the technique of former Saab rally driver Erik Carlsson, by having the Regal pull us through a turn while at full power.
Throughout all of it, and despite the louder engine noise from the freer breathing exhaust system, we were still impressed with the overall finesse that has been tuned into this little performance car. It is as docile as you would expect from a high-end compact, while maintaining a bit of a punch that you can pull from your back pocket as needed.
With this as the strong top-of-the-line vehicle, why even have the milder mid-level Turbo at all?
Why you would buy it:
It’s not the Regal GN Turbo of the past, but a new, refined and front-driven version that still manages to make for an entertaining ride.
Why you wouldn’t:
Because, sadly, you still think performance cars have carburetors and are rear wheel drive only.
Leftlane’s bottom line
General Motors reaches into its bag of tricks and manages to pull an inspiring, fun-to-drive turbocharged rabbit out of its hat.
It’s the best in the Regal lineup, especially at a price that’s only a couple grand more than an equivalent 220-horsepower Regal Turbo.
The Blackboard:
Aesthetics: B

Technology: B
Green: C+
Drive: B+ 

Value: C+
Overall Score: B
2012 Buick Regal GS base price, $34,450. As tested, $38,650.
Navigation/premium adio, $1,145; Power moonroof, $1,000; 20-inch alloy wheels, $700; White Diamond Tricoat paint, $495; Destination, $860.
Words and photos by Mark Elias.
Review: 2012 Buick Regal GS
Reviewed by
Mark Elias on
January 24
.
Buick revives an historic nameplate, but can this high-power front-drive turbo sedan live up to the legends that preceded it? We investigate.
A spiritual successor to the brand’s muscular vehicles like the 1970s Buick GS, the Regal you see here is not as unlikely a Buick as you might think. At one point, Buick built a performance car with the intensity of the Chevelle SS, Pontiac GTO and the Oldsmobile 442. Yes, Buick.
They even went so far as to build the legendary Buick Regal Turbo Grand National that tried to glom onto to the NASCAR vibe. The fuel crisis hit and you know the rest.
Today’s Buick remembers, too. The brand has revived the GS moniker in an effort to once again display its performance bona fides.
But this time new efficiencies are along for the ride. C’mon along as we check out the 2012 Buick Regal GS.
What is it?
A spiritual, if not physical successor to the Buick Regal Grand National, it drops the GN name (thus, no royalty payments to NASCAR). Using front wheel drive, and designs that are decidedly European, by way of the GM Opel brand, the Regal GS is a midsized performance sedan based on the Opel Insignia that was introduced in the middle of 2011. Only this time around, it has received an injection of anabolic steroids.
Those who were hoping that the Regal would mirror its Opel Insignia OPC cousin will be disappointed. Instead of a boosted V6 and all-wheel-drive, we get a 2.0-liter turbo four with a none-too-shabby 270 ponies sending power to the front wheels.
An automatic transmission with paddle shifters will be available in a few months, so our tester came with the standard stick shift. Optional 20-inch alloy wheels came wrapped in ungodly grippy and ungodly expensive Pirelli P-Zero rubber ($415 each from Tire Rack!)
What’s it up against?
Opponents to the Regal GS include the Hyundai Sonata Turbo and the Kia Optima Turbo, which are a lot less expensive and more powerful, but not nearly as complete a performance package (and you can’t get a stick shift).
Buick suggests that rivals include the Infiniti G25, Volvo S60, Volkswagen CC, Acura TSX and Lexus IS250, all of which are quite a bit more sedate than this rip-roaring GS.
How does it look?
Generally handsome in appearance, it displays a touch of bulbousness in the front end that while “eh†in appearance is not wholly objectionable in the grand scheme of things. The functional vertical front air scoops help to cool the high temps that are building up underneath the bonnet, and exhaust vents on the hood itself helps to create a flow through airflow. LED running lamps look cool, but they take the place of fog lamps found on lesser Regals. San Francisco residents might find this objectionable, but most other drivers probably don’t know when to use fog lamps anyway.
A rear lip spoiler gives a performance aura while the chromed 20-inch alloys serve double duty in adding extra bling and grip. The extra size of the tires themselves help to fill out the wheel openings. We wish other manufacturers saw the light and “right-sized†some of their vehicle’s wheels and tires more properly.
A hockey-stick design element cuts up the large expanse of side paneling for added strength and increased interest. So far, pretty good. Our least favorite design elements are the trapezoidal exhaust finishers that are part of the rear fascia. We understand the idea of moving them upward for a cleaner under tray that helps to cut turbulence from below. We just wish there was a more elegant solution. This is a Buick, after all.
And on the inside?
A vast sea of blackness, with the exception of aluminum accents and the piano black (which is a different shade of black) trim panels that fill space but don’t exactly finish the appearance. We liked the GS’s beef jerky steering wheel, which in addition to offering true handling feel also offered great feedback of most of the vehicle’s operations.
Soft touch materials covered most of the interior that occupants will come in contact with. Other feedback comes from the simple, but effective, gauge pack and LCD that displays mileage and trip odometers. Seats were comfortable for the long haul. We especially liked the bolstering of the front pair, but felt that the lower seat cushion could stand a touch of lengthening. The rear seat could accommodate three in a pinch, but two would feel a bit more relaxed in the back. We would rate the rear seat legroom as just okay – good enough for a cross-town jaunt but not a cross-country excursion.
Other touches include the optional navigation system with harman/kardon audio. Well thought placement of the two standard 12-volt power outlets enabled a radar detector and cell phone charger to be utilized at the same time. That the GS was equipped with a 120 volt household outlet for powering computers, cell phone charges and what have you was an added bonus.
Overall, we found the interior’s functionality does its best to offer direct feedback from the steering to the shift linkage to the pedals. Clearly, all things are connected in this Buick.
But does it go?
The GS has the most power-dense engine ever to be certified by the Society of Automotive Engineers (SAE). At 270 horsepower, that works out to 135 ponies-per-liter. Twist slots in at 295 lb-ft. of torque for the direct-injection turbocharged Ecotec four-cylinder. Ninety-five percent of that torque appears between 2,300 and 4,900 rpm.
At its core, this is the same engine as seen in the Regal Turbo, but this time around it benefits from a larger, free-breathing exhaust system and a larger dose of boost for a fifty pony kick up from the base turbo (220 horsepower). It is coupled to a standard F40-6 six-speed manual transmission, which is positively a hoot to drive, in a Buick, no less. By the way, EPA says 19/27 mpg. We experienced 20 mpg average.
Helping send power to the front wheels is a so-called HiPer Strut system, which was first seen on the Opel Insignia before coming to America on the Regal’s big-brother Lacrosse. It is a rethinking of the MacPherson strut suspension that is placed on most cars in the world today that revises existing technology with tweaks to the steering coupling devices to mimic the long-arm, short-arm setups of other vehicles. In the process, it eliminates torque steer under heavy acceleration. While driving our steed, we found the system worked exactly as advertised unless the wheel was cranked hard to one side (while exiting a hard corner, for example). We’d rather have the grip of all-wheel-drive, yes, but the HiPer Strut keeps costs and weight to a minimum, which does aid both efficiency and drivability.
Equipped with an interactive drive mode selector on the dash, the driver can select normal, sport or a high-zoot GS mode, which tightens up the steering, firms up the suspension and changes throttle mapping. The steering in base mode is the best of the Regal lot, while the GS mode found us pushing through turns as though we were driving a go kart, albeit a 3,710 lbs. go kart.
Braking from the Brembo big brake kit (four pots in the front only, with standard calipers in the rear) did an impressive job with all of the brake dust one expects of such a system. Throughout, we were able to channel the technique of former Saab rally driver Erik Carlsson, by having the Regal pull us through a turn while at full power.
Throughout all of it, and despite the louder engine noise from the freer breathing exhaust system, we were still impressed with the overall finesse that has been tuned into this little performance car. It is as docile as you would expect from a high-end compact, while maintaining a bit of a punch that you can pull from your back pocket as needed.
With this as the strong top-of-the-line vehicle, why even have the milder mid-level Turbo at all?
Why you would buy it:
It’s not the Regal GN Turbo of the past, but a new, refined and front-driven version that still manages to make for an entertaining ride.
Why you wouldn’t:
Because, sadly, you still think performance cars have carburetors and are rear wheel drive only.
Leftlane’s bottom line
General Motors reaches into its bag of tricks and manages to pull an inspiring, fun-to-drive turbocharged rabbit out of its hat.
It’s the best in the Regal lineup, especially at a price that’s only a couple grand more than an equivalent 220-horsepower Regal Turbo.
The Blackboard:
Aesthetics: B

Technology: B
Green: C+
Drive: B+ 

Value: C+
Overall Score: B
2012 Buick Regal GS base price, $34,450. As tested, $38,650.
Navigation/premium adio, $1,145; Power moonroof, $1,000; 20-inch alloy wheels, $700; White Diamond Tricoat paint, $495; Destination, $860.
Words and photos by Mark Elias.
Rating:
