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From the July 2018 issueDon’t get too excited—the latest Regal GS isn’t what you anticipate it is. Yes, it has torque-vectoring all-wheel drive, a 310-hp 3.6-liter V-6, and knockout acceptable looks, all of which are abiding to beam as hot pings on best people’s performance-car radar. In actuality, the Regal GS is alone a nice near-luxury car with a V-6 engine. As in competitors such as the Acura TLX, Lincoln MKZ, and Toyota Camry, the six mostly signifies a college abject in the lineup—in this case, the Regal’s top trim level—not a dog blare to active enthusiasts.

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For alike added advantage of the Regal GS, appearance our Buyer’s Guide all-embracing review.

Jessica WalkerCar and Driver

We can see how Buick could accept you fooled, though. The GS looks fast. Alike the approved Regal—dubbed Sportback on annual of its angled rear bear and abeyant trunklet, which are aggregate with the GS—starts out agile and sleek. If Buick affected that Audi’s use of (but abortion to trademark) the aforementioned name for its agnate A5 Sportback ability get bodies talking about the two cars in the aforementioned sentence, well, that’s aloof acceptable marketing. And so continued as that chat stays focused on affairs cosmetic, the Buick and the Audi can cautiously cohabitate aural its clauses.

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That wouldn’t accept been accessible had Buick—and Opel, the German cast that GM aloof awash to the PSA Group yet that still builds the Regal and sells its own adaptation of it alleged the Insignia—not kept the GS’s account restrained. A baby red GS brand floats inconspicuously in the grille, and the beyond advanced intakes, GS-specific 19-inch wheels, and red-painted Brembo advanced anchor calipers don’t adumbrate the Regal’s amazing shape.

Jessica WalkerCar and Driver

With its 3.6-inch-longer wheelbase, added 2.7 inches of all-embracing length, 0.7-inch-lower roof, and added 0.2 inch of width, the Buick feels decidedly beyond central than its predecessor. Behind the ample rear bench lives a 32-cubic-foot burden hold, which can be broadcast to 61 cubes by laying the 40/20/40 split-folding rear seatbacks bottomward flat. For reference, Buick’s better two-row crossover, the Envision, food 27 and 57 cubic feet, respectively. We alone ambition the GS had a power-opening apparatus like the one on the Regal TourX abject wagon’s tailgate. Burdened by the huge rear window and that copy trunklid, this car’s bear is a abundant lift.

So, too, is the GS overall. While this Regal is 202 pounds lighter than the aftermost all-wheel-drive GS we activated aback in 2014, its barrier weight still nears two tons. By comparison, a front-drive, four-cylinder Regal Sportback we activated was 394 pounds lighter.

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Buick makes activity alike harder for the GS by applicable the accepted Sportback with the turbocharged 2.0-liter four from the previous-generation Regal Turbo and GS models. Making 250 horsepower, the four-pot scoots a front-drive Regal to 60 mph in 5.6 seconds, quicker than Acura’s 290-hp TLX and Toyota’s 301-hp Camry. In the action amid the GS’s abundant accumulation and its 60-hp addition over the Sportback, the agent loses. Admitting the advantage of an all-wheel-drive launch, this sportiest Regal is alone 0.2 additional quicker to 60 mph than its Sportback sibling.

Jessica WalkerCar and Driver

The top Regal’s accumulation additionally dulls its achievement bend aback abnormal from a beeline line, area its road-crushing backpack makes the car feel inert. Wearing the aforementioned Continental all-season tires as the Sportback we activated (but on one-inch-larger wheels), the GS alone matches that car’s acceptable but not abundant 0.87-g assuming on our skidpad. It additionally bare a brace added anxiety to stop from 70 mph.

At atomic the GKN-sourced twin-clutch torque-vectoring rear cogwheel isn’t fluff. Admitting additionally offered on the abject Regal and acquainted beneath adventurously than it is in Ford’s Focus RS, the animosity keeps torque beacon at bay by overdriving the Regal’s alfresco rear caster to advice absolute the car through turns. But abject this adequacy requires the disciplinarian to barge on the gas midcorner. Pass this analysis of will and the antidotal appendage yaw suppresses understeer for a time. It all-overs aback in during continued sweepers as the adherence ascendancy reins in the throttle, and the low-grip all-season tires accede to a use for which they were never intended.

The GS isn’t an abundantly bigger Regal, which is array of accept accustomed how composed the abject car drives. It’s aloof apocryphal advertising. We were assured more—more performance, added handling, added yuks, abnormally because that Buick tosses in adaptive dampers and three drive modes: Touring, Sport, and GS. The closing two close up the abeyance and aftermath quicker and added common downshifts from the transmission.

Jessica WalkerCar and Driver

Regardless of its drive mode, the Regal charcoal accurate to its amenable baseline tune alike as it delivers hardly bluff responses. There’s aloof a baby nod to the adventurous ancillary with anniversary button press. This is a attenuate bit of abstruse subtlety that we can’t advice actuality afflicted by, admitting our all-embracing disillusionment with the car. Such detail assignment deserves acclaim in this age of endlessly adjustable, never-quite-right computerized chassis.

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Lacking paddle shifters seems like a sin, alike in ablaze of the GS’s airy nature, admitting the nine-speed transmission’s additional and third apparatus are so deeply spaced that you can’t abstain the ammunition blow during the 3–4 upshift aback toggling the shifter yourself. Left to its own devices, the GS skips third altogether beneath abounding burke to abstain any redline-to-redline hiccups.

Also abolition the Regal’s adamant chi are its ambitiously bolstered advanced action seats, which arise to accept collapsed off a barter headed for the Corvette’s Bowling Green, Kentucky, plant. The chairs’ faux cutouts for antagonism harnesses attending ridiculous, admitting the seats are adequate and accept accepted massaging, heating, and ventilating functions.

For $39,995 to start, the Regal GS is a roomy, premium-ish mid-sizer that’s adequate absolution Audi and BMW accumulate their customers. Its autogenous feels abundantly flush for its price. And accustomed that the GS acme out at aloof over $46,000—about the aforementioned as Acura’s six-cylinder TLX SH-AWD A-Spec—it’s a acceptable value, too. As continued as you’re bright that this is artlessly a attractive Buick with a V-6 and not a active sports sedan.

Specifications:

VEHICLE TYPE: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED: $44,115 (base price: $39,995)

ENGINE: DOHC 24-valve V-6, aluminum block and heads, absolute ammunition injection

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Displacement: 223 cu in, 3649 ccPower: 310 hp @ 6800 rpmTorque: 282 lb-ft @ 5200 rpm

TRANSMISSION: 9-speed automated with chiral alive mode

CHASSIS:Suspension (F/R): struts/multilinkBrakes (F/R): 13.6-in vented disc/12.4-in vented discTires: Continental ProContact TX, 245/40R-19 94W M S

DIMENSIONS:Wheelbase: 111.4 inLength: 192.9 inWidth: 73.3 in Height: 57.3 inPassenger volume: 98 cu ftCargo volume: 32 cu ftCurb weight: 3820 lb

C/D TEST RESULTS:Zero to 60 mph: 5.4 secZero to 100 mph: 13.5 secZero to 120 mph: 20.5 secRolling start, 5–60 mph: 5.7 secTop gear, 30–50 mph: 2.8 secTop gear, 50–70 mph: 3.8 secStanding ¼-mile: 13.9 sec @ 101 mphTop acceleration (drag limited, C/D est): 155 mphBraking, 70–0 mph: 164 ftRoadholding, 300-ft-dia skidpad: 0.87 g

C/D FUEL ECONOMY:Observed: 20 mpg

EPA FUEL ECONOMY:Combined/city/highway: 22/19/27 mpg

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