Buick Regal | Reviews and Ratings from Consumer Reports. Between 7/1/1. 5 and 9/3. MSRP presented by Participating Dealers to users of.
The Buick Regal is an upscale mid-size car introduced by Buick for the 1973 model year. North American production ended in 2004 and began again in 2011.
An expert and unbiased review of the Buick Regal that covers overall driving performance, road test results, ratings and specs, reliability, owner satisfaction, and. Get the latest reviews of the 2015 Buick Regal. Find prices, buying advice, pictures, expert ratings, safety features, specs and price quotes. Check out the Buick Regal review at CARandDRIVER.com. Use our Car Buying Guide to research Buick Regal prices, specs, photos, videos, and more.
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- The comprehensive suite of available safety innovations in the Buick Regal help keep you confidently in command. Safety features are no substitute for the driver’s.
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Buick Regal Reviews - Buick Regal Price, Photos, and Specs. Buick Regal. Buick Regal. Buick Regal shown. The Regal earns its keep as the athletic offering in the lineup while retaining the comfort and civility expected of a Buick. A 2. 59- hp 2. 0- liter turbo four drives the front wheels through a six- speed automatic. A “mild” hybrid is offered and pairs a 2.
The sportier GS trim is where it’s at: all- wheel drive is optional, adjustable dampers improve upon an already well- sorted suspension, and a six- speed manual is available with front- wheel- drive models. Instrumented Test – 2. Buick Regal Turbo AWD / GS AWDEPA: 0- 6. Horsepower: Top Speed: Tested: 2. Buick Regal GS AWDTest Location: Chelsea Proving Grounds (Chelsea, MI) - December 2. Rank In Entry- luxury Cars. Show More in Entry- luxury Cars (1.
Instrumented Test. Car and Driver. Car and Driver.
Buick Regal Turbo AWD / GS AWD A refresh moves the improved Regal Turbo closer to the range- topping GS. Buick Regal. Buick. Regal. 20. 16. 2. TESTED. Since its return for 2.
Regal, Buick’s legendary GS badge has injected some much- needed cred into GM’s sleepiest brand. The letters might soon be applied to more models, too.) Serving up a Euro- style balance of sport and luxury, the Regal GS boasted its own tune for the 2. Regal Turbo. But a Regal refresh for 2. Turbo but weakened the GS.
Although GS performance doesn’t suffer from the swap, a stronger Turbo brings the chief Regal’s value into question. More or Less Power, You Decide. The new engine is a 2. With maximum boost of 2.
GS thus sees a drop of 1. Turbo gains 3. 9 horsepower and 3. Different engine maps have the GS making maximum torque at 2. Turbo, but horsepower in both versions tapers off after a 5. A six- speed manual transmission is again offered on the front- wheel- drive GS, with GM’s six- speed 6. T7. 0 automatic the default choice for GS AWD models and the only gearbox for Turbos. This year also brings a new, optional Haldex all- wheel- drive system that can shuttle up to 9.
As you might have surmised from the headline on this story, we tested versions of the Turbo and the GS with this system. Along with bolstering appeal among Snowbelters and fattening MSRPs (an additional $2.
Turbo, $2. 36. 5 for the GS), the AWD hardware puts both models over the two- ton mark on our scales, nearly 3. Despite their extra weight, turbocharged AWD Regals achieve the same 2.
EPA rating as did 2. FWD models now garnering 2. Our AWD Turbo test car managed 2. AWD GS 1. 9, numbers similar to those gathered from previous front- drive test cars. What Extra Weight? The AWD Turbo and GS defy their bloat at the test track as well, running quicker to 6. That means 6. 6 seconds and 1.
Turbo (versus 7. 5 and 1. GS (versus 6. 4 and 1.
The GS doesn’t feel quicker by the seat of your pants, but its slightly lower torque peak, the all- wheel- drive system, and a set of sticky Pirelli P Zero tires on optional 2. It’s worth noting that we had to test a second, essentially identical GS after our first test car suffered a catastrophic engine failure due to faulty connecting- rod bearings. Larger front brakes (wearing Brembo branding) and fat rollers give the GS a decelerative edge over the Turbo, with the stop from 7. The all- season- shod Turbo turned in a 1. Both models are stable and quiet up to their drag- limited top speeds. We were unable to measure lateral grip with the new AWD system, but don’t expect much to change from the front- drive versions, which posted 0.
Turbo) and 0. 9. 0 g (GS on the Pirellis). Moderated Performance. All- wheel- drive Regals feature a control- arm rear suspension in place of FWD cars’ multilink setups, with the GS continuing to wield front Hi- Per struts in the fight against torque steer. The Turbo has conventional struts.) As with launches, hasty exits from tight corners are drama- free in both cars, thanks to excellent traction and minimal turbo lag, but the Hi- Per struts do gift the racier Regal a greater sense of confidence on turn- in.
The GS also feels sharper and marginally more attuned to requests from the helm. The Turbo’s balanced and well- sorted suspension setup is augmented in the GS by driver- selectable Sport and GS modes. These firm up the dampers, sharpen steering and throttle response, and energize the shift programming. The GS’s default setting is a little more athletic than is the Turbo’s single state of tune, although we found Sport to provide the best balance of performance and refinement.
The GS mode wakes up the Regal for (likely imagined) track duty, but the ride simply goes overly stiff. The electric power steering speaks in whispers in both cars, but it is linear, and we like the extra heft dialed into the GS’s fat, flat- bottomed steering wheel. More Electronics, Fewer Buttons. The mid- cycle refresh brings the expected front and rear lighting changes, but only Regal eagles will be able to discern the subtle nips and tucks made to the rest of the exterior without 2. Drastic changes were unnecessary, as the Regal still looks attractive, and the GS aesthetics—oversized vents and deeper body extensions among them—add just the right amount of menace to something wearing a Buick tri- shield. We’re glad Buick didn’t change the GS’s optional wheel design, as the 2. The most noticeable changes occurred inside, where the instrument cluster and the center stack have been redesigned.
The number of hard buttons has been slashed without much effect on usability, although the new capacitive- touch temperature controls come across as gimmicky in a time when other manufacturers are taking a step back from the tech. GS models feature a huge, eight- inch digital instrument cluster that can be configured to show various performance readouts, but the lesser Regal’s 4. Buick has stirred in GM’s latest forward- collision, blind- spot, and lane- departure warnings as part of the $8.
Driver Confidence I package. Adaptive cruise control and precollision braking are now available in the $1. Driver Confidence II group. We could have lived without either of these packages on our test cars. What’s the Big Difference? Base prices for 2.
Turbo models. The GS adds some minor equipment (pedal covers, a rearview camera, a heated steering wheel, etc.) and jumps by about two grand to $3. To the aforementioned AWD surcharge, our top- level Premium II Turbo added both driver- assistance packages and a $1. Our $4. 5,0. 50 AWD GS had the nanny tech, the sunroof, 2. The 2. 01. 4 refresh has substantively improved the Regal, and the new all- wheel- drive system brings increased stability, launch traction, and all- weather security.
Of the pair tested here, the midrange Turbo has been upgraded in every meaningful way, being quicker, more refined, and more efficient than before. At this point, it stands nearly shoulder to shoulder with the slightly harder- edged GS, which now must lean more on its aesthetics to stand out. The 2. 01. 4 Regal lineup has two kings, then. But the true monarch of tidy American sports sedans is the Cadillac ATS, which can be had with all- wheel drive and a 3. V- 6 for the same price as the loaded Regal GS tested here. Too bad Cadillac erased the crown from its crest some time back, or we could have really stretched the metaphor.
Highs and Lows Highs: Stylish inside and out, taut chassis, AWD grip. Lows: AWD weight gain, bland steering, premium for GS makes less sense. Specifications > VEHICLE TYPE: front- engine, 4- wheel- drive, 5- passenger, 4- door sedan. PRICE AS TESTED: Turbo, $4.
GS, $4. 5,0. 50 (base price: Turbo, $3. GS, $4. 0,1. 95)ENGINE TYPE: turbocharged and intercooled DOHC 1.
Displacement: 1. 22 cu in, 1. Power: 2. 59 hp @ 5. Torque: Turbo 6. AT AWD, 2. GS 6. AT AWD, 2. 95 lb- ft @ 2. TRANSMISSION: 6- speed automatic with manual shifting mode.
DIMENSIONS: Wheelbase: 1. Length: 1. 90. 2 in. Width: 7. 3. 1 in Height: 5. Curb weight: Turbo, 4.
GS, 4. 02. 2 lb. C/D TEST RESULTS (TURBO/GS): Zero to 6. Zero to 1. 00 mph: 1. Zero to 1. 30 mph: 3. Rolling start, 5- 6. Top gear, 3. 0- 5. Top gear, 5. 0- 7. Standing ¼- mile: 1.
Top speed (drag limited): 1. Braking, 7. 0- 0 mph: 1.
FUEL ECONOMY: EPA city/highway: 1. C/D observed: Turbo, 2. GS, 1. 9 mpg. Show More Specifications. View Mobile Site.