First Drive: 2014 Buick Regal

Story by John LeBlanc CINCINNATI, OHIO — As image makeovers go, the 2011 Buick Regal was extreme. After generations of sedate sedans best suited for the old at heart, the fifth-generation Regal was targeted at younger buyers who would normally shop at import brand stores for their entry-level sports sedan needs. Essentially a Buick-badged version of the Opel Insignia — a mid-sized sedan from General Motors’ European outpost — the five-passenger, four-door 2011 Regal arrived exclusively with four-cylinder engines powering only its front wheels. The addition of the higher-performing Regal GS last year only added credence to Buick’s import-hunting aspirations, but the availability of all-wheel-drive as part of an extensive mid-cycle refresh for 2014 means the Regal can now seriously challenge the more established European-sport sedans for traction-challenged Canadian buyers. In addition to the requisite exterior design, interior and safety upgrades, the $34,695 (all base prices include a $1,600 freight and pre-delivery inspection fee) 2014 Regal Turbo and manual gearbox $42,250 Regal GS get a heavily updated version of last year’s 2.0-litre turbocharged four-cylinder gas engine. Power and torque go up 39 horsepower and 39 pound-feet to 259 hp and 295-lb-ft of torque. The good news is that’s an 18% horsepower boost compared to the outgoing Regal Turbo. The bad news? That’s down from the 270 hp the 2013 Regal GS boasted. Except for the front-wheel-drive six-speed manual Regal GS, all 2014 models get a six-speed automatic transmission. A Haldex all-wheel-drive system with an electronic limited-slip rear differential is a $2,280 option on the  Regal Turbo and Regal GS. The quickest 2014 Regal is the front-drive GS, taking 6.7 seconds to go from zero to 100 kilometres an hour, with the AWD version about one-third of a second behind. With its updated turbo-four, Buick says fuel economy improves by up to 17% in the city for the base Regal Turbo automatic, now rated at 10.1 L/100 km and 6.6 on the highway. If fuel economy is a priority, the carryover $36,325 Regal eAssist, with its 182 hp and 172 lb-ft four-cylinder, is rated at 8.3 L/100 km city and 5.4 on the highway. Comparatively, the Regal’s new AWD setup is quite sophisticated. Depending on how fast you’re driving or quickly you’re steering, it can send up to 90% of the engine’s torque to either the front or rear axles. At the same time, the electronic limited-slip rear differential (ELSRD) can direct torque to either of the rear wheels. Unlike other AWD setups that use anti-lock brake systems, the Regal’s ELSRD mechanically distributes the power to the wheel that has the most grip, and that technical sophistication shows up immediately when taking the new 2014 Regal GS AWD out for a spin. While the previous Regal sported a softer, Americanized suspension, the new 2014 models use the same spec as the Opel Insignia. That means everything from its steering, chassis and brakes have been tightened up, and all Regal GS models (either FWD or AWD) come with Buick’s Drive Control System (it can customize the level of steering assist, throttle response and suspension tautness three ways: Touring, Sport and GS) and Opel's HiPer Strut front suspension (that improves handling by limiting torque steer). We didn’t have snow or ice to deal with during our media drive in and around the Cincinnati area, but when pushed on pavement, the 2014 Regal GS AWD came into its own as a suddenly serious challenger to all those import brand alternatives. Like Acura’s Super Handling-All Wheel Drive System, the Regal’s ELSRD can be felt in tight corners. Sending power to the tire losing grip only encourages the driver to power though a turn instead of backing off, and the new Euro-spec suspension means the 2014 Regal GS doesn’t lean as much as before — if at all — in said corners. But even at its most aggressive tune, the Regal GS never delivers a brittle ride. Its structure feels rock solid, with nary a jiggle or rattle to be felt or heard, an even more impressive sign given its 20-inch low-profile rubber. Buick says fewer than 1% of buyers opted for the Regal GS’s manual gearbox, and that’s a shame. The Buick’s autobox seems to hang onto gears too high in the engine’s rev band, where it can be a bit coarse compared to a smoother Audi. Buick’s interior designers must have been reading my reviews of the previous model. My biggest beef was its overly complicated centre instrumentation stack. Using GM’s latest IntelliLink infotainment system screen as a foundation, Buick says the number of buttons have been reduced from 17 to seven in the 2014 model. While most buyers in this segment aspire to an Audi A4 or BMW 3 Series, the new 2014 Regal — particularly in AWD form — is a legitimate challenger. Its sporty driving characteristics, willing turbo engine and driver-oriented cockpit are more than competent for the class. Perhaps the biggest hurdle with import brand buyers is getting past the Buick badge on the Regal’s new waterfall grille. Regardless, Buick says the existing Regal GS was already attracting younger buyers, with the average age in their mid-40s, compared to 60 years of age for Buick overall, and the upgrades and refinements for 2014 should continue that trend. This article was originally published at National Post Driving.

Comments