2015 Buick Regal AWD

A shining example of a revitalized luxury brand.

Just a generation ago, a person of my age and at a certain “station” in life would aspire to a Buick like the Regal GS; a sporty businessman’s express—in fact, my dad had one in 1972, and he has always been a gearhead. By the turn of the century though, the brand was no longer aspirational, replaced by European and Japanese premium players. Thankfully for those of us with a sense of history, Buick has been in the midst of revitalizing itself, thanks to the company’s success in China and the transplant of some really nice Continental GM products to their product line.

The Regal GS AWD is currently the ultimate expression of this; its styling is sensual and classy, enhanced by pumped up fenders, gorgeous, 20-inch forged alloys and aggressive front and rear fascias. Inside the style is there too, and most of the substance of the competition. The leather on the supportive front seats, steering wheel and shifter is excellent, and plastics above waist-high are nice. Below that level corners are cut, which is not really surprising but still a disappointment. The Regal’s back quarters are tight—more like an Audi A3 or last generation BMW 3-series than the current model, and while there is a lot of tech on offer, the speed of the infotainment system isn’t quite quick enough, and like other current GM systems I have tried, it doesn’t integrate well with Apple products.

Dynamically, the Regal GS is a very pleasing car in normal use. The heavily boosted (24psi) 2-liter turbo is smooth and refined thanks to a forged crank and twin balance shafts, and has a strong midrange. This is a newly revised engine, and while the numbers of 259hp/295lb-ft are down from last year, the twin-scroll turbo reduces lag and makes it better in the daily rush hour grind. What this motor doesn’t do is pull hard at the top end, meaning there is no aural or visceral inclination to run it to redline, unlike, say BMW’s N20 turbo. Nor is the General’s 6-speed automatic a match for the default 8-speed ZF that most all premium European companies employ. It shifts smoothly but doesn’t have the gearing spread, shift speed nor proper rev-matching to make it really fun. The Buick’s 6.2 second 0-60mph time puts it roughly a second behind the BMW 328xi as well, a result of said tranny and a portly 4022lb curb weight—several hundred pounds up on the Bimmer.

Despite the handicap of those pounds, and the massive wheels and tires (which usually undermine ride and handling), the Buick is really a nice companion on normal roads. The ride is simply superb, in either shock setting—whomever tuned the dampers and bushings should be given a promotion. Steering directness and precision is also excellent, though the bad lookin’ Brembo brakes are underwhelming in feel and modulation. The Regal has a new Haldex AWD system for this year, but despite the ability to direct 90 percent of the power to the back pair and a limited slip that proportions it across the rear axle, it always feels front-led. However, the GS’ Hi-Per strut front suspension means there is no torque steer, and if the handling balance isn’t exactly inspiring, neither is it ever less than competent.

What the Regal GS lacks to land more than a small slice of the performance sedan market is a unique selling proposition. Aside from a tiny minority of diehard loyalists, the Buick doesn’t offer anything you cant get in a Lexus or BMW, and price-wise, it doesn’t undercut them enough to make up for its poorer resale value. While I enjoyed my time with it, I didn’t miss it once it left and cant see where it moves the ball forward—which, to be fair, is a hard thing to do in such a competitive segment. What the Regal GS does do for Buick though is bring renewed credibility to a brand that had spent most all it once had, and build a sound foundation for future greatness.

EPA ratings: 19/27mpg; 22mpg combined

0-60mph: 6.2 seconds

Price as tested: $46,025

Here is what Buick has to say about it.