2012 Buick Regal GS - Driving Impressions

Buick is experiencing a renaissance of sorts. Case in point: I’m at GM’s Milford Proving Grounds, informally known as the Lutz-ring, about 30 minutes out of Detroit. It’s a sinewy track made of turns copied from famous race tracks around the world. With its high speeds, long turns and quick elevation changes, MPG tests vehicle durability.

And I’m slithering a Buick Regal GS toward the apex of one of the many blind turns, heel-and-toe downshifting and patiently waiting to get back on throttle, all the while pinned to the side of the GS’s bolstered leather seats.

Yes, this is a Buick. To say that Buick’s globally bred, Epsilon-based Regal is a complete redefinition of what a Regal used to be is an understatement. And thankfully for the motoring world, it’s for the better. When we tested the Regal CXL Turbo last year, we were impressed. We loved its 200-bhp inline-4, its state-of-the-art interior and clean styling. But we couldn’t wait for the top-line GS.

Now that it’s here though, we have some good news and bad news.

First, the good: It’s finally here! It goes on sale in the fall, with prices that start at $35,310 (with destination). The bad: While it was originally targeted to have a Haldex-based all-wheel-drive system (other Epsilon based cars from Saab and Opel feature the system), the 2012 Buick GS will be offered only in front-drive form, for efficiency (weight and fuel) and pricing reasons.

The GS’s turbocharged 2.0-liter inline-4 is far more powerful than the CXL’s, producing 270 bhp at 5300 rpm and 295 lb.-ft. of torque at 2400 rpm. It’s basically the Ecotec Cobalt SS engine that we’ve all grown to love. Along with the turbo, it uses variable valve timing, 3-in.exhaust and direct injection. At peak, the CXL has 15 psi of boost, whereas the GS has 20.

Equipped with a 6-speed manual transmission (an automatic will be available later this model year), the GS features a three-mode (standard, Sport and GS) adjustable damper and hydraulic steering system that Buick calls the Interactive Drive Control System. This system changes the algorithm of the damper-mounted blow-off valves, and changes steering effort by altering the amount of fluid that flows through the pump and rack. Computers dictate the opening and closing points of the blow-off valves, based on a suite of G-sensors and accelerometers. Steering and throttle sensors determine what the driver is doing. All told, the system works to keep the GS cornering flat, with excellent damping control on Milford’s long turns and elevation changes.

As we’ve previously shown, Buick employs the sporty HiPer Strut front suspension in the GS. Put simply, it allows for a more upright king-pin inclination and shorter spindle length. This minimizes torque steer and improves steering feel. It works great. You can feel some steering kickback over sharp bumps and the like, but remarkably little torque steer could be felt, even with the steering wheel cranked over and the throttle pinned. Of course, as HiPer Strut worked well fine in the V-6 LaCrosse, it’s no surprise that it works as well in the new GS. Interestingly, the lower aluminum strut mount is the same piece as the one on the LaCrosse.

Up front, the GS has aluminum 4-piston Brembo fixed calipers and 14-in. rotors. In back, aluminum single-piston calipers work with 12.4-in. discs. It’s a good braking system, tested for durability on the Lutz-ring. During my limited lapping session, stopping power was never an issue. Some notable cars in this class would not do so well.

Our test car was fitted with the optional 20-in. sport tire package, which comes with Pirelli P Zero 255/35-ZR20 summer tires. Standard rubber is Goodyear Eagle RSA, size 245/40ZR-19.