Regal sedan remains, as stunning GS hatch

Showing off lines no Buick has ever shown, new Regal GS should spur sales.

By John Gilbert

   When I had the chance to road-test a new Buick Regal Tour-X a few months ago, I was impressed that the stately old General Motors icon had the audacity to build a station wagon, let alone a long and slinky European-style, all-wheel-drive wagon, powered by a turbocharged 4-cylinder engine.

   The traditional Regal sedan, we were told, was no more, and the wagon would carry on. Well, not so fast.

   I have now had the chance to spend a week with the new Buick Regal GS, which doesn’t look anything like the current Regal midsize sedan, but then, it doesn’t look anything like the Tour-X wagon, either.

If a hatchback allows for sleeker styling, it’s a worthy tradeout in the Regal GS.

   Personally, hatchbacks usually make a lot of sense, and I don’t subscribe to the trend of separating hatchbacks from sedans, any more than I don’t criticize others for failing to point out that all SUVs must also be identified as hatchbacks. Regardless, I would have to say that the new Regal GS is the best-looking car from Buick since…well…maybe ever!

   That comes from someone who was never a dedicated Buick fanatic, but who also thought that the current Regal was an outstanding car and the first Buick I can recall that could ignite buyer’s temptation in me. When I learned that previous Regal was a U.S. branded model of a new German Opel Vectra, its progressive leap upward made more sense. It was even made in Europe for a while, while Buick geared up to build it in North America.

   Now we find out that if the newest model of the Buick Regal germinated (Germanated?) from the new model Opel Insignia, a longer and classier car than the Vectra/Regal, but one with smoothly aerodynamic lines that exude grace and streamlined speed. General Motors has sold off Opel, which made me curious what Buick would do without its trusty German models, but now we find out that in their separation, Opel promised to keep building cars for Buick, and the Regal GS is a version of the new model, stretched and fitted with a hatchback over its generous cargo area. That allows for a sleek, fastback silhouette.

Comfortable, supportive and adjustable front buckets add luxury to Regal GS.

Parked downtown in Duluth or Minneapolis, we were surprised at how much attention the new Regal GS generated. People would stop on the sidewalk and wait until we returned to the car to quiz us about it. Generally, they would leave, shaking their heads in a real-life version of those inane “Real people, not actors” GM commercials, and mutter things like, “That can’t be a Buick,” or “Sure doesn’t look like a Buick.”

   Buick should take note of the accolades, because they are uncommon these days, and comparatively unprecedented for Buick. But valuable.

   The bright red Regal GS test car has a neat grille, and the swept-back lines come together in a well-styled rear end, as well. As a 4-door, it’s actually a 5-door with the hatch, but we don’t care, despite the reluctance U.S. buyers have for hatchback cars, as though the word itself is objectionable.

    Not that the Regal GS is small. It is 192.9 inches long, sitting on a 114.4-inch wheelbase, and it weighs a comparatively hefty 4,270 pounds. Much of that can be attributed to the all-wheel drive.

   The Regal GS has a base price of $39,990, which is rather stiff, and the test car was loaded enough to show $44,115 as the bottom line.

   I’m an advocate of choosing a turbo 4-cylinder rather than a larger V6 if it will do sufficiently, because of obvious advantages in fuel economy, but a lot of U.S. buyers want their V6es, so the Rebel GS comes armed and dangerous with GM’s corporate workhorse 3.6-liter V6, which easily powers all four wheels, and perhaps can tow just about anything.

Stylish alloy wheels on the Regal GS display the red Brembo brakes that provide safe stops.

  The 3.6 churns out 310 horsepower at 6,800 RPMs, and 282 foot-pounds of torque at 5,700 revs. The 9-speed automatic transmission shifts surely and efficiently, and is explained as an “active twin-clutch” transmission. In a Buick? No kidding?

   There is a mode switch, and we drove almost exclusively in the sport setting, which wasn’t harsh, and helped stability with much-appreciated tighter steering and firmer suspension.

   It wouldn’t be a Buick without considerable doses of comfort, and the Regal GS has very comfortable and supportive front bucket seats, and also comfortable rear seats. The rear seats deserve extra merit, because they are set into a space that is, in a word, huge. With the front buckets set back as far as I would set them as a 6-foot driver, there is a lot of headroom and enormous leg and foot-room in the rear.

   The car came equipped with Continental tires mounted on 19-inch alloy wheels, and the size of those tires may have helped the Regal GS handle to near-sporty-sedan standards, although they did seem to cause more than a little noise from Duluth’s minefield-like street irregularities.

   Changing from the Regal wagon’s turbo 4 to the Regal GS’s only-choice V6 takes a hit in fuel economy, although an EPA estimate of 19 city and 27 highway is obtainable and isn’t bad for a big, heavy, all-wheel-drive car. But if the turbo 2.0-liter 4-cylinder gives up some drag-racing potential to the 3.6 V6, its performance is certainly adequate, while its fuel economy would be at least 5 more mpg on the highway.

Regal GS in motion shows distinctive new look, personality German design heritage.

  With all its styling grooves and contours, I had trouble deciding which angle of the Regal GS I liked best, and it turned out to be pretty much a tie. Pick an angle, any angle, and you’ll appreciate the car’s appearance.

   That brings us back to the old cliche from decades-past ad campaigns: “Wouldn’t you really rather have a Buick?” For the first time in a long time, maybe ever, I can say the answer could be a decisive “Yes!”

Varied compression makes QX50 constant

In the ever-expanding Infiniti SUTV stable, the 2019 QX50 is something special — with variable compression power.

By John Gilbert

    In the long list of Nissan and Infiniti cars, crossovers and SUVs, the new Infiniti QX50 is one of the neatest, best-designed and best-performing of all.

   And that’s before even getting into the amazing technology deployed under the hood.As the driver, you do nothing to make it work except step on the gas. Moderately, please.

    It is called “variable compression” and it actively alters the engine’s compression ratio into a mind-blowing range from the low 8-to-1 figure common to older car buyers who seek high gas mileage, to more than a 14-to-1 ratio that best exemplifies the most high-tech performers. 

    Automotive engineers always have been striving to improve efficiency of internal combustion engines, seeking ways to achieve the magic trio of increased power, increased fuel economy, and decreased emissions. Direct fuel injection and computerized engine operation have helped, and variable valve timing has been a brilliant breakthrough in the last decade, including such tricks as Atkinson Cycle and Miller Cycle to alter valve timing and coax the air-fuel mixture to spend more time combusting.

The engine shroud doesn’t tip off that the 2.0-liter turbo 4 has 268 horsepower and 280 foot-pounds of torque.

   In the four cycles — intake, compression, combustion and exhaust — an engine’s ability to streamline the process and increase the ability to most-thoroughly burn the air-fuel mixture for maximum power and efficiency has included Honda’s stratified-charge engines and decades of refining it, and more recently is Mazda’s Skyactive concept combining all its technology into a clean-sheet, holistic new way to build modern engines.

   All are worthy, as are any and all the other top world car-makers’ efforts, most of which are aimed at taking best advantage of whatever a car’s compression ratio might be.

   Nissan, however, has a bunch of impatient perfectionist types wearing white smocks who probably would prefer to pass up the chance to take the family to the lake in favor of building their own lake in the back yard. These engineers started 20 years ago to seek a newer and better idea, and make it happen.

   So many of Nissan’s newest cars and engines are impressive to drive, that I always look forward to trying another one. As for this technique, I knew it was coming, I just wasn’t sure when it would find its way to real-world applications. The better idea of varying valve-timing to help combustion instead becomes the best idea of building an engine capable of altering its own compression ratio to take optimum advantage of any valve operation. Read more

Platform, engine, design turn page on Jetta

Luxury-look grille sets off all-new 2019 Jetta.

By John Gilbert

   For decades, I’ve been a loyal fan of Volkswagen. It dates back to when I was a kid and my mom bought a 1960 Volkswagen Beetle, equipped to survive Northern Minnesota winters with an add-on gas heater, which was an amazing device that could transform 20-below winter nights — at the pull of a switch to activate the 747-like roar of the under-dash device —  to 90 above tropical temperature in about  minute, after which you could choose 20 below or 90 above, with no intermediary stops.

   Following along through the era of Rabbits, then Golfs, GTIs, Jettas, Passats, with side-trips to a Scirocco or Corrado here or there, our family, and particularly our two sons, got exceptional service from such VWs.

   So it was with considerable distress that I followed along with the incredible world-wide scandal of the alteration of VW’s 40-plus miles-per-gallon turbo-diesels, which were configured to disable the emission-control stuff except when being tested by the EPA. It turns out, there have been various other companies caught in the same scandal — including virtually all turbo-diesel pickups from the U.S. — but because of the mountain of publicity, it is VW’s to own, and be fined for.

    Most impressive, though, is that Volkswagen didn’t just pull out of the U.S., it made an enormous corporate changeover to rally and stay in the market as a solid performer. Adding SUVs, such as the Tiguan, and the Atlas, helped immeasurably. But with the 2019 Jetta compact sedan, we get to experience the best in German engineering, from a high-tech plant in the U.S., at an amazing bargain price.

Quick, agile Jetta is still roomy family bargain.

   Volkswagen, which owns Audi, has worked with them to develop and perfect a couple of 2.0-liter 4-cylinder engines, with and without turbochargers, depending upon the application. VW also reduced the displacement of the 2.0 to 1.8 and got almost as much performance with even better fuel efficiency. In the process, Volkswagen created an all-new platform, called the MQB, which, after translation, stands for Modular Transverse Matrix.

   An all-new platform can be significant, allowing a vehicle’s unerpinnings to be designed for stiffness from which high-tech suspension and steering geometry can be engineered to be firmed up, balanced, and safer.

SEL Premium Jetta has angled cockpit dash, excellent leather buckets.

With that MQB basis, the new Jetta adds a striking design. The sixth generation served VW well, outselling the popular Golf in the U.S., but its styling was unobtrusively boring, at best. It looked like a child’s soap-carving — and I liked the car! The new Jetta, hitting showrooms by the end of June, 2018 as a 2019 model, has a neater shape, and a very stylish front end and grille. Read more

MAMA Spring Rally springs best new vehicles

Acura made an official debut of the 2019 RDX at the MAMA Spring Rally, raising technology and performance of the midsize SUV.

By John Gilbert

    The opportunity to test drive a car or two every week adds unquestionable zest to the life of an auto journalist. And then there is the MAMA Spring Rally, which sets new standards every spring for members of the Midwest Auto Media Association. True, I’m prejudiced, but I believe the MAMA spring and fall rallies are the best functions any auto membership outfit offers.

   This year’s Spring Rally was conducted on the week leading up to Memorial Day. Over the course of the two days, I drove 17 different vehicles, on the Road America race course, on surrounding rural roads, and on a very challenging autocross circuit. And I still left almost that many more I wanted to get into, but ran out of time. I will be reporting on almost all the new vehicles that were provided for the Rally when they get to the press fleet, but it was good to get a taste of some of the more enticing cars.

   MAMA also has its members vote for Family Car of the Year, and to qualify a car must cost less than $50,000 and have four doors and be aimed at hauling a family. This year, they added a Luxury Family Car of the Year. It won’t be announced until next February at the Chicago Auto Show, but the candidates this year are many.

   Starting in reverse order here, the top vote-getters for Family Car of the Year established the early top candidates: the Hyundai Kona compact SUV, the Ram 1500 full size pickup truck, the new-for-2019 Volkswagen Jetta, the renovated Mazda6 sedan, the Buick Regal Tour-X station wagon, and the Ford Expedition large SUV. In the companion Luxury Car of the Year category, the early favorites are the Volvo XC40 compact crossover SUV, the Acura RDX midsize SUV, the Kia Stinger large performance sedan, and the Range Rover Velar SUV. These are not in order of votes, but make a preliminary list of favorites for the two categories, awaiting final vote-offs at the MAMA fall rally. 

   My personal picks were the Kona, the Ram 1500 the Jetta and Mazda6. Among luxury vehicles, the Volvo XC40, the RDX, and the Jaguar E-Pace were my anticipated favorites, but the vehicle that stole the show for me was the new BMW X2, a low and flashy new compact SUV with a turbocharged 2.0-liter 4-cylinder engine. Maybe it’s too new, but it somehow escaped the scrutiny of most voters.

BMW showed up with its new M5 sedan, left, and newly created X2 compact crossover.

   What we do is gather at the Osthoff Resort in the tiny southeastern Wisconsin town of Elkhart Lake, which includes the legendary 4-mile road-racing circuit in the rolling hillside just outside of town. Our esteemed group’s board of directors stays in running contact with all the auto manufacturers, and they work out agreements to bring their newest vehicles to the track, where close to a hundred media types get to take turns driving nearly a hundred vehicles for one-lap circuits around the track.

Cadillac’s ATS-4 is a coupe version of its hot new turbo-4 sedan.

  Driving all these new cars on the nation’s most legendary road-racing track would be highlight enough for us, but we also get to make some real-world road tests around the winding roads outside the track, and, for good measure, some hot laps around a special autocross track located within the track’s borders. In addition, the folks from Range Rover have set up a special inside off-road track amid the hills and trees of the far side of the track property to test off-road vehicles. Read more

Durango gets racier with SRT 6.4 Hemi

Durango always looks aggressive, and its new SRT with the 6.4 Hemi is more potent than it looks.

By John Gilbert

    Memorial Day weekend is celebrated by many as the ultimate race weekend, mainly because of the Indianapolis 500. Fittingly, then, our subject during Indy week is a vehicle that not only embraces the American drivers’ love of speed with the American family’s current love of SUVs

   We’re talking the Dodge Durango SRT 392, and the test vehicle came in a gleaming white paint exterior, called, cleverly enough, “White Knuckle,” a clearcoat finish that makes its point: Drive this beast, but be ready for lightning quick power requiring maximum driver attention.

   If this all seems familiar, it might be because loyal readers of New Car Picks may recall seeing an all-white hot-rod Dodge Durango, just a few months ago. It was the Durango GT, which came with almost all the visual tricks of the SRT, and with a properly spunky 3.6-liter V6 and an option available up to the 5.7-liter Hemi V8.

Spacious rear can be filled with all that’s needed to move the family — swiftly!

  But it is time to give the Durango SRT 392 its moment in the sun, partly because of the tie-in with Race Weekend, and because the SRT 392 could leave all other Durangos in the weeds. This is more like a Dodge Charger SRT with three rows of seats and a bit more road clearance. And it is just as hot as the car-version Charger or Challenger SRT, because it has the same powertrain.

   The SRT — for street, racing technology — gang hangs out behind the scenes at Dodge, thinking up ingenious ways to get more power out of its pride-and-joy Hemi V8 engines. The “392” is the monster engine, a 6.4-liter V8 fastened to an 8-speed heavy-duty transmission and steering wheel paddles, just in case the highly efficient transmission doesn’t up- or downshift quickly enough.

   Trust me on this: Everything the Durango SRT 392 does it does swiftly enough for any normal performance-driving zealot. With all the firming-up and strengthening of the powertrain and suspension, the SRT 392 sticker price was $75,550. That’s a healthy leap from the more basic models’ range of mid-$30,000 to $60,000, but those who select it are not interested in moderation from a vehicle or its drivetrain or its image. And yet, while the more basic Durango won’t do what the sizzling SRT will do, the SRT 392 will easily settle in and do what a family hauler will do. Read more

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• About the Author

  John Gilbert is a lifetime Minnesotan and career journalist, specializing in cars and sports during and since spending 30 years at the Minneapolis Tribune, now the Star Tribune. More recently, he has continued translating the high-tech world of autos and sharing his passionate insights as a freelance writer/photographer/broadcaster. A member of the prestigious North American Car and Truck of the Year jury since 1993. John can be heard Monday-Friday from 9-11am on 610 KDAL(www.kdal610.com) on the "John Gilbert Show," and writes a column in the Duluth Reader.
  
  For those who want to keep up with John Gilbert's view of sports, mainly hockey with a Minnesota slant, click on the following:
  
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• Exhaust Notes:

  PADDLING
  More and more cars are offering steering-wheel paddles to allow drivers manual control over automatic or CVT transmissions. A good idea might be to standardize them. Most allow upshifting by pulling on the right-side paddle and downshifting with the left. But a recent road-test of the new Porsche Panamera, the paddles for the slick PDK direct-sequential gearbox were counter-intuitive -- both the right or left thumb paddles could upshift or downshift, but pushing on either one would upshift, and pulling back on either paddle downshifted. I enjoy using paddles, but I spent the full week trying not to downshift when I wanted to upshift. A little simple standardization would alleviate the problem.
  
  

  SPEAKING OF PADDLES
  The Mitsubishi Lancer Evolution has the best paddle system, and Infiniti has made the best mainstream copy of that system for the new Q50, and other sporty models. And why not? It's simply the best. In both, the paddles are long, slender magnesium strips, affixed to the steering column rather than the steering wheel. Pull on the right paddle and upshift, pull on the left and downshift. The beauty is that while needing to upshift in a tight curve might cause a driver to lose the steering wheel paddle for an instant, but having the paddles long, and fixed, means no matter how hard the steering wheel is cranked, reaching anywhere on the right puts the upshift paddle on your fingertips.
  
  

  TIRES MAKE CONTACT
  Even in snow-country, a few stubborn old-school drivers want to stick with rear-wheel drive, but the vast majority realize the clear superiority of front-wheel drive. Going to all-wheel drive, naturally, is the all-out best. But the majority of drivers facing icy roadways complain about traction for going, stopping and steering with all configurations. They overlook the simple but total influence of having the right tires can make. There are several companies that make good all-season or snow tires, but there are precious few that are exceptional. The Bridgestone Blizzak continues to be the best=known and most popular, but in places like Duluth, MN., where scaling 10-12 blocks of 20-30 degree hills is a daily challenge, my favorite is the Nokian WR. Made without compromising tread compound, the Nokians maintain their flexibility no matter how cold it gets, so they stick, even on icy streets, and can turn a skittish car into a winter-beater.