As you can see, much of the fascia on the GS has been reworked: new grille, new headlights, and notably, no more ventiports in the hood.
The Buick tri-shield has been restored to tricolored glory, and the blacked-out grille has picked up a flash of angular chrome. The overall impression is a wider, sleeker car.
The profile of the new Regal GS is more shapely, with the surface curves accentuated. The front and rear are in proportion, but if I might offer a complaint, the hood could be longer.
... there's plenty of space back there. My family and I used the Regal GS to make a run out to the East End of Long Island, and our gear didn't stress the car in the least.
In this day and age, a straightforward, non-turbo 3.6-liter V6 is an oddball. The Regal's makes 310 horsepower and brings 282 pound-feet of torque to the party. Fuel economy is fair: 19 mpg city/27 highway/22 combined.
The driver is presented with a pretty basic set of analog gauges and a small information screen in classic Buick blue-green.
The steering wheel feels great, is leather-wrapped and perforated, and offers buttons to the left ...
... and buttons to the right. But no paddle shifters for the available manual mode. Good riddance I say! And I say that with the understanding that the Regal GS has a dandy twin clutch transmission that might justify paddles. Honestly, it's more fun to just drive the GS and not shift gears like and F1 pilot.
Climate controls are minimal and easy to use. In Northeastern summer heat, I welcomed the cooled-seats feature.
The Regal GS' horsepower is piped with an all-wheel-drive system by a nine-speed automatic transmission. You can manipulate the gears yourself using the shifter.
Three drive modes: Standard, Sport, and GS. The real action happens with GS, which noticeably tightens up the steering, firms up the ride, and intensifies the shifts.
The Bose audio system is part of a $945 upgrade package. It's terrific — and that's why it won Business Insider's Audio System of the Year award in 2017.
The infotainment system runs Buick's IntelliLink interface on an eight-inch central touchscreen.
It provides capable navigation and media options, with all the usual AUX/USB options, plus 4G LTE wifi connectivity.
But a new addition is GM's Marketplace, which integrates retail partners.
For example, ExxonMobil is a partner, meaning that you can use the infotainment system to locate gas station and buy gas without having to mess with a credit card.
All this connectivity is delivered through Buick's venerable OnStar system, which can also provide communications and make emergency calls.
And now for the verdict!
Well, you already knew that I loved the car, right?
Did I love it as much as the previous generation Regal GS? No. Not quite. But I still thought the latest gen was a fine automobile and a great value relative to the competition. (The previous-gen was peppier, more of a pure sport sedan.)
Some might say the Regal GS is underpowered for a sport sedan, with those mere 310 ponies. But the power delivery of the 3.6-liter V6 is linear rather than turboed herky-jerky, so once you grow accustomed to modulating the throttle in your preferred drive mode, you can engage in some smoothly spirited driving. (And if the horsepower complaints keep coming, Buick can always slap a turbo on the 3.6-liter six banger and call it a Regal GSX.)
At stoplights, the auto start-stop engages by default and can't be switched off. This will annoy some drivers to no end, but I've now experienced it in several Buicks and can report that one gets used to it quickly, thanks to its unobtrusive operation. It cuts down on emissions and improves fuel economy as well.
What's really great about the Regal GS is that it's just as compelling as a long-range cruiser as it is a short-range fun machine. Audi, BMW, and Mercedes have a more difficult time on this front because their customers demands a crisp sporting presence no matter what. Softness is weakness.
In Standard mode, the Regal GS, by contrast, feels classically Buick: pliable and easygoing. In Sport, it perks up, and in GS mode, it snarls. This makes it the ideal all-purpose sport sedan, and with that very nice sub-$50,00o sticker price, an authentic value proposition. I like bimmers and Benzes as much as the next guy, but if I'm going to drive a car seven days a week, I'd rather have the Buick.
OK, sure, I'm a bit of an oldster and therefore primed to prefer the Regal to an Audi. But who cares? It's nice to know that Buick has my needs in mind and can leave the youthful pleasures to those who are required to serve them up.
The breeze-to-use infotainment system clinches the deal for me. While the Regal GS is more near-luxury than true luxury, its infotainment setup handily beats out what's on offer from Mercedes and BMW and challenges Audi's (our two-years-running Infotainment System of the Year). For the most part, it works better, with an interface that's intuitive and a pleasing lack of intricate Germanic decision trees, beloved by engineers and detested by people who aren't engineers.
Remember, too, that the Regal GS is at base a German ride. But it represents a hybrid of American thinking about interface design and European ideas about how an automobile should perform.
That's called the best of both worlds, and it's why the Regal GS is a winner.