Buick Regal
Going for the gusto, Buick's Regal GS is a midsize sedan for the performance-minded driver.
While riding on the same platform and sharing some mechanicals with the more sedate Century, the Buick Regal GS offers spirited acceleration and nimble handling. Before General Motors assigned specific niches to its several divisions, Buick was in the thick of the performance race. While the Buick Regal GS isn't exactly a throwback to the Gran Sports of the late sixties and early seventies, it is a fun-filled machine with credible performance credentials.
At the core of the GS is the supercharged version of GM's venerable 3800 V-6. In its normally aspirated state, the 3800 delivers 195 horsepower and decent enough acceleration. However, bolting a supercharger on to this 3.8-liter power plant changes its character entirely. Now it generates 240 horsepower and 280 pounds-feet of torque. This is sufficient to get the Buick Regal GS rolling to 60 mph from a standing stop in less than eight seconds. A slippery four-speed automatic transmission ushers engine output to the front wheels. Fuel economy is about what you would expect in this size car reflected by its miles-per-gallon rating of 17 city/27 highway.
There is more to the Buick Regal GS than simply a beefed-up engine. Its suspension has also been tuned for firmer handling. Without sacrificing its signature Buick ride, the Grand Touring suspension gives the Buick Regal GS more poise in the corners. Yes, it does feel a bit tighter, but the ride is still quite pliant. Four-wheel disc brakes supervised by an anti-lock system bring the Buick Regal to controlled stops. The GS rides on 16-inch tires.
The GS interior is surprisingly luxurious. Leather is standard and it covers front bucket seats that are well-shaped and comfortable. In a pinch three adults can fit across the rear seat, but two would prove a better fit. Wide door openings make for easy entry and exit. A full gauge package would seem appropriate for a car with some sporty pretensions, but for some reason the GS doesn't get the full compliment of gauges. This and the lack of an inside-mounted trunk release are the only shortcomings I could find in an otherwise handsomely styled and logically arranged interior. Dual-zone manual climate control is standard along with remote keyless entry and six-way power driver's seat. The large trunk is easily accessed through a wide opening created by a trunk lid that opens to a full 90-degrees. The liftover is bumper high.
Driving the Buick Regal GS can be a lot of fun. Anything but stodgy, the GS perks right up when properly motivated with a foot to the accelerator. It springs away from green lights and doesn't run out of breath on the open highway. While it's not a sports car, it certainly handles more crisply than many midsize family sedans. It can corner aggressively and its variable-speed, power-assist steering provides an ideal amount of resistance at any velocity. Buick put some thought into Buick Regal GS and the payoff is a sedan that behaves more like the near-luxury import that it aspires to be than the budget-priced family car that it is.
Base sticker for the Buick Regal GS is $23,790. This is about $3,000 more than the Buick Regal LS, but the extra money translates into substantially improved performance, enhanced handling and a more luxurious passenger compartment. It's money well spent. Standard equipment on the GS that hasn't already been mentioned includes dual air bags, height-adjustable front shoulder belts, daytime running lamps, leather-wrapped tilt steering wheel, traction control, 16-inch aluminum wheels, cruise control, programmable power door locks, power windows, dual power heated outboard mirrors, four-speaker AM/FM stereo/cassette and rear-seat armrest. My test GS also had chrome wheels ($650), and the Prestige Package ($915) with electrochromic inside rearview mirror, six-way power passenger seat, trunk convenience net, automatic dual-zone temperature control, steering-wheel-mounted redundant audio controls and upgraded audio system with CD player. Adding on the $550 destination charge brought the price as tested to $25,905.
The Washington Times
September 18, 1998
Heaps, Russ