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    William Maley

    2019 Cadillac ATS To Only Be Offered As Coupe, CT6 to Drop 2.0T

      More fun with General Motors' VIN Decoder

    We know that Cadillac is planning to shrink down the car lineup with the ATS, CTS, and XTS being replaced by the CT5 in 2019. But there are some other changes afoot for Cadillac's car lineup for 2019 according to GM's VIN Decoder document. 

    The Truth About Cars reports that the ATS and ATS-V Coupe will be sticking around for the 2019 model year. Powertrains and the choice of rear- or all-wheel drive will carry over. It is unclear what transmissions will be offered. Meanwhile, the 2.0L turbo engine for the CT6 will be dropped. The 3.6L will now become the base engine. All models except the for CT6 Plug-In Hybrid will have AWD as standard equipment.

    Cadillac declined to comment when asked about the changes by TTAC.

    Source: The Truth About Cars
    Pic Credit: William Maley for Cheers and Gears

    2019 Cadillac ATS VIN Document.jpg

    2019 Cadillac CT6 VIN Document.jpg



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    I'm reading this slightly different.

    Yes, the ATS sedan will be dropped, but that's because the CT4 will replace it and likely won't be a sedan but rather a hatchback in keeping with JDN's very qualified statement about Cadillac sedans.

    What this sounds like to me is that there won't be a CT4 coupe, at least at first, and the ATS Coupe will stick around for that role until a replacement is ready to go.   

    I'm guessing the CT4 will be a more direct competitor to the CLA/A3... meaning FWD and 4-cylinder turbo only. It will be some sort of sport hatchback coupe crossover with 4 doors.

    The CT5 will be only slightly smaller externally than the current CTS, but will have better packaging and ride on the Omega platform with the CT6.

    Here is where the giant question mark comes up..... If ATS and CTS are going away, what happens to Camaro when its platform mates are dead?  The only possibility I see is if GM has some sort of Alpha 2.0 in the works for CT4/CT5/Camaro to ride on that has the weight savings enhancements that come with Omega.

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    1 hour ago, Drew Dowdell said:

    but that's because the CT4 will replace it and likely won't be a sedan but rather a hatchback in keeping with JDN's very qualified statement about Cadillac sedans.

    Cadillac. Hatchback. ? 

    INTEREST PIQUED! :drool:

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    9 minutes ago, ccap41 said:

    Cadillac. Hatchback. ? 

    INTEREST PIQUED! :drool:

    Yeah... it's sort of a process of elimination.  They've said that the ATS sedan is going away and that Cadillac is cutting down on the number of sedans.  But there will be a CT4 that replaces the ATS in the lineup, so what will that car be?  We know they won't do coupe only, it doesn't make economic sense to. We know that a CT4 won't be a crossover, that's what XT4 will be.  So that leaves hatchback and wagon as possibilities.

    Given that there is technically no longer a Regal sedan,  I'm guessing the correct answer here is "hatchback" or "sportback" if you want to use Buick's terms.

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    2 hours ago, Drew Dowdell said:

    I'm guessing the CT4 will be a more direct competitor to the CLA/A3... meaning FWD and 4-cylinder turbo only.

    That's insane if that happens. RIght now the ATS as configured has numerous advantages over the CLA, primairly much better interior room and RWD / RWD proportions.

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    Like the  CTS2 being simultaneously offered as a COUPE only along with the current gen CTS3.. I expect what they are saying is that the ATS Coupe will be offered as a stand alone option while the CT3/4 will be the Sedan/Hatch car

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    5 minutes ago, balthazar said:

    That's insane if that happens. RIght now the ATS as configured has numerous advantages over the CLA, primairly much better interior room and RWD / RWD proportions.

    Well it's just my own guess.  They could keep it on Alpha and have it RWD/AWD.... but the CLA and A3 have proven that RWD is not needed for sales success.  Mercedes is selling as many 98-Taurus-Shrunk-In-The-Wash as they can while the superior chassis of the ATS doesn't move that well.   If  Cadillac can sell 1.8T/2.0T powered rebadge Cruzes for $30k, I totally see them going for it if the sales are there.

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    3 hours ago, Drew Dowdell said:

    Well it's just my own guess.  They could keep it on Alpha and have it RWD/AWD.... but the CLA and A3 have proven that RWD is not needed for sales success.  Mercedes is selling as many 98-Taurus-Shrunk-In-The-Wash as they can while the superior chassis of the ATS doesn't move that well.   If  Cadillac can sell 1.8T/2.0T powered rebadge Cruzes for $30k, I totally see them going for it if the sales are there.

    Mercedes could sell flaming bags of dog poo as long as they have a 3-point star on them.   The ATS isn't that good of a car, and more importantly Cadillac is a damaged brand that they haven't been able to fix 30 years of damage to.

    C-class, 3-series and Q50 are the top sellers of their brand and Lexus IS is #2 seller at theirs, I think the A4 is the #2 selling Audi.  ATS is in the biggest segment of the luxury market and can't move metal.

    Keeping the ATS Coupe around a model year makes sense, they can probably build a model year's worth of them in about 2 months and have them so there is a 2 door option until something else comes along.

    Who knows on CT4, Cadillac seems to be giving up on cars, and just rebadging Chevy/Buick SUVs.   Dropping the CTS makes 100% sense, there should have never been a 2.0T CT6 just like there never should have been a 2.5 ATS.

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    Why not? There is a 4 cylinder turbo E class and the CT6 weighs less. 

     

    The ATS is a substantially superior vehicle to the CLA in every objective measure... But brand whores prefer the fake pleather Gucci bag over and actual entry luxury performance sedan.

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    1 hour ago, smk4565 said:

    Mercedes sell flaming bags of dog poo as they have a 3-point star on them.  

    Good to know you finally admit what MB really is, a badge on dog poo! :roflmao:

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    Whoa!

    The ATS is EXACTLY what enthusiasts were asking for from a performance  "entry level"  luxury compact car.

    It would be the first of its kind to actually give a BMW 3 Series run for its money.

    Mercedes all through the 1980s, all through the 1990s, all through the 2000s tried and failed BIG TIME and decided to quit on that formula. 

    Cadillac FINALLY got it right! 

    Problem is:

    1. That type of car is no longer in vogue. CUVs from lux brands are what is in vogue.

    2. That type of car was needed for Cadillac in the 1990s. After 2010, many wanting to return to Cadillac seem to want Cadillac to go back to their own true roots. Cadillac seems to not only miss the boat in 1990 in ignoring that segment and half-assing it, but they seem to be ignoring the cry from their own Cadillac following from the 2010s that to be relevant going forward, Cadillac needs to be Cadillac...

    So...although its a sales flop, the ATS is....its NOT because its a bad car. Its just the wrong car for the brand! 

     

    Edited by oldshurst442
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    13 hours ago, oldshurst442 said:

    Whoa!

    The ATS is EXACTLY what enthusiasts were asking for from a performance  "entry level"  luxury compact car.

    It would be the first of its kind to actually give a BMW 3 Series run for its money.

    Mercedes all through the 1980s, all through the 1990s, all through the 2000s tried and failed BIG TIME and decided to quit on that formula. 

    Cadillac FINALLY got it right! 

    Problem is:

    1. That type of car was is longer in vogue. CUVs from lux brands are what is in vogue.

    2. That type of car was needed for Cadillac in the 1990s. After 2010, many wanting to return to Cadillac seem to want Cadillac to go back to their own true roots. Cadillac seems to not only miss the boat in 1990 in ignoring that segment and half-assing it, but they seem to be ignoring the cry from their own Cadillac following from the 2010s that to be relevant going forward, Cadillac needs to be Cadillac...

    So...although its a sales flop, the ATS is....its NOT because its a bad car. Its just the wrong car for the brand! 

     

    It was a victim of timing, and Cadillac's image.  Infiniti and Lexus have found some success w/ their compact luxury sports sedans and coupes in part because of their 'newness' as brands and their Japanese quality reputation.  Cadillac, for better or for worse, has a lot of history and a lot of baggage.  

    So many people my age and younger still today seem to only think of Cadillac as grandpa cars or bling trucks  (Escalade).

    Edited by Cubical-aka-Moltar
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    4 hours ago, Drew Dowdell said:

    I will also point out that these VIN cards are not set in stone.  GM can add to them at any time. 

    Correct, NHTSA's rules say an automaker can submit information until 60 days before production.

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    1 hour ago, Drew Dowdell said:

    Why not? There is a 4 cylinder turbo E class and the CT6 weighs less. 

     

    The ATS is a substantially superior vehicle to the CLA in every objective measure... But brand whores prefer the fake pleather Gucci bag over and actual entry luxury performance sedan.

    Because the CT6 is Cadillac's flagship full size car and the $10,000 cheaper XTS has a V6.   The CT6 should have had the 3.0TT V6 standard because that is what you find in a base model A8 or Lexus LS, and they should have had a V8 option.  At very least the 3.6 V6 could have been the rental/livery spec engine if they needed a value leader at $55k.  

    This is the problem with Cadillac and has been for years, they undershoot the competition and they always make this play as the value choice and water down the car with cheap door handles, cheap trim pieces, Chevrolet engines, etc.

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    In reading all of this....I will say I'm digging the hatchback idea...Caddy really needs to be different to pick up some success here.

    It's time they just benchmark themselves.....

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    12 hours ago, Cubical-aka-Moltar said:

    So many people my age and younger still today seem to only think of Cadillac or bling trucks  (Escalade).

    The funny thing is, the Escalade is no more 'blingy' than the top MB or Range Rover, or most other lux SUVs. It's what sells these top shelf beasts.

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    48 minutes ago, balthazar said:

    The funny thing is, the Escalade is no more 'blingy' than the top MB or Range Rover, or most other lux SUVs. It's what sells these top shelf beasts.

    No waaaaaay none of those offer chrome wheels from the factory, chrome door handles, chrome mirror covers... 

    The Escalade is definitely blingy. 

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    9 hours ago, daves87rs said:

    It's time they just benchmark themselves.....

    Couldn't agree more. 

    I'm glad Lincoln finally realized this and they're just doing themselves now. 

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    24 minutes ago, ccap41 said:

    Couldn't agree more. 

    I'm glad Lincoln finally realized this and they're just doing themselves now. 

    Yep, and naming the cars again too....

    And in honesty, Caddy is never going to be able to beat the Gucci crowd because the other two simply win on image.

    I know GM can do a bang up job when they want to.....but bringing back some hertiage might be a good idea....

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      The ES 350 is a different story as Lexus’ designers pulled off an extensive transformation. Wearing a toned-down version of the brand’s current design language, the new ES has an overall look of something formidable and elegant. The spindle grille is front and center, but Lexus has made it slightly smaller to have fit in with the flowing lines. Other design traits include a sloping roofline and shortened rear deck.
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      Like the exterior, the ES’ interior is completely unrecognizable from the outgoing model. Gone are the cheap feeling and mismatch plastics. In their places is a combination of leather, soft-touch plastics, and wood trim that brings forth a sense of premium uniformity. Ergonomics are also top of the class with such touches as control knobs sitting on either side of the instrument panel, and controls for the climate and audio being in easy reach for driver and passenger.
      Those sitting in the front are treated to leather-covered seats that provide an excellent balance between support and coddle. Those sitting in the back seat might complain about the low position, but will like the ample amount of head and legroom.
      Stepping inside the Avalon Hybrid, Toyota has given it a major makeover. Gone is the flowing and rounded center stack with capacitive touch controls. Instead, the Avalon uses a narrower and blocky center stack with actual buttons. I’m sad to see the touch controls go away as I found them to be quite responsive. Toyota likely dropped them as buyers complained there was no feedback - a click sound or pulsation - to whoever was using it. Other changes include a slim chrome bar running along the dash vents and more color choices.
      Finding a comfortable position in the Avalon was no problem due to the numerous amount of power adjustments available on the Limited. Like the ES, the Avalon’s seats strike the balance of comfort and support just right. In the back, there is an abundance of legroom that allows passengers to stretch out. Headroom is fine for most adults.
      Infotainment
      Toyota has installed the latest version of Entune for the 2019 Avalon. While looking somewhat dated with a muted color palette and dull screen, Entune retains its ease of use. The menus with large touchscreen buttons make it very easy to move around the system, along with clearly marked buttons and knobs sitting on either side. Toyota has also got with times and made the Avalon the first model to feature CarPlay integration. Those wanting Android Auto will need to wait until 2020.
      If there is an Achilles heel to the ES 350, that would be Lexus’ Remote Touch. I have written numerously about how using this system is not only a pain, but very distracting when driving. Take for example changing an XMSirius station.
      Look at the screen to see where the cursor is. Use the touchpad to move the cursor to the station you want, making sure to keep an eye on the screen. Press down on the touchpad to make the selection, hoping you’re finger doesn’t slip and causes something else to happen. This whole routine plays out time and time again whenever you want to do something. Even Apple CarPlay which was introduced for 2019 is a pain to use with Remote Touch. There is salvation on the horizon. Earlier this year, Lexus unveiled an updated RX crossover with a touchscreen for the infotainment system. The automaker said that it will be available on other models in the coming years. Here’s to hoping the ES is one of the first recipients. 
      Performance
      Both vehicles come with the choice of either a 3.5L V6 or hybrid system using a 2.5L four-cylinder. An eight-speed automatic is teamed with the V6. The hybrid uses a CVT.
      The 3.5 V6 has been given a bit more power for 2019, now producing 302 horsepower and 267 pound-feet of torque. This bump makes for a noticeable improvement in overall acceleration, feeling slightly quicker than the last ES 350 I drove. Power builds on a smooth and linear fashion. The engine is also noticeably refined, with barely a rumble coming from underneath the hood. 
      With only a total output of 215 horsepower, the hybrid system in the Toyota Avalon may seem underpowered. This is only an issue when climbing a steep hill or needing to make an immediate pass. Otherwise, the hybrid system provides plenty of oomph for the daily drive. I like how the system seamless transitioned from electric to hybrid power with only a minimal buzz coming from the engine bay. Like other Toyota hybrids, the Avalon Hybrid can travel on electric power alone - albeit a short distance and at speeds below 25 mph.
      In EPA testing, the ES 350 returns 22 City/33 Highway/26 Combined and the Avalon Hybrid returns 43 City/43 Highway/43 Combined. I clocked averages of 25 in the ES 350 and 40 in the Avalon Hybrid.
      Ride and Handling
      Aside from engines, the Avalon Hybrid and ES 350 share another vital component. Under the skin of both models is a version of Toyota New Global Architecture (TGNA) known as GA-K. This variant provides the stiffer structure and lower-center of gravity found on other TGNA models, but allows both Toyota and Lexus to build larger front-wheel drive vehicles.
      In the Avalon Hybrid, the move to GA-K doesn’t change much. The last-generation model showed that you could have good driving dynamics and retain a mission of comfort. The new model continues that with slightly improved handling and sharper steering response. The ES 350 is a different story. Changing over to GA-K transforms the model from a creampuff on wheels to a luxury sedan with that can take corners without embarrassing itself. Body roll is significantly reduced and the steering responds to inputs without fuss. Neither one of these sedans will challenge the likes of the Germans or the Kia Stinger GT, but they will not fall over and cry uncle when pushed.
      Ride quality is still one of the impressive points for both models. On some of roughest, pothole-ladened streets that the Metro Detroit has on offer, the Avalon Hybrid and ES 350 made it feel like mere ripples. Not much outside noise comes inside the cabin of either model, making them a perfect place to decompress after a long day.
      Verdict
      Let’s begin with the 2020 Avalon Hybrid. This updated sedan didn’t surprise me and that’s fine. Aside from the styling, Toyota made small changes to address certain issues of the previous-generation and build upon its strengths. Getting 40 MPG is still an impressive trait for such a big sedan. With a starting price tag of $35,560 for the gas version and $36,650 for the hybrid, the Avalon is still the one to buy if you want the luxuries of the ES without the luxury tax.
      The ES 350, on the other hand, is the more impressive of the two. You have to wonder if Lexus was motivated by what Toyota was able to pull off with last-generation Avalon. In a lot of ways, the ES 350 looks and feels like a proper luxury car. Add in a new platform that doesn’t make you feel like you’re going to tip over and Lexus is very close to that idea of “Experience Amazing”. The only fault is Remote Touch which sours many of the dramatic improvements. If Lexus can get that new touchscreen into the ES ASAP, I would gladly give it my “Most Improved Car of the Year” award. 
      How I would configure a 2019 Lexus ES 350 or Toyota Avalon Hybrid
      Starting with the ES 350, I would skip the base model and go with the Luxury trim. This adds such items as leather upholstery, heated and ventilated seats, and ambient lighting. On top of this, I would add Blind Spot Monitoring package and a power rear sunshade. With destination, I'm out the door with a final price of $45,540.
      For the Avalon Hybrid, I would pick the XSE. This is positioned as the sporty model with various exterior treatments including a mesh insert for the grille. Other standard equipment includes a moonroof, leatherette and suede upholstery, and wireless phone charging. The only two options I would tick are the Ruby Flare Pearl paint and 14-Speaker JBL Audio System. Add destination and the final price comes to $41,480.
      Alternatives
      Genesis G80: A perennial favorite, the G80 slots between the Avalon Hybrid and ES 350 in terms of price - $41,750. It comes showered with loads of standard equipment and an excellent engine lineup. It cannot match the ES and Avalon in terms of interior design, but provides a more modern and easier to understand infotainment system. Ride quality is similar in all three vehicles, but the ES and Avalon have a slight edge in handling. Disclaimer: Toyota Provided the vehicles, Insurance, and One Tank of Gas 
      Year: 2019
      Make: Lexus
      Model: ES 350
      Trim: Luxury
      Engine: 3.5L DOHC 24-Valve with Dual VVT-i V6
      Driveline: Front-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 302 @ 6,600
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 22/33/26
      Curb Weight: 3,649 lbs
      Location of Manufacture: Georgetown, Kentucky
      Base Price: $42,755
      As Tested Price: $45,955 (Includes $1,025 Destination Charge)*
      Options:
      Blind Spot Monitor with Rear Cross-Traffic Alert, Intuitive Parking Assist with Auto Braking - $1,065.00
      18-Inch Split Five-Spoke Alloy Noise Reduction Wheels - $950.00
      Wood and Leather Trimmed Steering Wheel - $300.00
      Power Rear Sunshade - $210.00
      *No window sticker was provided for the ES 350. This is me taking a guess as to final price and options.
      Year: 2019
      Make: Toyota
      Model: Avalon Hybrid
      Trim: Limited
      Engine: 2.5L 16-valve DOHC with Dual VVT-i Four-Cylinder, 650V Electric Motor
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 176 @ 5,700 (Gas);  118 (88 kW) (Electric); 215 (Total Output)
      Torque @ RPM: 163 @ 3,600-5,200 (Gas)
      Fuel Economy: City/Highway/Combined - 43/43/43
      Curb Weight: 3,715 lbs
      Location of Manufacture: Georgetown, Kentucky
      Base Price: $42,800
      As Tested Price: $45,118 (Includes $920.00 Destination Charge)
      Options:
      Advanced Safety Package - $1,150.00
      Carpet Mat Package - $248.00
    • By William Maley
      Expectation can be a very dangerous thing. You come into something thinking it will blow your mind and more often than not, it comes up short. That’s how I felt during the first few days into a loan of a 2019 Buick Regal GS. What was being presented didn’t match up with my experience. But over the week I had the vehicle, it began to grow on. That isn’t to say some issues need to be addressed.
      At first glance, you might think Buick decided to stick with a sedan shape. But the sloping rear hatch gives away its true identity as a Sportback. This helps give the impression that the Regal is sporty, helped further by short overhangs. By adding small touches such as large front air intakes, GS-specific 19-inch wheels. Brembo front brake calipers finished in Red, and a small lip spoiler, the GS transforms the Regal into looking like a red-blooded sports sedan. 
      The interior sadly doesn’t match up with what is being presented on the outside. While there was some effort to make the GS stand out with faux carbon-fiber trim, special sport seats, and GS badging, it doesn’t quite match with what is being presented outside. Not helping are some cheap plastics littered throughout the Regal GS’ interior. If this was a standard Regal, I may have given it a slight pass. But considering this GS carries a price of almost $43k, it becomes a big issue. The interior does redeem it somewhat with a logical and simple layout. No one had any complaints about whether the controls were confusing or hard to reach.
      Let’s talk about the front seats, The Regal GS comes fitted with racing-style front seat with aggressive side bolstering and faux holes towards the top where the belts for a harness would go into. This design seems more at home in a hardcore Corvette than a Buick. Before you start thinking that the seat design only allows a small group of people to fit, Buick has fitted adjustable bolstering to allow a wide set of body types to sit comfortably. With this and other power adjustments, I was able to find a position that suited me. Over a long drive, the seats were able to provide the right amount of support and comfort.
      The back seats don’t get the same “race car” treatment as the front, but they do offer ample head and legroom for most passengers. Cargo space is quite impressive with 31.5 cubic feet with the seats up and 60.7 when folded. The Kia Stinger I drove back in January pales in comparison with 23.3 and 40.9 cubic feet.
      The Regal GS features an eight-inch touchscreen with the new Buick Infotainment 3 system. As I mentioned in my Silverado/Sierra 1500 review, the new system is worlds better than Intellilink. The interface has been cleaned up with simpler graphics and fonts that are much easier to read. Also seeing noticeable improvements is the overall performance. The system is much faster when bringing up different functions or crunching a route on the optional navigation system. Apple CarPlay, Android Auto, and OnStar 4G LTE round off the system. 
      With the effort Buick has put in, you might have the feeling that the Regal GS has something special under the hood. That isn’t the case. Under the hood of the GS is GM’s venerable 3.6L V6 with 310 horsepower and 282 pound-feet. While the V6 packs 40 more horsepower than the 2.0L turbo-four from the last-generation model, it is also down 13 pound-feet. This absence becomes apparent when you decide to sprint away from a stoplight or exiting a corner as you need to work the engine to get that rush of power. A numb throttle response doesn’t help. If you resist from attack mode, the V6 reveals a quiet and refined nature. But again, you will need to work the engine when merging or making a pass.
      Before someone shouts “put a turbo on it”, Buick cannot do that as there isn’t enough space in the engine bay due to the design of the platform. We’ve known about this issue since 2016 when Holden was gearing up to launch the Commodore - its version of the OpelVauxhall Insignia.
      The nine-speed automatic transmission goes about its business with unobtrusive shifts when going about your daily errands, but offers up snappy shifts when you decide to get aggressive. A glaring omission on this sports sedan is the lack of paddle shifters. 
      Fuel economy for the 2019 Regal GS is 19 City/27 Highway/22 Combined. I saw an average of 20 during the week. This can likely to be attributed to the test vehicle having under 1,000 miles on the odometer. 
      On paper, the Regal GS’ handling credentials seem top-notch with Continuous Damping Control (CDC) system and a GKN all-wheel drive system featuring a twin-clutch torque-vectoring rear differential. The latter allows a varying amount of power sent to each rear wheel to improve cornering. In the real world, the GS is more Grand Tourer than Gran Sport. While the sedan shows little body roll, its reflexes are slightly muted due to a nearly 3,800 pound curb weight. The steering provides a decent amount of weight when turning, but don’t expect a lot of road feel. What about that AWD system? For the most part, you really won’t notice working unless you decide to push the limits or practice your winter driving skills in a snowy and empty parking lot. 
      Thanks to the CDC system, the Regal GS’ ride is surprisingly smooth. With the vehicle in Tour, the suspension glides over bumps and imperfections. The ride begins to get choppy if you One area that I’m glad Buick is still focusing on is noise isolation. Road and wind noise is almost non-existent. 
      The 2019 Buick Regal GS is a case of expectations being put too high. Despite what the exterior and sports seats of the interior may hint at, this isn’t a sports sedan like a Kia Stinger GT or something from a German luxury brand. But my feelings began to change when I thought of the GS as being more of a grand tourer. It has the ingredients such as a refined powertrain, a suspension that can be altered to provide either a comfortable or sporty ride; and minimizing the amount of outside noise.
      There lies the overall problem with Regal GS as Buick doesn’t quite know what it wants to be. Does it want to be a sport sedan or a luxury sedan with grand tourer tendencies? This confusion will likely cause many people to look at something else which is a big shame.
      How I Would Configure a 2019 Buick Regal GS.
      My particular configuration would be similar to the vehicle tested here with the Driver Confidence Package #2, Sights and Sounds, and Appearance packages. The only change would be adding the White Frost Tricoat color, which adds an additional $1,095 to the price. All together, it comes out to $44,210.
      Alternatives to the 2019 Buick Regal GS:
      Kia Stinger: The big elephant in the room when talking about the Regal GS. For a similar amount of cash, you can step into the base GT model with its 365 horsepower twin-turbo V6 and rear-wheel drive setup (AWD adds $2,200). I came away very impressed with the styling, performance on tap from the V6, and handling prowess. Downsides include the interior design being a bit too minimalist and the ride being a bit rough. Volkswagen Arteon: The other dark horse to the Regal GS. There is no doubt that the Arteon is quite handsome with flowing lines and sleek fastback shape. Having sat in one at the Detroit Auto Show earlier this year, I found it to be very roomy and upscale in terms of the interior materials. I hope to get some time behind the wheel in the near future to see how it measures up in handling. Disclaimer: Buick Provided the Regal GS, Insurance, and One Tank of Gas
      Year: 2019
      Make: Buick
      Model: Regal
      Trim: GS
      Engine: 3.6L V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,800 
      Torque @ RPM: 282 @ 5,200
      Fuel Economy: City/Highway/Combined - 19/27/22
      Curb Weight: 3,796 lbs
      Location of Manufacture: Rüsselsheim Germany
      Base Price: $39,070
      As Tested Price: $43,115 (Includes $925.00 Destination Charge)
      Options:
      Driver Confidence Package #2: $1,690.00
      Sights and Sounds Package: $945.00
      Appearance Package: $485.00

      View full article
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