• Sign in to follow this  
    Followers 0

    Review: 2014 Buick Regal GS AWD


    • Driving With A Black Sheep


    In every automotive manufacturer’s lifecycle, they will at least once build a black sheep. A vehicle which doesn’t quite fit into their lineup, despite how good or bad it is. A perfect example is the Buick Grand National. Taking the Regal Coupe, Buick dropped in a turbocharged V6 which produced anywhere between 200 to 245 horsepower and could smoke a number of performance vehicles in the era. But it didn’t quite fit in with Buick’s smooth-riding, luxury vehicles. Thus it became a black sheep, one that would become legendary in its own right.

    The black sheep phenomenon seems to be making a return to Buick. Along the rows of the luxurious and quiet vehicles sitting on dealer lots, there’s also a vehicle who has those traits along with a bit of performance. It may not wear the Grand National nameplate, but it wears one that possibly has similar value: Regal GS.

    Buick has given the entire Regal lineup some changes for the 2014 model beginning with the exterior. For the Regal GS, those changes include a new front clip with a bigger grille and a new trunk lid. Decked out in red paint and featuring inlet vents that look like vampire fangs, the Regal GS has an outlook of quiet aggression. It doesn’t look like it wants to fight, but if its provoked, the Regal GS will throw down.

    Inside, Buick made some key changes to the Regal GS’ interior There’s a new instrument cluster with a color screen that displays the speedometer and trip computer information. The center stack has been revised with less buttons (thank you), a new climate control system with capacitive touch controls which are hit and miss when your trying to change the temperature or turn on the heated seats; and a larger touchscreen with the latest version of Buick’s Intellilink infotainment system which is easy to use for the most part.

    2014 Buick Regal GS 10

    The interior is trimmed in high quality leather and soft touch materials, along with black trim to accent the sporty image. The front sport seats are very comfortable and are able to keep you in place if you decide to be exuberant with your driving style. The back seat provides very good legroom, while headroom can be tight for taller passengers due to the sloping roofline.

    For impressions on the powertrain and handling, see page 2.


    Previously, the Regal GS produced 270 horsepower and 295 pound-feet of torque from a turbocharged 2.0L four-cylinder. For 2014, Buick cut back the horsepower to 259. But in turn, Buick adjusted where maximum torque was available. In this case, they lowered the point. Buick also increased the RPM range of where you have that torque (2,500 to 4,000 rpm if you're wondering). Like before, the Regal GS is available with either a six-speed manual or automatic. However, new for 2014 is the introduction of a all-wheel drive model with a six-speed automatic. The all-wheel drive system can send up 90 percent of power to the rear wheels.

    2014 Buick Regal GS 9

    Like the previous GS, the current model offers three different drive modes. Normal provides a nice balance of efficiency and performance. Sport firms up the suspension, while GS firms up the suspension even further, quickens the shifts of the six-speed transmission, sharpens up the throttle response, and sends 15 percent more torque to the rear wheels.

    I wasn’t sure what to expect when I drove the Regal GS onto one of the roads I use for evaluation. But I can say my jaw was on the floor once I finished driving. Put the Regal GS into the GS mode and it becomes something along the lines of a German sedan. The engine spools up quickly and gets the close to 4,000 pound vehicle moving at a rapid pace. Power is always ready whenever you need it. You also notice the all-wheel drive working, shifting power around to keep the vehicle moving and in control. The six-speed automatic is quick on up or downshifts, though I was wishing for a set of paddles so I could play around with gear selection.

    Then there is the Regal GS’ handling. Drive it into a corner, and the GS hunkers down. There is minimal body roll and the steering provides excellent weight and feel. Agility was very good and felt like you could push the GS a lot further than you thought at first.

    But what happens when you drive the Regal GS day to day? Well, the Regal GS has a much stiffer ride than the standard Regal. Even in the normal mode, the Regal GS does bounce around a little bit more than you'd think. I was thankful I had the standard nineteen-inch wheels and not the optional twenty-inch ones as this would only exacerbate this problem. But the Regal GS does retain Buick’s notion of providing a quiet ride.

    The 2014 Buick Regal GS AWD is an excellent all-weather performance vehicle that could give many competitors, even the Germans a run for their money. But I fear that the Regal GS will go down in history as a black sheep much like the Grand National. Why? Well, Buick lists the Regal GS’ competitors such as the BMW 3-Series and Mercedes-Benz C-Class. A tough set of competitors, many people don’t think of Buick as being a competitor to those brands. The other reason is price. A 2014 Regal GS AWD starts at $39,270. My tester rang in at $43,780. A fair price with all of the options on it, but for many, it will likely make their eyes drop out.

    2014 Buick Regal GS 5

    This price problem is further exacerbated by another General Motors model; the Buck Regal Turbo. Both models have the similar engines, choices of drivetrains, and number of other items. The difference is that Turbo costs less than GS. This brings up the question of why buy the GS at all. The best answer I can give is that the GS offers more performance thanks to a number of enhancements under the hood and the suspension.

    If you like being a bit outside the norm, the Regal GS is worth a look.

    Disclaimer: General Motors Provided the Buick Regal GS, Insurance, and One Tank of Gas

    Year: 2014

    Make: Buick

    Model: Regal

    Trim: GS AWD

    Engine: 2.0L DOHC Turbocharged Four-Cylinder

    Driveline: Six-Speed Automatic, All-Wheel Drive

    Horsepower @ RPM: 259 @ 5300

    Torque @ RPM: 295 @ 2500-4000

    Fuel Economy: City/Highway/Combined - 19/27/22

    Curb Weight: 3,981 lbs

    Location of Manufacture: Oshawa, Ontario

    Base Price: $39,270.00

    As Tested Price: $43,780.00 (Includes $925.00 Destination Charge)

    Options:

    Driver Confidence Package #2 - $1,695.00

    Sunroof - $1,000.00

    Driver Confidence Package #1 - $900.00

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    0


      Report Article
    Sign in to follow this  
    Followers 0


    User Feedback


    Outstanding write up, learned allot. and Love the interior, far better than most cars out there especially the crazy floating look of the Nav found on the German brands.

     

    Question, did they say why they had to drop the HP? Was it due to the AWD system? Do you know if you can reprogram it to capture the additional HP and still get the Torque at the lower RPM level?

     

    I can see this car as getting Tuners excited and after markets building options for it.

     

    Nice Job, Thank you :metal:

    0

    Share this comment


    Link to comment
    Share on other sites

    Question, did they say why they had to drop the HP? Was it due to the AWD system? Do you know if you can reprogram it to capture the additional HP and still get the Torque at the lower RPM level?

     

    Nice Job, Thank you :metal:

     

    Two-fold answer I think: New version of the 2.0L Turbo and a focus on more efficiency. I really think this car could do a bit more power as it could handle it, also give so much needed breathing space between it and the Regal Turbo.

    0

    Share this comment


    Link to comment
    Share on other sites
    Guest Brandon

    Posted · Report

    I owned a 2013 Regal GS with a manual transmission. I love that car. It was simply amazing. I ended up trading it for a crew cab 6.2L sierra, every time I drove it, it turned me into a different person, a speed loving animal, I couldn't get behind the wheel without wanting to drive like I stole it, so I traded for something a little more practical.

    0

    Share this comment


    Link to comment
    Share on other sites

    All seriousness. That is exactly what the Regal needs. 3.6LTT, more precisely: a 2.5L 200hp, 2.0Lturbo 260hp, 3.6L 305HP (GS w AWD), TT3.6L 370HP (w AWD GNX) Wagon, Coupe, and a convertible (same for ATS and CTS, and Verano while we are at it.. and Malibuicon1.png too dang it)

     

    opel_insignia_opc_wagon_11.jpg

    0

    Share this comment


    Link to comment
    Share on other sites

    Question, did they say why they had to drop the HP? Was it due to the AWD system? Do you know if you can reprogram it to capture the additional HP and still get the Torque at the lower RPM level?

     

    I can see this car as getting Tuners excited and after markets building options for it.

     

    Nice Job, Thank you :metal:

     

     

     

    Yes.. The available Haldex AWD system caused them to have to augment the exhaust system creating more back-pressue.. thus the loss of 11 HP. The acceleration of the car was not changed tho, and now it handles as well has most RWD cars I can think of with no torque steer. One could easily tune the 2.0L up to 300HP.. I've seen even more.

    0

    Share this comment


    Link to comment
    Share on other sites

    I think this car should stick with Turbo-4s and not get V6es.  It would ruin the balance the car has.

     

    It's the same reasoning I prefer the ATS 2.0T to the 3.6.

    0

    Share this comment


    Link to comment
    Share on other sites

    I think this car should stick with Turbo-4s and not get V6es.  It would ruin the balance the car has.

     

    It's the same reasoning I prefer the ATS 2.0T to the 3.6.

     

    I still need to get my hands on the ATS 2.0T. I think the 3.6 is ok, but needs more torque on the low end.

    0

    Share this comment


    Link to comment
    Share on other sites

    I owned a 2013 Regal GS with a manual transmission. I love that car. It was simply amazing. I ended up trading it for a crew cab 6.2L sierra, every time I drove it, it turned me into a different person, a speed loving animal, I couldn't get behind the wheel without wanting to drive like I stole it, so I traded for something a little more practical.

     

    100% agreed. I get to drive a lot of incredible new vehicles day to day, but there was a "wow" balance, feel, power, steering, braking, ride, comfort, etc to my GS that I've not had in any other car yet. My G8 GT was the only other car I enjoyed as much, in a different way. The old Turbo 2.0T was fun too, and liked to scream.

     

    Until you've driven this car, you don't understand, and I'm glad I did for almost 2 years even if I rarely did so :thumbsup:

    1

    Share this comment


    Link to comment
    Share on other sites

    Is the 2.0 T the same one that is in the CTS? If so there had to be something wrong with mine as the gas mileage was terrible and even in sport mode, the turbo lag was noticeable and pathetic. Was not impressed.

    0

    Share this comment


    Link to comment
    Share on other sites

     

    I owned a 2013 Regal GS with a manual transmission. I love that car. It was simply amazing. I ended up trading it for a crew cab 6.2L sierra, every time I drove it, it turned me into a different person, a speed loving animal, I couldn't get behind the wheel without wanting to drive like I stole it, so I traded for something a little more practical.

     

    100% agreed. I get to drive a lot of incredible new vehicles day to day, but there was a "wow" balance, feel, power, steering, braking, ride, comfort, etc to my GS that I've not had in any other car yet. My G8 GT was the only other car I enjoyed as much, in a different way. The old Turbo 2.0T was fun too, and liked to scream.

     

    Until you've driven this car, you don't understand, and I'm glad I did for almost 2 years even if I rarely did so :thumbsup:

     

     

    I only drove it for a week, and get what makes this car special.

    0

    Share this comment


    Link to comment
    Share on other sites

    Too much coin for too little power and interior space.

    I think the power and interior is right on for this category and competition. GM needs to work on the pricing issue. One wonders how much of this auto is really built here compared to importing from Europe which has much higher costs.

    0

    Share this comment


    Link to comment
    Share on other sites

    Very little, if any, comes from Europe.

    So do you think they are just trying to get a bit extra profit for the auto then and if it does not sell well they can say see no one wanted these type of auto's under the Buick name plate.

    0

    Share this comment


    Link to comment
    Share on other sites

     

    Very little, if any, comes from Europe.

    So do you think they are just trying to get a bit extra profit for the auto then and if it does not sell well they can say see no one wanted these type of auto's under the Buick name plate.

     

     

    The Regal is about quality rather than quantity.  If you're looking for raw speed, this isn't your car. If you're looking for the most cubic feet of passenger room for your dollar, this isn't your car.

     

    The Regal is your car if you want an excellently balanced sedan with plenty of pickup, in a solid and luxurious package, at a price that doesn't break the bank compared to equally equipped competition.

     

    The price premium for the GS trim is a bit excessive in my opinion, but it does get higher end tech not available in the regular Regal.

     

    If it were my money, I'd probably go for a top of the line non-GS.

    0

    Share this comment


    Link to comment
    Share on other sites

    $40k+ for this is almost as bad as $40k+ for a Maxima or Cadenza but at least those are a bit bigger with more room.  For $40k you can get a 3-series, or even an Acura TSX or Lincoln MKZ if you want 2nd rate luxury badge.

    0

    Share this comment


    Link to comment
    Share on other sites

    $40k+ for this is almost as bad as $40k+ for a Maxima or Cadenza but at least those are a bit bigger with more room.  For $40k you can get a 3-series, or even an Acura TSX or Lincoln MKZ if you want 2nd rate luxury badge.

    Yet the statistics show the Maxima and Cadenza to not be as big as the Regal and the 3 series, TSX and MKZ sure do not have the room with only average quality, average materials.

    0

    Share this comment


    Link to comment
    Share on other sites

    $40k+ for this is almost as bad as $40k+ for a Maxima or Cadenza but at least those are a bit bigger with more room.  For $40k you can get a 3-series, or even an Acura TSX or Lincoln MKZ if you want 2nd rate luxury badge.

     

    The Maxima doesn't have the interior niceness. The Cadenza doesn't have the handling nor the solid feel, scratch the surface and you find the underlying Kia cheapness.

    To get all the same equipment as this Regal GS in a BMW 328, you have to spend another $6,000 and you're still down on power.

    The MKZ is junk... there... I said it.

     

    The TLX is the most natural competitor from an equipment and price perspective and it comes with a V6.  It doesn't really float my boat looks wise, but there it is.

    0

    Share this comment


    Link to comment
    Share on other sites

    You know...

     

    Months after selling my 2012 GS back in June, I still miss it. I was thinking the other day if I changed careers and had to buy a car, there were 2 past cars I'd love to have again. Either my G8 GT or the Regal. Oddly enough I started thinking I missed the Regal even more.

     

    The comfort of that car, the performance of that car, the look, the ride/handling/steering sublimeness, the tech features and setup, the seats, it was a total package.

     

    There are SO many sedans out there and I understand when someone ignorantly says "yes but for $40k I could get A, B, C, D...instead", that doesn't mean much. Most of those sedans aren't nearly as nice. I love our new TLX and it has incredible performance and comfort, yet the uniqueness of my '12 GS and even it's previous 2.0T gen, plus the look, the suspension, etc were something special. That car never felt like a FWD something to me, and took corners at full tilt still nothing like most other vehicles I've had. 

     

    Too bad the resale value is terrible, and they don't have high new sales volume, as its a niche product you have to drive and experience more than a day to understand.

     

    Nissans? No. Infiniti? Are you kidding? BMW? Sure, heavy, crazy pricing, lack of features, etc. Audi? Fancy VW, nice bits, but meh. Lincoln? Smoking much?...

     

    This is a great car I wish had more recognition, but being the high end model within the Buick brand, it would always be a struggle.

    1

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

    ×   Your link has been automatically embedded.   Display as a link instead

    Loading...



  • Popular Stories

  • Similar Content

    • By William Maley
      For a time, the V6 was looked down upon in the likes of the Chevrolet Camaro, Dodge Challenger, and Ford Mustang because they were seen as lackluster. The engines didn’t match aggression that was being expressed by the exterior of the coupes. But rising gas prices and increasing regulations on fuel economy and emissions has the likes of GM, Ford, and FCA revisiting the idea of a V6 muscle car. We recently spent some time in a 2016 Dodge Challenger V6 to see if it is worth it.
      I will argue that the Challenger is still the meanest looking out of the three muscle cars on sale. Dodge’s designers were able to bring the design of the original Challenger into the modern era without making it look like a complete mess. The little details such as the narrow grille, quad headlights, fuel filler cap, and rectangular taillights are here and help it stand out. Our tester featured the optional Blacktop package that adds a blacked-out grille, black stripes, and a set of 20-inch wheels. The downside to bringing the original Challenger design into the modern era is poor visibility. Large rear pillars and a small glass area make it somewhat difficult to backup or making a pass. The good news is that a number of Challenger models like our SXT Plus come with a backup camera as standard and blind spot monitoring is available as an option. The Challenger’s interior hasn’t changed much since we last reviewed it back in 2014 with the SRT 392. It is still a comfortable place to sit in and controls are in easy reach for the driver thanks to the center stack being slightly angled. Still, the limited glass area does mean you will feel somewhat confined. Power for the SXT is Chrysler’s 3.6L Pentastar V6 with 305 horsepower and 268 pound-feet of torque. This is paired with an eight-speed automatic only. If you want a manual, you need to step to one of the V8 engines. The V6 is quite surprising with how much performance is on offer. Step on the accelerator and the V6 moves the Challenger with surprising authority. Power comes on a smooth rate no matter what gear you find yourself in. The eight-speed automatic is one of best in the business with smart shifts. Only disappointment is the V6 doesn’t sound like it belongs in the Challenger. There isn’t that muscular roar when step on the accelerator. A new exhaust and some tweaking in the engine could fix this issue.  As for fuel economy, we got an average of 23.4 mpg. Not bad for a coupe that is rated at 19 City/30 Highway/23 Combined. One item that the Challenger is known for is its ride comfort and this hasn’t changed. Even with the optional Super Track Pak fitted to our tester, the Challenger was able to provide a cushy ride over some of Michigan’s terrible roads. Road and wind noise are kept at very low levels. Speaking of the Super Track Pak, this should be mandatory equipment on the V6 model. With firmer suspension bits, it makes the Challenger feel slightly smaller and reduces body roll around corners. However, it cannot mask the Challenger’s weight. Pushing it around a corner, the Challenger feels quite big and not as nimble the as the Chevrolet Camaro I drove afterward. The Challenger SXT Plus starts at $29,995. Add on a few options such as the Blacktop package and you’ll came to an as-tested price of $34,965, pretty good value for a muscle car. Going with the V6 option in the Challenger isn’t bad a choice. You get the looks of a muscle car and some decent performance. But as I drove the Challenger during the week, I couldn’t help but think about what if I had the V8. Six is good, but eight is even better. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2016
      Make: Dodge
      Model: Challenger
      Trim: SXT Plus
      Engine: 3.6L 24-Valve VVT V6
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 305 @ 6,350
      Torque @ RPM: 268 @ 4,800
      Fuel Economy: City/Highway/Combined - 19/30/23
      Curb Weight: 3,885.2 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $26,995
      As Tested Price: $34,965 (Includes $995.00 Destination Charge)
      Options:
      SXT Plus 3.6L V6 Package 21V - $3,000.00
      Driver Convenience Group - $1,095.00
      Sound Group II - $795.00
      Blacktop Package - $695.00
      Super Track Pak - $695.00
      UConnect 8.4 NAV - $695.00

      View full article
    • By William Maley
      For a time, the V6 was looked down upon in the likes of the Chevrolet Camaro, Dodge Challenger, and Ford Mustang because they were seen as lackluster. The engines didn’t match aggression that was being expressed by the exterior of the coupes. But rising gas prices and increasing regulations on fuel economy and emissions has the likes of GM, Ford, and FCA revisiting the idea of a V6 muscle car. We recently spent some time in a 2016 Dodge Challenger V6 to see if it is worth it.
      I will argue that the Challenger is still the meanest looking out of the three muscle cars on sale. Dodge’s designers were able to bring the design of the original Challenger into the modern era without making it look like a complete mess. The little details such as the narrow grille, quad headlights, fuel filler cap, and rectangular taillights are here and help it stand out. Our tester featured the optional Blacktop package that adds a blacked-out grille, black stripes, and a set of 20-inch wheels. The downside to bringing the original Challenger design into the modern era is poor visibility. Large rear pillars and a small glass area make it somewhat difficult to backup or making a pass. The good news is that a number of Challenger models like our SXT Plus come with a backup camera as standard and blind spot monitoring is available as an option. The Challenger’s interior hasn’t changed much since we last reviewed it back in 2014 with the SRT 392. It is still a comfortable place to sit in and controls are in easy reach for the driver thanks to the center stack being slightly angled. Still, the limited glass area does mean you will feel somewhat confined. Power for the SXT is Chrysler’s 3.6L Pentastar V6 with 305 horsepower and 268 pound-feet of torque. This is paired with an eight-speed automatic only. If you want a manual, you need to step to one of the V8 engines. The V6 is quite surprising with how much performance is on offer. Step on the accelerator and the V6 moves the Challenger with surprising authority. Power comes on a smooth rate no matter what gear you find yourself in. The eight-speed automatic is one of best in the business with smart shifts. Only disappointment is the V6 doesn’t sound like it belongs in the Challenger. There isn’t that muscular roar when step on the accelerator. A new exhaust and some tweaking in the engine could fix this issue.  As for fuel economy, we got an average of 23.4 mpg. Not bad for a coupe that is rated at 19 City/30 Highway/23 Combined. One item that the Challenger is known for is its ride comfort and this hasn’t changed. Even with the optional Super Track Pak fitted to our tester, the Challenger was able to provide a cushy ride over some of Michigan’s terrible roads. Road and wind noise are kept at very low levels. Speaking of the Super Track Pak, this should be mandatory equipment on the V6 model. With firmer suspension bits, it makes the Challenger feel slightly smaller and reduces body roll around corners. However, it cannot mask the Challenger’s weight. Pushing it around a corner, the Challenger feels quite big and not as nimble the as the Chevrolet Camaro I drove afterward. The Challenger SXT Plus starts at $29,995. Add on a few options such as the Blacktop package and you’ll came to an as-tested price of $34,965, pretty good value for a muscle car. Going with the V6 option in the Challenger isn’t bad a choice. You get the looks of a muscle car and some decent performance. But as I drove the Challenger during the week, I couldn’t help but think about what if I had the V8. Six is good, but eight is even better. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2016
      Make: Dodge
      Model: Challenger
      Trim: SXT Plus
      Engine: 3.6L 24-Valve VVT V6
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 305 @ 6,350
      Torque @ RPM: 268 @ 4,800
      Fuel Economy: City/Highway/Combined - 19/30/23
      Curb Weight: 3,885.2 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $26,995
      As Tested Price: $34,965 (Includes $995.00 Destination Charge)
      Options:
      SXT Plus 3.6L V6 Package 21V - $3,000.00
      Driver Convenience Group - $1,095.00
      Sound Group II - $795.00
      Blacktop Package - $695.00
      Super Track Pak - $695.00
      UConnect 8.4 NAV - $695.00
    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00

      View full article
    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00
  • Recent Status Updates

  • Who's Online (See full list)

    There are no registered users currently online