Drew Dowdell

The problem is the lines are getting more blurred.

Normally, I would agree with you, but the models released in this class over the last 24 months have really seemed to shift in the same direction, that is bigger yet lighter and more and fuel efficient in both hybrid and non-hybrid models. ... this goes for everyone except GM, who's car have gained or maintained weight while being reduced in size. (Chrysler doesn't count since they haven't released in this class in the last 24 months)

I don't believe that is the case for this Malibu. We can argue about the quality of the ashtray lining all night, but the long and short of it is that the Malibu comes up short in key areas that the 98% look for. Point by point as the 98% sees it: It has the least interior room in its class and gives no discernible advantage over the Cruze in this regard. It is bested on interior space by the Jetta of all cars as anyone cross-shopping would quickly find out. If they sit in the back of a Passat and read the sticker price, game over Malibu. It has fuel economy numbers that aren't close enough to the class leaders. 2 or 3 mpg a buyer might excuse, but the Malibu is more than that behind the class leaders of Accord, Altima, Camry and Fusion. It's hybrid model gets the same fuel economy as non-hybrids from other manufactures and it loses trunk space that you don't lose in the competition. The hybrid model is 10-15 mpg highway behind the hybrid/diesel competition. The interior is interesting to look at and certainly more advantageous than most others in this class, but build quality is a concern and if they are sending out cars with build quality issues to journalists, imagine what the general public is looking at.

I don't mind it at all.. and if you don't like the gray, it comes in different colors with different exterior colors.

They are noisy when you stick your foot into it.. Want more sound deading. Handling isn't terrible. I drive it like a normal car, not a sports car. Just about any "normal" family sedan will handle better, ride better, and drive better IMHO. I believe a large part of the issue is the tires they fit on the Pruis. They're relatively narrow and low rolling resistance.

the David and the Encore are very different vehicles. David is to Encore as Mini-Cooper is to Mini-Countryman.

Hmmm... maybe I should have DF chop one up as an Oldsmobile and we could call it the Ransom. I'm just adam-ant ;-) that the Cascada use the Verano name in the US. It is easier to sell one name with multiple body styles instead of having to market and sell multiple names.

Just a different kind of bad.

What do you think of our Verano Convertible and Buick David ideas SMK?

They are very quiet until you put your foot into it. Handling is terrible in my view.

I ran into that exact issue with a co-worker. Enamored with the Volt, and remember I work for an Electricity retailer, but wouldn't buy a Chevy... went off and got a base model 3-series instead.

I see this as a way to make Buick really cool with the younger crowd again.

I was notified by Buick that I had a stat wrong in my article. The Encore is shorter than the Sonic sedan, not the 5-door. It is actually 9.5 inches longer than the Sonic Hatchback. The article has been updated.

I think I missed a job change announcement somewhere.

I like the tail end of the previous Malibu because it didn't look like every other mid-size tail end out there.

Drew Dowdell - Managing Editor, CheersandGears.com December 7th, 2012 Today is the final day of Buick Week. So far we’ve looked at the four new or refreshed vehicles in Buick’s lineup. It is kind of hard to believe that the Buick LaCrosse and Buick Regal are now the two oldest designs, in that order, Buick offers. Buick Week: Day 1 - 2013 Buick Verano Review Day 2 - 2013 Buick Enclave First Drive Day 3 - 2013 Buick Verano Turbo First Drive Day 4 - 2013 Buick Encore First Drive Day 5 - Buick to the Future! What is coming: LaCrosse: The current LaCrosse debuted in 2009 as a 2010 model. At just three model years into its current run, the LaCrosse still holds its own, but the competition is increasing and newer, and sales are sagging. The Lexus ES has been refreshed, Hyundai has a very competent entry with their Azera, the Toyota Avalon is all new, and Lincoln has a new MKZ with a broad range of fuel-efficient power trains. We are expecting to see hints of a heavily-updated Buick LaCrosse during the coming auto show season. Regal: Buick’s German-bred sports sedan typically does very well in reviews, but in a rough economy more consumers are opting for the more economical but almost as premium feeling Verano. Buick and Opel are already preparing a refresh of the current model.What is not coming: GNX/Grand National: Buick laughed off the suggestion of a GNX when asked directly. What we’d like to see: It is no secret that around CheersandGears.com there is a desire for more body styles to be offered by the various GM divisions. Buick has a rich history of coupes, wagons, and convertibles, yet they offer none of those body styles at the moment. We humbly submit these suggestions: Image copyright General Motors - Modifications by Andrew Currie Buick Verano Convertible: Based on the Opel Cascada, this convertible can lower its top in 17 seconds at speeds up to 31 miles per hour. The Opel version is powered by a re-worked 1.4T and the new Opel 1.6T with 200 horsepower and 200 lb.-ft. of torque. Stateside, we hope to see the 1.6T and the 250 hp version of the 2.0T from the Verano Turbo. We would prefer to see Buick add this to the Verano lineup to strengthen that brand within Buick rather than bring the Cascada name stateside. Image copyright General Motors - Modifications by Andrew Currie Buick David: Based on the Opel Adam and in homage to the founder of Buick, David Dunbar Buick. This cheeky little compact would be a premium entry in the segment to go up against the likes of the Mini-Cooper, the coming Mercedes A-Class, and Fiat 500 Abarth. In the Opel versions, though there are three engines available, none generate more than 100 horsepower. A direct-injected and turbo-charged engine is said to be coming. So as not to clash with the Chevrolet Sonic, maintain a premium status, and continue with Buick’s history of turbo-charging, we suggest the Buick David come with the 148 horsepower 1.4T from the Buick Encore as the standard engine with the 200 horsepower 1.6T optional. With a target curb weight of just 2,200lbs, this would be a Goliath entry into the premium hot hatch market. Buick is a brand on the move. It is one of the few brands, especially of premium brands, to lower their average buyer age recently. Buick’s average buyer age has dropped 7 years over the past 5 model years. They have increased their sales conquest rate to over 43%, increased sales while reducing the number of models, and two of their four models currently on sale are in segment leadership positions. Drew Dowdell is Managing Editor of CheersandGears.com and can be reached at [email protected] or on Twitter as @cheersngears *Both the Buick Verano Convertible and Buick David are wishful thinking on our part. They are in no way "news"; of future Buick vehicles. Images of the Buick Verano Convertible and Buick David are based on copyright of General Motors images under Creative Commons license and are not for commercial use or distribution. View full article

in no way did the 2013 accord or the ones before that ever felt -nimble-. the constant impression that car and driver and such gives of the accord being a sporting car, i just don't get. the accord sucks. Exactly. The Fusion and Optima are more nimble than the Accord and the Verano Turbo is more nimble than all of them. The ILX may have a slight edge on the Verano Turbo at 8/10th, but below that skill level, no one would be able to tell the difference. The interior and especially the noise level of the Verano is far more premium than the ILX is. The ILX is for the fart can Civic driver who just got promoted to front end team lead at the local bank branch. The Verano Turbo is for everyone else who wants a premium car with zest but is more mature about it.

I'd say "per project" rather than "per company", but sure.

Happy Birthday Buddy!

just keeping the rights to the names I imagine... What are they going to use Turbo-Jet on?

Thus it should be a private risk and not a public one. By making it a private risk, the company doing the installations now has a motivation to market them, maintain them, keep them up to date with the latest technology, etc. Now that it is almost entirely a public expense (with any/all future profits flowing to private companies), there is none of that motivation and the maintenance and upkeep is at the mercy of the government's budgetary process. As I said, I support some seeding to get the things started, but beyond that it should be the purview of private industry.

I don't mind some government subsidy to get things rolling, including use of government land that is substantially reduced rent for a while, but when there is no mechanism in the plan for the government to make some or all of that money back, then I have a problem. In this case, the government could have donated the use of the spaces and perhaps some seed money in return for a portion of the fees collected say, 5 years in the future. It is unlikely the government would have ended up in the black in the long term, but it at least is not bearing the entire burden of the costs while private companies get the profits.