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

Ford is planning a dramatic change to their European lineup. Autocar reported yesterday that the automaker will be replacing the Mondeo (Fusion to us), Galaxy, and S-Max with a new "single crossover-style estate model" - think Subaru Outback. Not many details are known about this new model. It is expected to use Ford's C2 platform which underpins the new Fiesta and Focus. A range of gas and diesel engines will be available, along with 48V mild-hybrid system. The new wagon is expected to arrive in early 2021 in Europe. Autocar notes that this model is expected to be sold in other markets such as North America. While this model is quite different from three it will replace (a midsize sedan/hatchback/wagon and two vans), it is expected to outsell all of them. Last year, Ford only moved 50,000 Mondeos, 24,000 S-Maxs, and 12,000 Galaxy. Numbers according to Autocar that are too small to make any profit. As for the U.S., the reason is likely due to Ford to possibly keep sedan buyers in the showroom. Last July, we reported that Ford was considering doing an "Outback competitor" with the Fusion name. Source: Autocar

There will be one less engine option for the Chevrolet Equinox and GMC Terrain come the 2020 model year. The Car Connection first reported the news on the Equinox yesterday morning, while Autoblog followed with the Terrain news later in the day. Both stories reported the same reason for cancellation, they didn't sell. "We did discontinue the diesel engine option in the 2020 Chevrolet Equinox due to low demand," said Chevrolet spokesman Kevin Kelly. The news doesn't come as a shock to us. Diesel engines have gotten a bad rap since the Volkswagen diesel emission scandal came to light, causing sales to drop. The value argument was also tough for both models. A diesel Equinox started at $30,795. But only for $100 more, you could have gotten into the 2.0L turbo-four that offered better performance. Over at the Terrain, the diesel cost around $2,000 more than the 2.0 turbo-four. Diesel fuel is more expensive than its gas counterpart as well. That will leave the upcoming Mazda CX-5 Skyactiv-D as the only diesel option in the compact crossover class. But as we have noted previously, the diesel option is quite expensive (begins at $42,045) and fuel economy figures are disappointing (27 City/30 Highway/28 Combined). Source: The Car Connection, Autoblog

The news about the 2019 Chevrolet Silverado and GMC Sierra have been constant barrage about how they aren’t doing so well in the sales charts. In fact, Ram has taken second place in overall truck sales from the Silverado. General Motors is quick to point that Ram has been increasing amount of money on the hoods of the 2019 Ram 1500, along with the last-generation model being sold alongside. But could there be more to this slump? What if the new Silverado and Sierra didn’t move the needle as far as the competition? The new Silverado and Sierra continue to separate from one another in exterior design. The basic shape may be the same, but it is the details where the two begin to develop their own identities. On the Sierra, it goes for some polarization with its gaping maw of a grille and c-shaped headlights. Chevrolet is a bit more restrained with the Silverado featuring a split bar grille and separate headlight housings. More differences can be seen turning to the side as the Silverado has slightly more pronounced fenders than the Sierra. Both trucks arrived in their off-road trims: Trail Boss for the Silverado and AT4 for the Sierra. This is denoted by two-inch lift for the suspension, blacked-out trim pieces, and meaty off-road tires featuring some sharp-looking wheels. I tend not to like off-road models as they go overboard with the “LOOK AT ME” bits placed on it, which I get why a number of buyers absolutely love it. But the Trail Boss and AT4 find that nice point where they look the business without being too shouty about it. GMC is also trying to set itself apart in terms of the tailgate. My Sierra AT4 tester came equipped with the MultiPro tailgate which offers “six functions and positions.” They include, Primary Gate (Full Tailgate) Primary Gate Load Stop: Panel that holds longer items in the bed Easy Access: Flip the inner part of the tailgate to allow for better access for items in the bed Step to allow for easy entry and exit from the bed Inner Gate with Load Stop Inner Gate as a work surface You will not find a physical tailgate handle. Instead, there are two buttons that sit between the backup camera. The top button releases the inner gate, while the bottom allows the full tailgate to open. Opening the inner gate wasn’t as smooth as the full tailgate, feeling like it was sticking at points. A lot of this I would attribute to cold temperatures during the week. Despite this issue, having the inner tailgate give way to allow for better access to the bed and a step does give a unique selling point. I do wonder how will this tailgate design hold-up in the long run. Moving inside, GM is still focusing on functional and practical aspects. This is evident with the large knobs and buttons controlling various functions, and a comprehensive gauge cluster. But this approach does put both trucks behind the pack in terms of interior design and materials when compared against Ford and Ram. I had to do a double-take getting inside the Silverado for the first time as the dashboard really didn’t change that much aside from the colors and slightly altered buttons. This isn’t helped by some of the material choices which look and feel out of place in trucks that carry price tags that are around the $60,000 mark. But the Silverado and Sierra’s interiors do claw some points back in terms of overall comfort. No one will have any issue trying to find a position that works thanks to a generous amount of power seat adjustments and a steering wheel that finally provides tilt-telescope adjustment. Space in the back of crew cabs is massive with loads of head and legroom. Both trucks came with an eight-inch screen (lesser trims get by with a seven-inch screen) and new software - Chevrolet Infotainment 3/GMC Infotainment. The interface looks like a simplified version of MyLink/Intellilink with simpler graphics and easier to read fonts. Moving around the system is easy thanks to the simple menu structure and quick responses for any command. Apple CarPlay and Android Auto integration comes standard. Both trucks were able to find my iPhone 7 Plus and bring up the CarPlay interface within seconds of plugging it in. There are four different engines on offer, including a new 2.7L turbo-four. There’s also a turbodiesel V6 that will be arriving for the 2020 model year. Both of my test trucks came with the V8s - Silverado packing a 5.3L and the Sierra using the 6.2L. The 5.3L V8 has not been my engine of choice for the last-generation trucks. Not because of the power on offer, but more of the tuning of the throttle pedal. It made the V8 feel very sluggish and would make the driver push further down on the pedal to get it moving a decent clip. Thankfully, GM has addressed this issue and 5.3 now feel likes it has 355 horsepower and 383 pound-feet of torque. You can lightly press on the accelerator and V8 doesn’t feel artificially overwhelmed. A new eight-speed automatic (standard on higher trims) helps keep the engine right in the sweet spot of power and provides smooth shifts. As for the 6.2L V8, it is a monster. With 420 horsepower and 460 pound-feet, it moves the Sierra at a surprising rate. Making a pass or merging on to a freeway is no problem as there is an abundance of power waiting to be unleashed. A new ten-speed automatic (jointly developed with Ford) helps keep the engine right in the spot of power. Unless you need or want all of the power, the 5.3 is the engine I would recommend for either truck. EPA fuel economy figures for the V8s are 15 City/20 Highway/17 Combined for the 5.3 and 15/19/17 for the 6.2L AT4. My averages for the week were 16.1 for the 5.3 and 15.2 for the 6.2. Ram is still the gold standard when it comes to ride quality due to its rear coil spring setup. But GM isn’t so far behind with its solid rear axle setup. Most bumps and imperfections become mere ripples. Larger potholes didn’t upset either truck, but I would put that towards the off-road suspension. The standard trucks may bounce around. Handling is quite surprising as both trucks feel agile around bends. Noise isolation, for the most part, is excellent, though the knobby tires fitted to the Trail Boss and AT4 do ruin some of the tranquility. My feelings are mixed on the 2019 Chevrolet Silverado and GMC Sierra 1500. GM has either fixed or improved various problems that I have talked about in previous reviews. But it feels GM hasn’t done enough to fully set their trucks apart from the competition. I think this line from my journal says it all. “If General Motors wasn’t touting various aspects of these new trucks such as the aluminum body panels or multi-pro tailgate, I would have thought both models went through a dramatic mid-cycle refresh.” This could give the full explanation as to why the Silverado and Sierra are currently getting beaten out by Ford and Ram Trucks in the sales chart. Buyers may not see any real changes for both trucks when compared against the competition. GM has been on the offensive, saying to be patient. But that approach may not work and may cause the automaker to draw up some drastic measures. That’s the thing about the full-size truck market, you need to show up with the best. Anything less and you’re in danger of losing. How I would configure a 2019 Chevrolet Silverado or GMC Sierra 1500. There are two options I would consider with the Silverado. First is the RST. I would order a 4WD crew cab with a short and opt for the 5.3L V8. From there, I would add the Convenience Package with Bucket Seats, Convenience Package II, Safety Package, and Trailering Package. That brings the final price to $52,745 excluding any discounts I could get. Second is the Trail Boss which gets the 5.3L V8 as standard. Options would mirror the RST and bring the final price to $54,285. If I was to order a Sierra 1500, then I would start with the SLT Crew Cab 4WD with a short bed. This comes with the 5.3L V8 as standard and I would only add two options; Dark Sky Metallic for $495 and the SLT Premium Plus Package for $6,875. This package combines a number of option packages such as the SLT Preferred Package and the two Driver Alert Packages. The final price comes to $60,460 with a $1,000 discount for ordering Premium Plus Package. Alternatives to the 2019 Chevrolet Silverado or GMC Sierra 1500. 2019 Ram 1500: Ram's redesign on the 1500 has helped make it a real challenger to both Ford and GM. The interior raises the bar of what a truck can be with an impressive design and high-quality material choices. It also boasts an impressive list of safety features such as adaptive cruise control. Ride quality is still class leading. What may put some people off is the styling as it looks a bit plain. 2019 Ford F-150: Bestselling for reason, Ford has constantly improved the F-150 to keep it one step ahead of the competition. It features one of the largest selection of powertrains that help give it some impressive towing numbers. A number of trims also gives buyers different options to build their F-150 the way they want. But Ford trails Ram and GM when it comes ride quality. Disclaimer: General Motors Provided the trucks, Insurance, and One Tank of Gas (*Author's Note: Unfortunately, I lost the window sticker to the GMC Sierra 1500 I drove. I have built the truck as close as possible to my memory to get an approximation on price. -WM) Year: 2019 Make: Chevrolet Model: Silverado 1500 Trim: LT Trail Boss Engine: 5.3L VVT DI V8 with Dynamic Fuel Management and Stop/Start Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 355 @ 5,600 Torque @ RPM: 383 @ 4,100 Fuel Economy: City/Highway/Combined - 15/20/17 Curb Weight: 5,008 lbs Location of Manufacture: Roanoke, Indiana Base Price: $48,300 As Tested Price: $55,955 (Includes $1,495 Destination Charge) Options: Convenience Package with Bucket Seats - $1,805.00 Convenience Package II - $1,420.00 Off-Road Assist Steps - $895.00 Safety Package I - $890.00 Bed Protection Package - $635.00 Trailer Brake Controller - $275.00 Advanced Trailering Package - $240.00 Year: 2019 Make: GMC Model: Sierra 1500 Trim: AT4 Engine: 6.2L VVT DI V8 with Dynamic Fuel Management and Stop/Start Driveline: Ten-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 420 @ 5,600 Torque @ RPM: 460 @ 4,100 Fuel Economy: City/Highway/Combined - 15/19/17 Curb Weight: 5,015 lbs Location of Manufacture: Roanoke, Indiana Base Price: $53,200 As Tested Price: $64,955 (Includes $1,595 Destination Charge and $500 discount for the AT4 Premium Package)* Options: Off-Road Performance Package - $4,940 AT4 Premium Package - $3,100 with a $500 discount Technology Package - $1,875 Driver Alert Package II - $745