comfortable, and a definite improvement over the previous Regal. The seats
in our test car had the optional heating feature, which was welcome in
the depths of a midwest winter; so were the heated outside mirrors.
Part of GM's formula for winning the mid-size sedan wars is packing
in more comfort and convenience features than its target competitors, and
the Regal is rolling proof.
The Regal LS is well-equipped, with dual zone air conditioning, excellent
audio, power windows/mirrors/locks, antilock brakes and low-speed traction
control, just to hit the highlights.
The GS is loaded. Rather than detail its contents, we suggest you study
the data panel; it'll take awhile, because there's a lot to read. However,
one thoughtful item--a warning light to let you know when you have low
pressure in one or more tires--does bear mention here. Low pressure is
the prime cause of reduced tire life, and can also throw any car's handling
out of whack.
Demerits are minor. We wish the Regal had the same dashboard ignition
key as the Intrigue, instead of the same old hard-to-find steering column
location. And we think the old-fashioned, gathered-leather look of the
door panels is out of step with the sporty look of the rest of the interior.
But any quibbles are more than offset by the Regal's roominess. There's
plenty of space up front, which you'd expect, and plenty of space in back,
which you might not. Three adults can sit back there comfortably, without
territorial squabbles or contortions, and they can do so for extended periods
of time. And because the rear seats are slightly elevated, they'll have
a good forward view, to help them critique your driving.
The center seating position isn't quite as comfy as the outboard spots,
and it lacks a three-point belt, but in general the Regal will shame its
import competition for rear seat roominess.
The rear seat also features a center pass-through to the trunk, for
stowing longish cargo, and the option of an integrated child safety seat.
Speaking of safety, the Regal stacks up as contemporary, though not
outstanding. Besides standard ABS and traction control, it has the required
dual front airbags, plus side impact protection and, GM's new favorite,
daytime running lamps.
Thanks to its excellent torque, the standard 3800 V6 can haul this far-from-small
sedan out of the blocks in a faster-than-ordinary hurry. But it pales beside
the supercharged engine.
Although it has 45 more horsepower than its normally aspirated counterpart,
the supercharged V6 also specializes in torque; mass quantitites of torque.
That's the grunt you use to get off and running when the light turns green,
or pull out to pass on a two-lane highway, two power tricks the GS performs
with gratifying zeal.
Like the Grand Prix GTP, the Regal GS exhibits a bit of torque steer,
pulling to one side or the other at full throttle, particularly at low
speed. But this trait becomes almost transparent after a bit of familiarization.
The only thing that requires constant attention is just how quickly
the supercharged V6 pulls the Regal beyond legal limits. It's deceptively
quiet, and its power is habit-forming.
Even with the stiffer Gran Touring suspension package, the Regal GS
isn't quite as athletic as the Grand Prix GTP. On the other hand, its ride
quality is distinctly smoother.
The variable-assist power rack-and-pinion steering--GM's new MagnaSteer--is
accurate and exceptionally quick, and braking performance is a definite
cut above the previous Regal, with good control and pedal feel.
What's going on here? The Regal seems a little out of step with its
more sedate stablemates. In fact, we think it's sportier than even the
Riviera.
Then again, who cares? The new Regal is an excellent blend of posh and
performance, with plenty of space and lots of features. And the Regal GS
joins the Grand Prix GTP as one of the hottest mid-size sedans you can
buy.
So maybe it's a little out of synch with the rest of Buickdom, but we
won't tell them if you won't.
