Behind the Wheel: Roadster With a Z- 2013 Nissan 370Z Touring

It’s hard for me to believe that it’s been over 40 years since the first Z car landed on these shores- October of 1969, to be precise. In other words, Nissan had a Z before Liza did. Of course, back then it was the Datsun 240Z, and it was a remarkably nice, powerful and well balanced little car. Not quite a Corvette, but a lot of fun for a very reasonable $3601 base price. At the time, it seemed to quickly become a favorite of young enthusiasts and those planning a midlife crisis.

Time marches on for Liza and all of us, and suddenly our midlife crisis cars of yore are old enough to have midlife crises of their own. A lot of sporting cars have come and gone in that time, and those that remain - like Liza herself- have taken on a bit of an iconic status. I welcomed the chance to spend a week behind the wheel of the 2013 Nissan 370Z roadster and see how the I would do with a Z of my own.

The Z car is now in its sixth generation, and its second since returning to the US as the 350Z -it was absent from the North American market from 1997-2003. The roadster made its debut a year later in 2004. The revised 370Z bowed for the 2009 model year and the roadster again followed a year later for 2010.The 2013 model has a fresh front fascia with vertical running lights somewhat reminiscent of Vampira, revised shocks and new 19” wheels and red calipers for the optional Sport package (which I had.)

My test car was a Touring which was loaded with goodies- so many that the base price of $41,170 plus packages - Touring ($3000), Sport ($2830), and Navigation ($2150), floor mats ($125) and destination ($780) added up to $50,055.

It’s powered by the Nissan 3.7 liter V6 in 337 hp trim (VQ37VHR),  in my case mated to a six speed manual transmission. I’ll admit that this particular engine is one of my favorites, with a wide band of torque and a 7,000+ RPM redline, and it pairs beautifully with the six speed stick.

If only everything else paired so well. The exterior styling has transcended time well, it’s instantly recognizable as a contemporary Z car- but the interior seems less defined. Open the door and the first thing that catches your eye are the instruments- three big dials in front of the driver and a row of three instruments to the right canted at the same angle as the old 240Z. It’s a whimsical historical reference harkening back to the 240Z days. Immediately beneath the three gauges is the touch screen for navigation and audio. It’s the same high quality interface that is found in other members of the Nissan family, and is easy to use.  

The dash itself is covered in a pebble grain that looks like it came from the Sentra, the door panels are covered in a handsome black suede and the seat inserts were a gray gore tex material with a nylon netting and grey leather bolsters. Each interesting, but no continuity. Expensive materials come off looking like a sampler platter of interior design elements. Nissan puts some very handsome interiors in some of their offerings and they would do well to spend some time putting the 370Z interior in line with its list price.

The convertible top is nicely done. I’m personally glad that Nissan resisted the hard top fad, opting instead for a fully lined soft top. It operates at the touch of a button, acceptably quiet in the cabin when raised, and just more appropriate for a sporting car than a hard top. Once lowered, the cockpit is delightfully quiet and free from the usual wind buffering thanks to the windbreak between the headrests.

The Z car has always been renowned for its spirited driving characteristics and happily that reputation is still earned. This is a touring car, but with the sport package the car sticks like glue on corners and has a remarkably comfortable ride to boot. The heart of the car is the marvelous 3.7 liter engine, which purrs like a kitten at idle and wails like a banshee all the way up to its 7,000+ RPM redline when you stomp on it, and runs through the gears joyously. It has the usual delightful light clutch and crisp linkage that one has come to expect from Nissan, so there is no shortage of driving entertainment. And as an added surprise, it’s EPA rated at 17 city/ 24 highway, but my highway drive segment returned 26 mpg which was quite welcome indeed.

I came away from it all liking the 370Z better than I had expected to. Yes, I think there are some interior issues that don’t befit a car in this price class, but it’s really quite a charmer overall and the combination of ride, handling, and that nearer-to-heaven 3.7 liter engine really overcomes the few little doubts. With a base price about $14,000 less than a Corvette and $21,000 less than a Boxster S, one can quickly conclude that there are worse ways to spend a mid-life crisis, and the Roadster With a Z will certainly allow you to Ring Them Bells.

Besides, Like Liza, it’s an icon.

Behind The Wheel: 2013 Buick Encore AWD- Compact Crossover with the Soul of a Buick

When I first saw the new Buick Encore, it seemed to me to be the answer to a question that nobody had yet asked- Is there really a place in the market for a compact Buick crossover?  Based on the GM Gamma II platform also shared with the Chevy Sonic, the little bubble of a Buick is an adaptation of the Opel Mokka, and a version is about to go on sale as the Chevrolet Trax in markets outside North America. I must admit that first impressions made me wonder if GM's little Korean crossover was little more than an exercise in badge engineering.

But I agreed to give it a closer look, and to my surprise, I liked it- a lot. My test car was a top of the line Encore AWD with the Premium Group ($30,440). It was literally stuffed with features including voice activated Intellilink, Bluetooth. Bose audio, satellite radio, heated seats, leather trim, six way power seats with power lumbar and manual recliners, noise cancelling insulation, 60/40 split rear seat, full instrumentation (with ice blue ambient lighting), dual zone climate control, 10 air bags and even a heated leather wrapped steering wheel. It was, in other words, a Buick.  Added to the base were chrome wheels ($995) and navigation ($795) plus metallic paint ($195) for a total of $32,425. That's a lot of coin for a little car, but it's a LOT of little car. It is, in fact- a Buick. A small one, but a Buick in content and character.

The exterior styling is handsome, with a signature waterfall grille flanked by blue accented Halogen projector headlamps and even portholes on the hood. There’s a flourish on the rear fender line that’s reminiscent of the coke-bottle shape of Buicks in the sixties. The overall look is clean, purposeful and premium. It really looks like a Buick.

 

And it’s a Buick on the inside as well. Behind the wheel the first thing one notices is comfort- the driver's compartment is very roomy and the seats are luxurious. They're more like captain's chairs than buckets, trimmed in an attractive two tone leather, with an armrest on the driver's seat that reinforces the notion. The cabin is well appointed with dark grey toned woodgrain with handsome stitched accents and ice blue theatrical lighting touches. It sets a high tone.

Unlike many other small crossovers and SUVs that crowd the front seat to make room in the second and third rows, this one puts the comfort in the front seat and makes the rear seats more occasional in nature. They’re a bit tight, and the rear compartment is on the smaller side, but the split folding rear seat helps. It’s not the right choice for the Gayby Brady Bunch, but excellent for couples and empty nesters and perfect for weekend trips.

The powertrain is the Ecotec 1.4 liter Turbo, mated to a six speed automatic and offered with available AWD. Turn the key and it chirps happily to life and sings softly. It's smooth as silk, and while no racehorse, it makes for a sprightly little combination with the turbo nicely filling in the expected flat spots. The active noise cancellation is very impressive- the cabin is eerily quiet, the ride was on par with a much longer wheelbase car, and it was quite stable in the Exotic Tradewinds of Palm Springs as well. It’s EPA rated at 23 City/ 30 Highway and while I only had few short highway trips, my city mileage was in line with the estimate. It’s worth noting that the FWD version does a bit better with estimates of 25 and 33.

By the time the week was up, I realized that I was going to miss the Encore. Far from what I expected, it’s a compact crossover that pampers the driver. The combination of interior luxury and technology, roomy driver’s compartment and compact exterior size makes sense for a lot of people, myself included. My mind harkens back to the 80s when the Buick advertised their Skylark Limited as the “Little Limousine.” Is the Encore the 21st Century equivalent? I won’t quite go there, but it’s certainly the compact crossover with the soul of a Buick.

2013 Buick Encore AWD

Five-passenger, AWD Utility

Powertrain: 138 hp 1.4-liter Ecotec Turbo I4, six-speed automatic transmission

Suspension f/r: Ind/Ind

Wheels: 18”/18” alloy f/r

Brakes: disc/disc fr/rr with ABS

Must-have features: Interior room, comfort

Fuel economy (est.): 23/30 mpg city/hwy

Assembly: Bupyeong, Korea

Base price: $26,450

Behind The Wheel: 2013 Buick Regal Six Speed- Son of Saab

The last time I drove the Buick Regal GS Sport Sedan,I found it to be the most engaging Buick since the Grand National, although thoroughly different in character. Recently I spent a week behind the wheel of a 2013 model with the six speed manual transmission and came to a slightly different revelation. It's not the return of the Grand National-  it's the Son of Saab.

Yes, Son of Saab- which, as a past Saab owner, is not the least bit disparaging but rather an observation. A front drive, four cylinder turbocharged compact sport sedan with tons of power, stick-like-glue handling and highly supportive seats? If it had a floor mounted ignition and Night Panel it would be a 9-3 Aero.

When I  went to the press launch for the Regal back in 2010 and drove both the 2.4 conventionally aspirated 182 HP and the 2.0 Turbocharged 220 HP versions, I described the Epsilon based mid sized sedans as "well tailored and well mannered" and thought they were an excellent addition to the Buick line up. I found the 2.4 to be a bit sluggish and the 2.0 Turbo to have a very pleasing power band, but didn't think of either as a performance sedan.

The GS version is highly modified from the base model. The 2.0 Litre Turbo in the GS is the High Output Ecotec 2.0L Turbo with Direct Injection and Variable Valve Timing. It's rated at 270 HP and 295 lb/ft of torque. On paper it exceeds the '87 Grand National's 245 rated HP and falls just short of the  GNX's 274, but since both those engines were underrated, its probably about on a par with the Intercooled Grand National. It is offered with a 6 speed manual or 6 speed automatic transmissions.  

It's dressed up considerably from the base version as well. It has a deep skirted front fascia flanked by Bi-Xenon HIS headlamps and a unique rear one with dual exhaust ports. There are special rocker panels. a rear spoiler, and 19" twin spoke alloy wheels with Pirelli tires and optional highly polished 20s. Peek through the spokes and note the big Brembo calipers. Pirellis and Brembos- not a combination normally associated with Buick. 

The inside is toned up as well. The interior is offered in ebony leather only, with special touches such as a leather wrapped F1 style steering wheel, piano black dash trim. and leather trimmed sport seats with pretty wicked bolsters.  A Special GS Interactive Drive Control system offers standard, Sport and GS settings for the suspension. GM's Intellilink is standard, along with a pretty killer 336 watt Harmon Kardon Audio system with 9 speakers and XM Satellite radio. 

Options are few, and colors are sadly limited. A total of five colors are available- Quicksilver and Smoky Gray are standard, White Diamond, Carbon Black Metallic and Crystal Red Tintcoat are optional. So out of five colors, three are gray, and three are extra cost. I wake up screaming. (Memo to Buick: The Audi A4 has ten. Love, Jeff) The rest of the option list is equally short- 20" polished wheels and performance tires, power sliding sunroof, GPS Navigation

My test car was finished in the Crystal Red Tintcoat and features the meaty 20" wheel package. I found it to be quite a handsome and purposeful looking car and others seemed to agree. I found neighbors in the driveway admiring it, and found it to be a topic of conversation from the couple at the table next to mine when I parked it at an outdoor cafe. All good signs as far as I am concerned. 

But enough looking, time to see what happens when the rubber meets the road. Touch the starter button and the 2.0 Turbo comes to life. It's smooth, Buick V8 smooth and the exhaust note is quiet. Shift into first and the car feels powerful, but doesn't play all of its cards. In fact, you could drive the GS in drive and your impression would be a smooth, well balanced sport sedan with a poised ride, excellent handling and crazy good brakes. The engine has an excellent torque band, but the automatic felt like it was always one gear too high. The six speed manual, however, is ideally suited to the car. The shifter is quick and precise- you'd swear that Audi did it- and it's a pleasure to run through the gears. It's much more Sweden than Skylark to drive. 

One thing that still annoys me are the suspension settings. There are three modes- Standard, Sport and GS. There's a discernible difference between Standard and GS but the Sport is just kind of there. And annoyingly, the car doesn't recall the setting past the next off cycle, so it's touch the button every single time you start the car. Of course I found it happiest in GS suspension mode.  Steering and ride are both tightened, and the Turbo soars up to redline without the slightest hesitation. The car is now crazy fun, and sticks like glue to the tarmac. The Brembo brakes are killer and bring the GS down out of harm's way in no time flat. 

Last year I said  that the Regal GS is the most fun I've had behind the wheel of a Buick since the Grand National. And the six speed only reinforces my conclusion. And while I still want to see Buick go all black and give is Darth Buick with 300 HP, maybe they should call it Viggen instead of Grand National.
Now, about putting the ignition on the floor...

Behind The Wheel: 2013 VW Beetle Convertible- QT for the OC

Last summer I drove the restyled VW Beetle Turbo and came away impressed indeed- especially with the more masculine, 356-like styling, upgraded interior and the spirited performance that reminded me of my first and second generation GTIs back in my college days.

So when Volkswagen called and offered me a crack at the new Beetle Convertible, who was I to be impolite and decline? I met them in Newport Beach on a Friday afternoon and they handed me the keys (okay, the fob)  to a $32,295 (plus destination) Beetle Convertible Turbo with Sound and Navigation Package and Automatic in a smart Reef Blue color.

I dropped the top and headed to Laguna to see how the locals would react. Although it normally takes a much pricier car to turn a head in the OC, the sporty little Beetle received nods and waves, and why not? The redesigned car, as I noted last year, is much more like a 356 than a Beetle, and there's nothing they like better in the OC than a Porsche.

And even side from being a surfer magnet, the Beetle Convertible has a lot to offer. First I'm impressed by what it doesn't have- noise and vibration. There's no cowl shake to speak of and the three layer convertible top is the quietest soft top I have ever experienced- even freeway driving is a pleasure. It's maybe a decibel or two louder than the coupe.  The audio system can actually be heard and enjoyed with the top up or down. It's a one-touch system for lowering the top and side windows, so it's effortless fun for all the sun chasers. One thing that's far from one touch is the Rube Goldberg device that they called the top boot- I've had convertibles since the 70s and this is the first time that I just gave up and stuffed the damn thing in the trunk. Fortunately, the top's appearance when lowered is not objectionable.

The engine was the same 2.0 liter 200 HP Turbo I drove last summer, although this time it was mated to VW's six speed Automatic. I'm not normally a fan of multi-speed Automatics and this is no exception. I understand the need to achieve CAFE numbers, but how about a Sport mode? The calibration was so biased in favor of fuel economy that it was always one gear ahead of where I wanted to be. I overcame with manual mode but a sport button would be lovely. As it is, I'd opt for the six speed manual and use the thousand dollar savings to pay for all the extra gas I'd plan to burn.

This car was also equipped with the Fender Premium Audio and Navigation, and I must admit that the Fender is a big improvement over the base and a luxury worth investing in. It has Sirius XM, 400 watts of power and nine speakers and created a sound that was rich and enjoyable whether the top was raised or lowered. I was much more meh on the Navigation, which was pleasant enough to use but whose display seemed scarcely larger than an iPhone. I can take it or leave it but the package also includes the leather interior that I very much liked, so just ignore it.

Even in Southern California, some rain must fall and the Beetle and I had a full day of rain testing (oh, the things I do for my readers.) I'm happy to report that the Beetle's snug little beret allowed not one drip of water inside and the heater kept the cabin toasty warm. While I won't claim that it was more fun in the rain than in the sun, there was certainly no penalty involved.

And that really sums up the Beetle Convertible- it's so well designed and well constructed that one could literally forget that its a convertible until the top button is pushed- and that's serious praise indeed. My list of likes is long, and quibbles are few. If you're shopping for a convertible, this one belongs on the short list.

Behind The Wheel: 2013 Toyota RAV4- The Original Crossover Crosses Over

The restyled fourth generation Toyota RAV4 will begin arriving on our shores at the end of this month. The RAV4, which is credited with creating the compact crossover segment, enters its fourth generation with a totally restyled exterior and interior, as well as a new six speed transmission and other refinements to a largely carried over platform.

 The overall dimensions of the new RAV4 are very similar to the prior one- same wheelbase, total length down two inches, overall height down about an inch and width reduced by .04 of an inch. The three row version is gone and the new generation is offered only as a five passenger vehicle in three trim levels- LE, XLE, and Limited. Both FWD and All Wheel Drive versions are offered.

 The exterior is totally restyled and is generally consistent with the look of current Toyota passenger car offerings. The front end styling is much more aerodynamic and also more carlike than its predecessor- whereas the RAV4 started the Tonka Truck club, it's now much more Camry than Tundra. This means upright truck grilles and high hood lines have given way to curves and improved aerodynamics. The look is pleasing and sophisticated, and again far less truck inspired than before.

 The biggest change on the exterior comes in the rear, where the cargo door has given way to a top hinged rear liftgate and the iconic outside mounted spare has disappeared beneath the rear cargo floor. Score one for to consumer clinics, but the result is a less distinctive design and diminished brand continuity- from the back it could be a Kia or an Audi. That aspect aside, the overall effect of the styling is contemporary and pleasing. It's a handsome member of a crowded class, but it's not a standout.

 Seventeen inch steel wheels are standard, the XLE gets 17 inch alloys and the Limited rolls on twin spoke 18 inch alloys. A great deal of attention has been paid toairflow including tailored corners, smooth edged fascias and even restyled front fender liners in order to maximize efficiency. The overall drag coefficient has been lowered from .334 to .329, which makes the RAV4 quieter as well as more fuel efficient.

 The change inside is much more dramatic. The entire interior has been redesigned and taken upscale- the instrument panel has a baby Lexus feel, the materials are all soft to the touch, the steering column angle has been reduced, and the overall effect is very carlike. The seats themselves are redesigned with a slim front seatback that improves rear knee room, and the rearward adjustment has been increased by .8 inches.

The LE and XLE have cloth trim, but the Limited stands out here with hide-like SofTex trim and a two toning pattern they call "Color Block", which introduces an accent color to the seats, dash and door panels. The effect ranges from subtle to outstanding - the Terra Cotta scheme is an attention getter, the beige and gray much more subtle and there is still a monochromatic black for those allergic to fashion.

 French stitching on the seats and instrument panels are also included on the XLE and Limited models as well as a power moonroof. The redesigned dash continues with Toyota's current theme of spreading out in a horizontal fashion and raising the display screen as high as possible.

 Speaking of the screen, it's a 6.1 inch color display with backup camera, HVAC and audio integrated and is standard on all models. The XLE and Limited offer optionalintegrated Navigation with Sirius/XM radio, HD Radio with iTunes tagging, advanced voice recognition and Text to speech capabilities, as well as Toyota's Entune multimedia system with Bing, iHeart radio,and Pandora. Advanced JBL audio is also available on the Limited.

 Safety has been given attention too, with eight standard airbags - consisting of driver and front passenger, driver's knee and passenger seat cushion, front seat side mounted, and side curtain airbags for the front and rear passengers. If you're getting the impression that a whole lot of attention has been paid to the look and feel of the interior, then you get it. With the recent influx of redesigned compact crossovers on the market, Toyota decided to step up it's interior game.

 The basic platform is retained, with a few changes made. The V-6 offering was dropped, leaving the 2.5 liter four cylinder engine as the sole power plant. It develops 176 HP and 172 lb.-ft. of torque, and is mated to a new six speed automatic transmission with three drive modes- Standard, Sport, and ECO, and a "Flex-Start" locking Torque Converter. The result of these changes is improved fuel economy. The FWD is rated at 24 City/ 31 Highway / 26 combined, and the AWD is rated at 22/ 29/ 25, or only one mile per gallon less than the FWD. That's a 2 mpg improvement for the FWD and one mpg better as an AWD.

With the V6 gone, and no talk of Hybrid or diesel power. It looks like their game plan is extract the maximum efficiency from the 2.5 liter four and not try and address every niche in the marketplace. One chassis statistic worth noting is ground clearance- ground clearance is 6.2 inches, down 1.2 inches from last year. Again we see how much more carlike the RAV4 has become.

 There are no surprises when you turn the key. The RAV4 is smooth, comfortable, and above all, carlike. There are no rough edges remaining. The engine is Toyota smooth, of course, and adequately powerful. The six speed automatic is by far the most entertaining in Sport mode, and there are genuine differences in its behavior when ECO is selected. The seats are supportive and comfortable, the handling is predicable and the ride is smooth. It would be an excellent choice for a cross country adventure.

 I did have the opportunity to take the AWD offroad briefly and it seemed competent, but bear in mind we were in Scottsdale and not Moab and this little cruiser is more suited for climbing the Beverly Hills. It's pretty evident under hard acceleration that it's a four cylinder car, and in those moments you'll click your heels together and wish for a Turbo variant, but otherwise it's quite smooth and effortless. The steering is noteworthy because although I generally hate electronic power steering, the engineers at Toyota have managed to increase feedback into the system (remember when we used to call it road feel?) and the result is an electronic system that isn't a trip down Novocaine Lane.

 To sum it up. the car that created the compact crossover craze has finally crossed over. Think of it as a tall, fuel efficient car that will haul all of the drag bags you can throw at it. It's strongest suits are a luxuriously appointed interior and Toyota reliability. Priced from $24,145 for the base LE to $29,255 for an AWD Limited, it should give the new kids on the block a run for their money.

2013 Toyota RAV4
5 Passenger FWD/ AWD Crossover
Powertrain: 2.5 Liter 4 Cyl. VVT, 6 Speed Automatic Transmission
Fuel Economy- 24/31 FWD, 22/29 AWD
Base Price Range- $24,145 LE/ $29,255 Limited AWD
Suspension F/R- Ind/ Trailing Arm
Wheels 17"/17" Steel (LE), 17'/17" alloy (XLE), 18'/18' alloy (Limited)
Brakes: disc/disc f/r with ABS
Must have features: Upscale interior, standard back up cam, legendary reliability

Behind The Wheel: 2012 Volkswagen Beetle Turbo- More Trick, Less Chick

I loved my 1983 GTI. I'd waited for months for it to arrive, stopping by the local VW dealer at least once a week to see when they were finally going to get one. When the little black screamer finally arrived, I quickly sold my late model Scirocco and ran over to claim it, not really bothering to worry how a college student would even pay for the damn thing. Oh, and car geek that I am, I even took pictures before they rolled it off the showroom floor. Black with red sport seats, sunroof and electronic stereo, six speed and sunroof. I had them add Autobahn driving lights and that was about it. It was fast- much faster than the Scirocco, and the Pirellis seemed to stick like glue. I was in Hot Hatch Heaven.

By the time the redesigned 1985 model came out, I was working for one of the big three. I got an '85, also in black, and hoped no one noticed. It was a risky plan. The '85 had more sophistication- a much better ride, power steering, and more subdued cabin materials, but it wasn't quite the same balls-out fun. I don't think I've ever had another new car that delighted me quite like the '83.

I wasn't thinking of my long lost GTIs when VW called to offer me a chance to drive the new Beetle Turbo. I was not much of a fan of the "New Beetle", finding it longer on promise than on substance and just too chicky for me. The bud vase was too gay even for me and the whole thing just seemed too cutesy- I don't care if the '73 Super Beetle had one giant gauge- I hated the damn thing. Besides, the interior was a sea of unhappy plastics. I'd driven them. but we hadn't bonded.

But the 2012 redesign intrigued me. I thought the lowered silhouette held promise and liked the sportier, more masculine styling. The body shaping is much more sophisticated and the frameless door glass added sophistication. The car feels much more sophisticated. It's as if the Beetle became a 356. I started thinking of my old GTI.

I turned the key and the comparison seemed more apt. The 20.T Turbo engine produces 200 HP and 207 lb/ft of torque- well above the measly 90 HP of the '83- but it had the same sound. The cloth sport seat interior looked familiar and felt like an favorite chair. And the shifter felt exactly the same- except that the Beetle has the sixth gear that my old GTI needed so badly. The dash was much more GTI than Beetle with a full complement of gauges including a tach and even a chronometer that I never used (and VW sure loves that oil temp gauge, don't they?) nestled in a handsome carbon fiber fascia.

My test car was interesting, both for what it had and what it didn't. It was a base Beetle Turbo with a six speed and the Bi-Xenon Headlamp and 19" wheel package ($1000) and that was it. It came with standard Turbo features- sport suspension, six speed manual, all season tires, alloy pedals, fog lamps, rear spoiler, sport seats, leather covered wheel and shifter- and nothing more. No Navigation, no satellite radio, no parking sensors or backup cameras or trip computers or automatic missile launchers. In short, just a well performing car. Including delivery charge, the car listed for just $25,165- the lowest priced car I've tested all summer. And just like my snarky '83- the most fun as well.

In short, I was charmed by the six speed Turbo well beyond my expectations. The Turbo 2.0 is smooth all through the range, the shifter is a delight, the ride is smooth and sure footed, the car corners in the best GTI tradition, it's handsomely tailored inside and out , the sport seats fit me perfectly, and doesn't need to have all the options to be a great deal of fun- in fact my base car with six speed and wheels might be just the ticket. Nothing is perfect, I still can't figure out how to open the hatch properly, and the lack of trip computer kept me from bothering to track the fuel economy, but I loved the car and was trying to think of a credible way to explain to VW that I'd misplaced it. All in all, it made me smile like I hadn't since 1983. It's more trick and way less chick. I can think of worse ways to spend twenty five grand.

Behind The Wheel: 2012 Buick Regal GS: Paint it Black

I joined Buick during the glory days of the Turbo 3.8 litre- the Grand National was announced the year I started with them. Every male under 30 and quite a few of the women at Home Office bought one (myself included) and proceeded to spend a Michigan winter going diagonally coping with the awesome power and serious lack of traction those black beauties provided. We loved them dearly, but they were hardly a balanced automobile.

The motoring press loved it as much as we did. Tony Assenza from Car and Driver Magazine road tested the legendary GNX in April of 1987 and wrote of it, "In a world of sleek shapes and refined manners, the GNX is an ax-wielding barbarian laying waste to everything in its path.”

Fast forward twenty five years to 2012. In my driveway is the 2012 Buick Regal GS. It's the singularly most powerful car Buick has produced since the Grand National-  but instead of a monster, it's a sleek shape with highly refined manners. Will I still like it?

Let's start with some background. I went to the press launch for the Regal back in 2010 and drove both the 2.4 conventionally aspirated 182 HP and the 2.0 Turbocharged 220 HP versions. I described the Epsilon based mid sized sedans as "well tailored and well mannered" and thought they were an excellent addition to the Buick line up. I found the 2.4 to be a bit sluggish and the 2.0 Turbo to have a very pleasing power band, but didn't think of either as an "ax-wielding barbarian."

The GS version is highly modified from the base model. The 2.0 Litre Turbo in the GS is the High Output Ecotec 2.0L Turbo and it's 270 HP exceeds the '87 Grand National's 245 rated HP and falls just short oif the  GNX's 274, but since both those engines were underrated, its probably about on a par with the Intercooled Grand National. It is offered with a 6 speed manual or 6 speed automatic transmissions. 

There are lots of unique touches. It has a deep skirted front fascia flanked by Bi-Xenon HIS headlamps and a unique rear one with dual exhaust ports. There are special rocker panels. a rear spoiler, and 19" twin spoke alloy wheels with Pirelli tires. Peek through the spokes and note the big Brembo calipers. Pirellis and Brembos- is this Heaven? No, this is Buick. 

The interior is offered in ebony leather only, with special touches such as a leather wrapped F1 style steering wheel, piano black dash trim. and leather trimmed sport seats. A Special GS Interactive Drive Control system offers standard, Sport and GS settings for the suspension. GM's Intellilink is standard, along with a pretty killer 336 watt Harmon Kardon Audio system with 9 speakers and XM Satellite radio. 

Options are few, and colors are limited. 20" polished wheels and performance tires, power sliding sunroof, GPS Navigation, and three extra cost colors out of the five available. Quicksilver and Smoky Gray are standard, White Diamond, Carbon Black Metallic and Crystal Red Tintcoat are optional. 

My test car was finished in the Crystal Red Tintcoat and features the meaty 20" wheel package. I found it to be quite a handsome and purposeful looking car and others seemed to agree. I found neighbors in the driveway admiring it, and found it to be a topic of conversation from the couple at the table next to mine when I parked it at an outdoor cafe. All good signs as far as I am concerned. 

But enough looking, time to see what happens when the rubber meets the road. Touch the starter button and the 2.0 Turbo comes to life. It's smooth, Buick V8 smooth and the exhaust note is quiet. Shift into drive and the car feels powerful, but doesn't play all of its cards. In fact, you could drive the GS in drive and your impression would be a smooth, well balanced sport sedan with a poised ride, excellent handling and crazy good brakes. You'd praise the engine torque, and would probably be a bit at odds with the six speed automatic- which seems to default at least one gear too high for the sporting driver- and no sport setting. That should be an easy enough fix for such a sporting ride. 

So to transform the GS, the driver need do three things- Select "GS" suspension mode, Turn off the Traction Control, and shift over to manual stick mode. The well balanced GS is now one crazy mother. Steering and ride are both tightened, and the Turbo soars up to redline without the slightest hesitation, I wish the manual stick was the tiniest bit quicker, and in all due respect to the six speed automatic, I'd go for the six speed manual in a heartbeat. But the car is now crazy fun, and sticks like glue to the tarmac. The Brembo brakes are killer and bring the GS down out of harm's way in no time flat. 

I have to say that the Regal GS is the most fun I've had behind the wheel of a Buick since the Grand National. And that becomes my challenge to Buick- As much as I like the GS and think it's a great sport sedan choice, how about giving us one to boost your street cred? Tweak the power up to 300 HP and paint  it Black. Not Metallic Black- not Nocture Firefrost. Paint it black. Black out all the trim and give us a Regal Grand National. It'll be more sophisticated than the old girl, for sure, with superior ride quality and suberb handling- but it'll be a Grand National, and we both need one.

You know you want to, Buick - Paint it Black.