For those captivated by the allure of a sleeper performance sedan, the 2012 Buick Regal GS presents a compelling case. Building upon the foundation of the standard Regal, the GS variant injects a dose of athleticism with enhanced styling, a potent 2.0-liter turbocharged engine boasting 270 horsepower, performance Brembo front brakes, a finely tuned suspension, and sportier, more supportive seats. But does this collection of upgrades culminate in a truly desirable package, one that stirs the soul and delivers a genuinely engaging driving experience? Let’s delve into the nuances of the Regal GS to uncover its strengths and weaknesses.
Front view of the 2012 Buick Regal GS showcasing its sporty front fascia and optional wheels
From an aesthetic perspective, the exterior modifications applied to the Regal GS are undeniably effective. They imbue the sedan with a more assertive and dynamic presence without venturing into ostentatious territory. The optional larger wheels, while visually striking, perhaps push the boundaries of tasteful sportiness, with even the standard 19-inch wheels appearing slightly oversized for the car’s overall proportions. Stepping inside, the cabin largely mirrors that of the standard Regal, save for the upgraded sport seats with more pronounced bolstering. The materials and build quality remain commendable, exuding a sense of understated sophistication. However, one can’t help but wonder why Buick didn’t introduce more distinctive interior enhancements to further differentiate the GS model and elevate its sporty ambiance.
A touch of contrasting stitching or subtly colored accents could have significantly brightened the otherwise predominantly dark interior environment. Furthermore, the tachometer’s unusual numbering in increments of hundreds, reminiscent of certain late-model Volkswagen designs, might require a moment of mental recalibration for drivers accustomed to traditional thousand-based tachometer scales. While the revised front seats do offer improved lateral support during spirited driving, they don’t quite reach the levels of plushness or long-distance comfort one might expect in a semi-premium sedan. Similarly, the rear passenger space, despite the car’s substantial exterior dimensions, feels somewhat constricted. While accommodating average-sized adults is certainly feasible, extended journeys in the back might not be the most comfortable experience.
Side profile of the 2012 Buick Regal GS highlighting its silhouette and wheel design
The decision to equip the Regal GS with a 270-horsepower 2.0-liter turbocharged four-cylinder engine driving the front wheels sparked some initial disappointment among enthusiasts. The European Opel Insignia, a close relative of the Regal, offers a more potent 325-horsepower turbocharged V6 with all-wheel drive. However, GM’s rationale likely stems from pricing considerations. The significantly higher cost associated with the OPC’s powertrain would likely have priced the Regal GS beyond the reach of many North American buyers in this segment.
Concerns were also raised about the 2.0T engine’s sonic character and overall driving feel, with some fearing a resemblance to the somewhat unrefined and boisterous earlier iterations found in the Pontiac Solstice GXP and Saturn SKY Redline. Fortunately, these worries proved unfounded. If anything, the Regal GS’s engine errs on the side of excessive smoothness and quietness. It revs effortlessly to its 6,350 rpm redline with remarkable composure and minimal audible drama. Cruising at 5,000 rpm in a residential area is unlikely to draw unwanted attention, as the exhaust note is barely perceptible at idle and transitions to a refined hum at higher revs. The turbocharger’s presence is only subtly hinted at by a faint whoosh during throttle transitions. Boost delivery is seamless and linear, lacking any abrupt surges.
Engine bay of the 2012 Buick Regal GS showcasing the 2.0-liter turbocharged engine
This unexpected level of refinement, however, comes at a slight cost in perceived performance. Without prior knowledge, one might struggle to believe that 270 horsepower resides under the hood. While GM’s 3.6-liter V6 engine might appear less potent on paper in the mid-range, with slightly less torque at a higher peak rpm, subjective driving impressions suggest otherwise. The Regal GS’s 3,710-pound curb weight certainly contributes to this sensation, but the primary culprits are the engine’s flat torque curve and the muted auditory feedback. The Regal GS is undeniably quick, but its performance is delivered in such a refined and undramatic manner that it doesn’t always feel as rapid as it truly is. The question then becomes: in a performance sedan, is it more desirable for a car to be objectively quick or subjectively feel quick and engaging?
The six-speed manual transmission, the sole gearbox offering at launch, operates with a light and fluid action, gliding effortlessly between gears. While a more pronounced mechanical “snick” during gear engagement would enhance the tactile experience for some drivers, the shifter represents a significant improvement over GM’s previous manual transmission efforts in front-wheel-drive vehicles. Remarkably, even with nearly 300 lb-ft of torque channeled solely through the front wheels, torque steer is virtually nonexistent. This is largely attributable to GM’s innovative HiPer Strut front suspension design. By relocating the upper steering pivot point outboard of the strut, this system creates a more vertical kingpin axis, reducing the offset between this axis and the tire’s contact patch, and minimizing scrub radius.
Close-up of the 2012 Buick Regal GS wheel and Brembo brake caliper, highlighting performance components
Although the HiPer Strut suspension initially debuted on the Buick LaCrosse CXS, the Regal GS’s tauter and more precisely damped suspension tuning allows it to realize its full potential. When driven aggressively on winding roads, the car exhibits an almost excessive sense of composure and stability. The HiPer Struts’ optimized geometry maintains near-perpendicular wheel orientation throughout their travel range, enabling the 255/35ZR20 Pirelli P-Zero tires to deliver surprising levels of grip, particularly considering the Regal’s front-biased weight distribution. On most public roads, pushing the car to its handling limits will prove challenging, and understeer is remarkably well-controlled. However, partly due to the front tires’ tenacious grip and partly due to inherent characteristics of the HiPer Strut geometry, steering feedback is somewhat muted. Nevertheless, the Regal’s steering remains reassuringly precise, and the chassis exudes a sense of calm competence typically associated with high-caliber German sedans. Drama is not part of the Regal GS’s repertoire. In contrast, competitors like the Cadillac CTS Touring Edition or Volvo S60 R-Design feel significantly more exuberant and engaging, albeit often larger and heavier vehicles. The Regal GS manages to feel smaller and more nimble than its actual size would suggest. Steering inputs translate to immediate directional changes, urging drivers to keep a close eye on the speedometer, as the car’s velocity often belies its perceived speed.
Adaptive dampers with three selectable modes are standard equipment on the Regal GS. However, the discernible differences between the settings are subtle, with “GS” mode primarily introducing a slightly firmer ride. Even in its most aggressive setting, the ride quality remains far from harsh. The Regal GS ranks among the most comfortable-riding performance cars tested in recent memory. It strikes an excellent balance between controlled body motions and supple ride quality, effectively mitigating all but the most severe road imperfections. Many vehicles bearing premium badges deliver a considerably less composed and more jarring ride experience.
Interior view of the 2012 Buick Regal GS cockpit, showcasing the dashboard and sport seats
Optioning a Regal GS with all available features, as exemplified by the test vehicle, elevates the sticker price from a base of $35,310 to $38,785 (including $495 for the premium white diamond paint). This price point might seem steep for a not-quite-midsize Buick. However, for those seeking a potent sedan equipped with a manual transmission, the competitive landscape offers surprisingly few less expensive alternatives. In fact, a quick market scan reveals only one significantly cheaper option: the Subaru Legacy GT, priced approximately $3,400 lower. However, factoring in feature discrepancies using car price comparison tools reduces this gap to roughly half, even with a $1,700 adjustment favoring the all-wheel-drive Subaru. The Buick presents itself as a more substantial and feature-rich vehicle overall.
Virtually every other sedan boasting over 200 horsepower and a manual transmission commands a significantly higher price. The closest comparable competitor, the Infiniti G37, carries a list price exceeding the Regal GS by over $4,000. Even a less powerful 211-horsepower Audi A4 2.0T, after accounting for a $1,700 adjustment for its all-wheel-drive system, remains approximately $6,600 more expensive, despite being closely matched in terms of standard features. Of course, opting for an automatic transmission opens up a wider array of more affordable choices, including several compelling options from Korean automakers.
The fundamental characteristic of the Regal GS, its exceptional refinement, also constitutes its primary drawback for some. The engineering team at GM undeniably invested considerable effort in honing the powertrain and chassis to an impressive degree of polish. The resulting vehicle is remarkably smooth and quiet, perhaps even to a fault. For drivers prioritizing effortless speed and a composed driving experience, the Regal GS delivers admirably. However, those seeking a car that ignites the senses and quickens the pulse might find themselves wanting more, unless their regular driving routes consist of exceptionally challenging and winding roads. Even in GS guise, the Regal remains a car defined by its subtle strengths rather than overt flamboyance.
