![]() Once it does get moving, though, the Regal GS does have performance strengths. Buick, I beg you: Paddles for the next car, please. The V-6 doesn’t make maximum torque until 5,200 rpm, so it exacerbates the issue. Yes, you can use the gear shift to select gears, but it really isn’t the same thing. The standard Regal is also missing them, as Bragman noted in his review of the 2018 Buick Regal. It’s a weird thing to not put into a so-called performance-oriented vehicle. The Regal GS doesn’t have steering-wheel-mounted transmission paddle shifters, which could really help deal with the engine’s responsiveness. This is like the experience that reviewer Aaron Bragman noted in his First Drive of the Regal Sportback, saying, “Put your foot down in the AWD model, and the delay between pedal action and downshift is palpable, putting a damper on entertaining sportiness.” It seems hesitant to accelerate both off the line and while traveling at speed. I found the powertrain to be the weakest part of the Regal GS’ performance credibility. It’s an active twin-clutch system (similar to the one found under the Ford Focus RS) that can transfer 100 percent of the engine’s torque from front to rear and left to right rear wheels when conditions call for it.ĭoes the jump up in engine size pay off with performance dividends? Not really. The AWD system is the same one found in the Regal Sportback and Regal TourX. The Buick Regal GS adds a nine-speed automatic with its AWD system, while the regular model only gets an eight-speed. The 3.6-liter V-6 in the GS makes more 60 more horsepower than the 250-hp, turbocharged 2.0-liter four-cylinder in the standard Regal, but it weirdly makes less torque than that engine does in AWD Regal models (295 pounds-feet versus 282 pounds-feet with the V-6).
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