2011 Buick Regal
While most buyers think of Buick as a posh, premium brand, their performance car history actually dates back to the legendary straight-8s of the 1930s. In more recent decades, the Regal nameplate carried the best of Buick’s performance intensions. So it makes sense that when Buick planned an all-new, mid-size sports sedan that the Regal name would once again appear. But this Regal is not like any Buick we’ve driven before.
After a six-year absence, the Buick Regal returns for 2011 as an all-new Euro-bred, front-drive sports sedan. Developed at Germany’s famed Nurburgring, the new Regal is a near doppelganger to the Opel Insignia – Europe’s 2009 Car of the Year, and the most promising entry from GM’s tri-shield division since the Grand Nationals of the 1980’s. To that end, the Regal will compete with premium-level sports sedan like the Audi A4, Acura TSX, Volkswagen CC, and Volvo’s new S60.
Initially imported in premium CXL trim only, the Regal touts the same sleek and upscale design language, but adds a healthy dose of frontal aggression from the LaCrosse and Enclave - an oversized Buick waterfall grille, flanked by prominent, swept-back, non-HID headlamps.
The Regal’s sculpted coupe-like profile features a fast, flowing roofline, sharp body creases, and flared fenders, exuding a performance-oriented spirit. The tapered rear wears an abbreviated deck and bold tail lamps, both hallmarks of the contemporary sports sedan. Standard alloy wheels are 18-inch, with 19s optional.
Power will be a surprise to some, four cylinder direct-injected powertrains only from GM’s Ecotec family. The standard 2.4-liter, shared with the Lacrosse and Chevy Equinox, delivers 182 horsepower and 172 pound-feet of torque.
Optional is a 2.0-liter twin-scroll turbo with 220 horsepower and 258 pound-feet of torque. An even higher-performance turbo GS arrives next year. The 2.4 is mated to a self-shift six-speed automatic, while the 2.0 turbo offers a proper six-speed manual as standard and automatic as option. Unfortunately, for our test runs only a 2.4 automatic was available.
And while it felt pretty peppy off the line, it was only adequate overall; taking a longish 9.4 seconds to get to 60, and 17 seconds to complete the quarter mile at 84 miles per hour. We’d definitely opt for the 2.0 turbo. But, it is taking corners where this Regal shines brightest. The Epsilon II chassis, with its strut-type front, and four-link rear suspension, both with a hollow stabilizer bar, delivered an impressive level of agility and nimbleness.
Turbo models add a fine Interactive Drive Control System. Its three modes - Standard, Tour, or Sport - alter suspension settings, steering sensitivity, throttle response, and shift pattern. Stopping hardware is all disc ABS brakes. Our car met hard stops with a 60 to 0 average of 129 feet, all straight and smooth.
This Regal meets all the European sports sedan cliches. It handles like it’s on rails. It feels bolted to the road. But you’ve got to remember, this is a Buick and it’s made in Germany, and that puts this Regal in a whole new light. The Regal’s spacious and well-appointed cabin combines classic Buick styling with modern sports sedan cues.
Fit and finish are on par with anything in the premium segment, although the dash is mostly hard plastics. On the other hand, gauges and controls exude a decidedly upscale quality.
Seats are well-positioned, firm, and nicely-bolstered. Leather upholstery and seat heat come standard. Enhancing occupant comfort is standard auto climate with humidity sensor. For piping in your favorite driving music, there’s a seven-speaker stereo or an upgraded nine-speaker Harman Kardon audio system.
But oh-so European is the absence of an available rear view camera. As is the console mounted, multi-function central controller for Stereo, Nav, Bluetooth, and even OnStar. The rear seat is comfortable for two adults, but tight for three. And the 60/40 split-folding feature adds length to the already very usable 14.3 cubic foot trunk.
Government Fuel Economy Ratings for the Regal 2.4 are 19 city/30 highway. We achieved a fine 27.1 on regular in real-world driving. The Energy Impact Score is 14.9 barrels of oil consumed per year. The Carbon Footprint is a relatively modest 8.1 annual tons of CO2 emitted.
Pricewise, the new Regal is very competitive. The 2.4 CXL has a base sticker of $26,995. The CXL Turbo starts at $29,495. More models and a lower entry price will follow when Regal production moves to the U.S. next year.
Despite its stodgy name, the 2011 Buick Regal made a great impression on us. Yes, it needs the 2.0 turbo manual to be truly competitive to its European rivals. But even the standard car we tested was a revelation. We just hope the Regal is not a one-off effort, and that Buick performance is back for real.
Specifications
- Engine: 2.4-Liter
- Horsepower: 182
- Torque: 172 Lb Feet
- 0-60 MPH: 9.4 Seconds
- 1/4 Mile: 17.0 Seconds @ 84 MPH
- 60-0 MPH: 129 Feet
- EPA: 19 MPG City/ 30 MPG Highway
- Mixed Loop: 27.1 MPG
- Energy Impact 14.9 Barrels Oil/Yr:
- CO2 Emissions: 8.1 Tons/Yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.