Recently both the 2015 Chrysler 200C AWD and 2015 Buck Regal GS AWD were delivered for review at the same time, and it gave me a side-by-side glimpse that I rarely receive. Heading into this, I did not expect to think that these two would compare with the Regal GS built and marketed towards the luxury midsize market and the 200 being geared more main stream, but as I experienced the rides first hand, it became hard to not see both in the same light.

Let’s start with the Regal GS.  We drove it last year, and we loved it.  Similar to the 2014, it still needs to prove to the masses that it is here to stay and a player in the game that deserves to be taken serious.  While I was not able to test out the AWD during my time, the vehicle itself was incredibly comfortable, well appointed, and drove fairly well.  I did feel the engine was a bit under powered compared to other turbo’d 4 cylinders on the market, but overall it did exactly what it was supposed to do.  Inside, the controls and quality of the build were on par with other luxury vehicles on the market, and while I was not a big fan of the GS and Sport buttons (I still have no idea how they changed the drive as I felt no difference), it was quiet, smooth, and luxurious.  Overall, it still felt very GM to me, as in not differentiating enough from some of the Chevy and GMC rides I have had, but that’s to be expected I guess.

Styling wise, I have always loved the Regal’s shape and lines, and it really feels like the step in the right direction towards the luxury market, but not quite there.  It is a big on the plain side, feeling like a safe bet for the GM shareholders more so than the boundary pushing that many luxury car buyers prefer.  The little touches, such as the Brembo brakes, HID headlights, and dual exhaust bring a sport flair to it even if the performance doesn’t really match the appearance.  But this is not the ride one is expecting to turn heads with as they pull up to the light.

But what of the 2015 Chrysler 200C AWD?  Does it really stand up to Buick’s approach a the luxury market?  Surprisingly and bluntly, yes.  Actually, it surpasses the Buick, and while that statement may not make me many friends over at GM, truth be told, Chrysler has developed an amazing midsize sedan.

When first released, I was hesitant of the new ride, thinking it was just another attempt to fill the market with a ride, something that will be rebadged and sold across the full brand.  But a year in, the 200C is standing on its own from the design to the performance.  Driving the new Chrysler is a joy from the very start with more technology and features per square inch than some of the latest and greatest luxury rides, all wrapped in a high quality fit and finish that comes on rides 10 to 20 grand more in base value.  The power from the V6 is constant, and even with 40 more HP than the Buick, the ride still has an average of 29MPG on the highway, 2 more than the Buick.  The seats and positioning is icredibly nice, with controls being in easy to reach and intuitive places, all while the ride is smooth and quiet even at highway speeds.  There is a little bit of a growl from the engine under hard acceleration, but I don’t know if it is natural or ‘tuned’ in for the experience, but overall was a bit unnecessary for the sedan.

Styling I will admit the 200C isn’t revolutionary, but it definitely stands out from the other -mid-market sedans out there with its curves and nose.  Just like the Buick though, it was not going to be garnering any extra attention at the light, but with the performance it has, it would surprise those it left behind when it turns green.  The fit and finish inside is top notch as well, as to be expected from Chrysler (and a step in the right direction honestly).

So what makes the 200C just that much better?  Honestly, it all boils down to pricing and value for money.  The Buick Regal GS is a great car, don’t get me wrong, but at over $41,000 for it not even fully loaded, it’s a hefty price to pay when the 200C, as tested, was at $34,000 fully loaded.  They are almost the exact same size, get about the same miles per gallon, are both AWD, have amazing fit and finish with quality materials, and have quite a few of the same technology features standard, but the Buick just cannot compete with the Chrysler at the bottom line.  And then you take in the power, experience, and overall enjoyment that the 200C was able to deliver from the very start, all surrounded by a very driver-friendly interface, the choice becomes clearer.  For me, and the buyers out there, these are all big points, and ones that Buick needs to take into consideration as it tries to find itself.  Why spend more on a brand that is still trying to find its footing when Chrysler has taken such a big leap out the gate and continues surging ahead?

The post Battle of the Midsize: 200C vs. Regal appeared first on FactoryTwoFour.

This winter has been one for the record books. The northeast has received record amounts of snowfall, parts the south have been incapacitated due to ice and bad planning, and the Great Lakes have frozen solid. With all this perilous weather causing damage, delays and downright misery, it’s good to have Buick’s responsive and impressive 2014 Regal GS AWD at your disposal.

Part of the rock solid feel the Buick maintains in inclement weather, is its front-biased AWD system that constantly calculates changes in road surfaces and also driver inputs. If you’ve ever been nervous the rear’s gonna come around on you, fret not. With the GS’s new Haldex system, only the most barbaric push on the throttle would cause the Buick to oversteer—with the ability of the system to send 90-percent of the power to the rear wheels if front wheels lose traction.

Buick’s Torque Transfer Device (TTD) is the heart of the AWD system by preemptively applying torque and splitting it dependent on what conditions you are driving in by making millisecond adjustments in real-time; and completely seamlessly. Combined with the electronically limited-slip differential (eLSD), which controls both front/rear and side-to-side actions, the GS AWD is impressively suited for ice and snow. Two performance modes, Sport and GS, increase suspension feel and engine mapping with the GS mode taking characteristics a step sportier while also increasing steering feel.

Navigating the 1.4-kilometer ice and snow covered track at Toronto’s ICar complex, the Regal’s driving dynamics begin to expose themselves when pushed to the limit. With an also brand new, 2.0L turbo four-cylinder (borrowed from the Cadillac ATS) the Buick is quick and nimble thanks to a wide torque curve and 24 psi of boost from the 259hp, 295 lb.-ft torque turbo. Long-winded drifts, left-foot braking and modest acceleration left me, to be honest, quite impressed at this outlier in the Buick name. (Granted, I haven’t driven other current Buicks, but based on what I was going into the review expecting, I came out shocked.) The constantly changing conditions of the surface of the track allowed for Buick’s HiPer Strut front suspension to get a workout testing the camber control and impact isolation when trying to realistically put power down in a extremely low-friction environment. I left the Buick in ‘GS’ mode to increase effectiveness of the suspension and also engine mapping.

HiPer strut really helps with the front-biased GS by splitting the steering and suspension functions instead of having the front suspension handle both loads simultaneously, often ending in nasty torque steer. Basically, there’s more of the contact patch of the tire on the road even with side-to-side steering inputs and acceleration: The system is complicated in theory but works flawlessly in execution.

The Buick GS takes a few moments to really digest what you’re looking at, and that’s not a bad thing. It’s a very handsome car with subtle bits of distinction that highlights its passive aggressive demeanor. Certain angles it takes on a 5 Series and others it reminds me of the Pontiac G8, just more svelte. It’s a looker, especially with the optional 20-inch alloys on 255 series tires all around. Subtle touches such as the integrated lip spoiler, hood vents, front fascia inlets and even the—what I would refer to as—black-chrome grille add flair to the once ho-hum brand’s mid-size sedan.

Inside, the new 8-inch configurable gauge cluster adds to the GS’s modern feel by offering two modes: Touring and Sport. Steering wheel controls allow adjustments on the fly: mobile phone, radio, GPS; while also allowing complete control of the optional Adaptive Cruise Control lane departure warning, forward collision alert and following distance indicator. Seats were pretty good, though I wish there was a little bit less inflation on the standard bolster. American cars, particularly GM, often seem to pump air bladders on high into the seats, which can make long drives somewhat uncomfortable: You feel on the edge of your seat most of the time, and that’s not even because of frantic driving by yours truly.

There are some downsides. The touch sensitivity for the climate controls aren’t nearly sensitive enough. I often found myself repeatedly pushing the buttons to make sure it was working. And when driving, you don’t want to have to second guess yourself. Standard hard buttons would work wonders and with the right design wouldn’t look out of place. The price is a bit of a hard pill to swallow at first, but you are getting a lot for the $45,500 price on my tester. For some of the Germans, you’re looking at over $50k for a similarily equipped unit and based on the testing I’ve done with the other brands, Buick stands ground firmly in the technology space. Ride and handling is another thing. Not that the GS is bad, it’s actually very capable, but it’s just not as fine tuned and rock solid as the other competitors.

Granted Buick will have to win over the masses that still might believe Buick is set in their ways. They’ve won me over. They’ve proven that they aren’t sitting still and living in the past where they merely skated along, they are providing worthy cars of the storied Buick name, and in the future the competitors are going to have a tough time outrunning the GS.

The post Weather Proof—2014 Buick Regal GS AWD appeared first on FactoryTwoFour.