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I’ve rarely heard anyone say anything negative about Buick’s styling, at least not during the most recent decade. The brand combines a conservatively classy look with some elegantly sporty elements,…

New Car Reviews

2021 Buick Enclave Essence AWD Road Test

I’ve rarely heard anyone say anything negative about Buick’s styling, at least not during the most recent decade. The brand combines a conservatively classy look with some elegantly sporty elements, resulting in clean, classic and mature design that mostly stands the test of time.

The recently discontinued Regal, a car I covered in its sportiest GS trim in 2019, is a good case in point. Few four-door sedans in its mid-size segment looked anywhere near as good, not to mention drove as well, but alas it’s gone the way of the dodo due to cars in this class falling out of favour with consumers. Ditto for the arguably better looking Regal TourX that was never offered in Canada, yet made five-door fanboys like me a tad jealous of my American friends. I should probably mention the 2016-2019 Cascada as well, a sharp looking Opel-designed four-seat convertible that remained south of the 49th as well.

The Regal ended its official tour of duty last year, although anyone interested can probably still find new 2020 models kicking around. That won’t be so easy if you’re looking to buy a new full-size Lacrosse, which ended production the same year as the just-noted Cascada, in 2019. It was another great looking four-door that drove well, especially on the wide-open highway, while the 2012–2017 Verano was Buick’s quiet, comfortable and reasonably quick answer to an entry-level compact luxury conundrum nobody had asked anything about since its forgettable Skylark predecessor drove off into the sunset back in last century.

Buick partially filled this multi-car void with the introduction of its Encore (2013-present), Encore GX (2020-present), and Envision (2016-present). The first model on this list is a subcompact crossover SUV that’s done very well in its burgeoning entry-level segment, while the GX is a slightly longer variation on the small crossover theme. Finally, the Envision is a larger compact luxury crossover SUV that was nicely updated for this 2021 model year.

I just finished a weeklong test of that model today, and it left such an impression that I came straight back to write a news story about the refreshed 2022 Enclave that will soon replace the very model you’re looking at here. Don’t worry, as plenty of 2021 Enclaves are still available, and without doubt Buick will tempt you with a deal that’s too good to pass up if you like what the current model has to offer.

When the Lacrosse left the scene back in 2019, the Enclave became Buick’s de facto flagship. I know, the thought of a large family hauler as a luxury brand’s most coveted model probably sounds a bit strange to those of us that have followed the automotive industry for decades, but we might as well get used to the idea, because big luxury sedans aren’t exactly flying off showroom floors these days.

Joining Buick, Cadillac also said goodbye to its largest CT6 sedan last year, while Lincoln dropped its near full-size Continental as well as its mid-size MKZ in 2020. Acura also dumped its mid-size RLX at the end of the same year, while Infiniti finally halted Q70 and Q70L production at the close of 2019, and Jaguar sadly said so long to its beloved XJ during last decade’s penultimate year too, and followed that up by discontinuing its compact XE last year.

Sorry to stir the tears, but most readers of this review won’t likely be crying about a shortage of low-slung sedans anyway. Today’s low interest rates are certainly keeping the wolves from entering through the front door, but be certain that automakers around the globe are preparing for survival of the fittest when those same rates are hiked upward to stave off inflation. Therefore, they might as well kill off the slow sellers and make better bets on more popular SUVs ahead of what would otherwise be certain carnage.

Until Buick arrives with a two-row mid-size crossover to fight it out against the regular-sized Lexus RX, as well as Lincoln’s two-row mid-size Nautilus, base versions of the new Genesis GV80, and the list goes on (such a model that should really be in their lineup to take the brand to the next level), the three-row Enclave is where sizeable enough profits can be found to keep Buick in the black.

At a starting point of $48,398 (plus freight and fees), the Enclave is clearly not going solely up against mainstream volume brands, especially when considering Infiniti’s QX60 is right alongside with a base price of $48,995. These numbers are only slightly less than where a conventionally-powered Highlander ends up when everything Toyota has to offer gets added on, or for that matter a Hyundai Palisade in its top-tier Ultimate Calligraphy trim. Honestly, those two would provide serious competition for this Enclave and others in its entry-level luxury class, if consumers chose to shop them against each other, but sometimes luxury is a mindset, and to that end Buick owns a bit more real estate in Banbury-Don Mills than Pickering, albeit certainly not much if any in Bridle Path.

The photos of this Enclave were fittingly taken in North Delta, by the way, a nicer suburb just west of Surrey, which for those not from the area is Vancouver’s version of Scarborough. Before getting lambasted for mentioning the latter two cities in what could be imagined as derogatory, there’s much good on offer from both, and a lot of visible wealth in nicely developed clusters. Still, everyone knows Surrey isn’t West Van or Southwest Marine Drive, just like Scarborough isn’t Rosedale or Forest Hill. Likewise, most everyone can appreciate that your new Enclave Avenir has more in common with the just-noted Toyota and Hyundai SUVs than a Mercedes-Maybach GLS 600 or a Range Rover SV Autobiography.

Back to the here and now, changes to the 2022 Enclave only impact the front and rear fascias, wheels, and trim, with Buick combining design cues from the arguably more attractive Chinese version with the best of this 2021 model in order to arrive at another classically conservative luxury SUV option. To be clear, Buick has only shown photos of the top-tier 2022 Enclave Avenir so far, while the 2021 Enclave shown in this review wears the brand’s humblest Essence trim line. To be clearer still, this one is priced $3,000 dearer at $51,398 due to having all-wheel drive, and it also shows off a particularly attractive $1,495 Sport Touring upgrade package that adds a sportier black mesh grille, glossy Pitch Dark Night lower accent colouring, and upgraded 20-inch alloys.

Just the addition of AWD means a similarly equipped Enclave costs more than its Infiniti equivalent that comes standard with four-wheel propulsion, but I’m not going to even poke my head down any sort of comparison rabbit hole in this highly competitive class. Suffice to say the Enclave Essence is equipped with most features an entry-level luxury buyer should need, albeit not everything they’d want, hence the minimalist name, with key items including 18-inch alloy wheels, auto on/off LED headlights, heatable power-folding side mirrors, and more.

The more is found inside, where proximity-sensing entry will allow you to closer inspect its pushbutton ignition, auto-dimming rearview mirror, 4.2-inch colour multi-information display, 8.0-inch colour touchscreen infotainment system with Apple CarPlay and Android Auto, 10-speaker Bose audio, 4G LTE Wi-Fi hotspot, universal home remote, power tilt and telescopic steering column, heatable leather-wrapped steering wheel rim, Safety Alert driver’s seat that vibrates as a warning, perforated leather upholstery, three-way heated and ventilated power-adjustable front seats with four-way powered lumbar, two-way driver memory, tri-zone automatic climate control with rear controls, heated second-row captain’s chairs for seven-person occupancy (a second-row bench for eight is available), power-folding 60/40-split third row, hands-free powered liftgate, 120-volt power outlet, remote start, and much more.

Standard as well, all Enclaves boast the Buick Driver Confidence Plus package of advanced driver assistive and safety tech that includes a Following Distance Indicator, Forward Collision Alert, and Rear Cross Traffic Alert with Automatic Emergency Braking and Front Pedestrian Braking, plus Lane Departure Warning with Lane Keep Assist, Side Blind Zone Alert with Lane Change Alert, front and rear Park Assist, and IntelliBeam auto high beam assist headlamps.

As the Enclave’s long list of base features should let on, you won’t feel like you’re slumming it in this Buick. In fact, even this entry-level model provides fabric-wrapped A, B and C pillars, plus a higher quality of soft-touch synthetic on the dash top and front-to-rear door uppers than I can remember in previous iterations. It’s even nicer across the instrument panel facing, plus the lower section of the IP ahead of the front passenger that continues underneath the infotainment touchscreen and along the right side of the lower centre console. This surface treatment is beautifully stitched and finished in a supple leatherette up and down, while the left side of the centre console is padded nicely to protect one’s inner knee from chafing, plus it also extends down to the armrest. These areas were finished in a lovely caramel brown in my tester, in order to match the seats and door inserts that were also nicely stitched, with the former featuring perforated leather inserts.

The seat leather is softer than many at this price point too, while those previously noted warming front cushions heat to near therapeutic levels. Speaking of warmth, the climate control interface, while appearing somewhat rudimentary, did its job well, and besides, your eyes will more likely gravitate to the colour touchscreen overtop, which is one of the easiest to use in the industry.

I’ve been a big fan of General Motors’ infotainment systems for some time, and while I like Chevy’s more Apple-inspired jelly-drop interface even more than the classier Buick design, they both make ample use of a full colour palette and work identically. This version responded quickly to inputs, which was especially notable when moving the navigation map around with my fingertips (it didn’t skip a beat). GM navigation has never let me down either, so kudos to the tech department, while the backup camera was clear and complete with moving guidelines, plus the standard Bose audio system was excellent.

The Enclave’s primary gauges, on the other hand, are about as basic as such clusters get, and a bit of a letdown visually. Sure, the chrome trimmed analogue dials are nice, these to each side of chrome-edged gas and engine temp meters above, but the smallish multi-info display is housed in a square shape that makes it appear like an aftermarket add-on, while competitors have made things worse by showing up with entirely digital primary clusters that show virtual dials one minute, and then transform into giant maps when using the navigation system, or alternatively integrate rear-facing camera monitors that automatically show the SUV’s blind spot when flicking the turn signal. At least the Enclave’s steering wheel that frames it all is superb, with soft leather and a nice sporty feel, while the switchgear on each spoke is high in quality and works well.

The overhead console just above looks a bit like yesteryear too, but it’s functional and includes a sunglasses holder, plus LED reading lights and switches for the garage door opener, OnStar, SOS, and more. There’s no power sunroof button, because this base model doesn’t have a sunroof, and I must admit it’s a strange omission in any new car these days, and especially odd looking when the roof is this long.

Sitting in the driver’s seat, the manual tilt and telescopic steering wheel offers plenty of reach, which worked well for my long-legged, short-torso body type, while the seats were quite comfortable, albeit with hardly any lateral side support, so if you’re planning to push hard through the corners, you’ll need to find something other than the steering wheel to hang on to. I only mention this because the Enclave handles very well, especially with the 20-inch wheel and 255/55 tire upgrade from the package mentioned earlier, so I recommend looking further up the trim line to find something with sportier, more sculpted seat bolsters.

Likewise, the backrests on the Enclave Essence model’s second-row captain’s chairs are nearly flat too, but if rear passengers fold down their centre armrests they should be just fine when you’re having some fun on the way to the cottage. They’re generally comfortable seats, with ample legroom when slid all the way back. Second-row amenities include the aforementioned rear climate control panel and seat warming switchgear on the backside of the front console, where you’ll also find a set of USB chargers, albeit no air vents. Those are smartly integrated within the roof, which is the case for third-row passengers as well, and likewise for the LED reading lights.

Those in the very back get USB charging points to each side as well, while reasonably large rear quarter windows provide good outward visibility for rear passengers. The rearmost seats are comfortable enough too, while the aft compartment is generously roomy overall. There’s reasonable space for legs and feet, at least if those sitting in the second-row seats pull them forward a bit, while it’s also easy to flip those seats up and out of the way for third-row ingress and egress, only requiring a simple tug on a handle atop the backrest, while another lever below flips them down for storage.

They fold fairly flat too, as does the third row, providing loads of cargo space for almost anything you could want to haul. I was able to carry a double-wide Ikea Pax wardrobe system for a friend, along with its glass sliding doors, and there was room to spare thanks to 2,764 available litres when both rows are lowered, 1,642 litres behind the second row, or 668 litres of dedicated cargo volume behind the third row.

Even fully loaded, the Enclave should be strong off the line, thanks to a potent 3.6-litre V6 good for 310 horsepower and 266 lb-ft of torque. It comes mated to a nine-speed automatic that not only helps to cheat the pump with a commendable fuel economy rating of 13.0 L/100km in the city, 9.1 on the highway and 11.2 combined with FWD, or 13.6, 9.6 and 11.8 respectively as tested with AWD thanks in part to standard idle start/stop, but it provides absolutely seamless, smooth shifts, but then again if you engage manual mode, which requires a shift into the “L” position (that really makes no sense at all), its steering wheel-mounted paddle shifters help transform this calm and sedate traveling companion into a much sportier SUV than initially expected. In fact, BMW doesn’t even go so far as to hold its utility’s engines at redline before upshifting, so kudos to Buick for giving the Enclave such enjoyable performance. The V6 makes a notable growl too, although don’t take that to mean it sounds particularly sporty.

Of course, being a Buick the Enclave’s ride is extremely good. The driver and passengers are also well isolated from the elements outside when traveling at slower city speeds, with very little notable road noise. This is why I was a bit surprised by all the wind buffeting at highway speeds, the auditory kerfuffle so evident that I even made sure to check if all the windows were closed tight. This was an unexpected sensation from a brand that prides itself in providing vehicles with tomblike silent interiors, making me guess that upper trims are given an extra dose of Buick’s “Quiet Tuning” technologies.

This brings us back to the Enclave’s sub-$50k starting price, which is very affordable for a three-row luxury crossover SUV. It actually measures up pretty well to many that cost thousands more, but simultaneously might find itself a bit lacking when put side-by-side with some of the top trims produced by more common volume brands (for more competitive pricing information, be sure to check out my news story on the 2022 Enclave, which links to information about all luxury competitors as well).

If the current 2021 Enclave suits your personal style and overall needs, take note that Buick is currently providing up to $1,000 in additional incentives, while CarCostCanada members are reporting average savings of $2,625. To learn how you can save thousands when buying your next new vehicle too, check out how the CarCostCanada system works. You’ll be provided dealer invoice pricing to make negotiating your best deal easier than you ever thought possible, while downloading the free CarCostCanada app from the Google Play Store or Apple Store before visiting your local dealer makes sure that you have all the info required exactly when you need it.

Review and photos by Trevor Hofmann

Buick just took the wraps off its refreshed 2022 Enclave, and fans of the brand should be pleased with what they see. There’s nothing revolutionary about the design, with most styling cues pulled from…

Latest News

Buick shows off updated version of its 2022 Enclave three-row luxury crossover

2022 Buick Enclave Avenir — Buick has updated its Enclave for 2022, shown here in its top-line Avenir trim line.

Buick just took the wraps off its refreshed 2022 Enclave, and fans of the brand should be pleased with what they see. There’s nothing revolutionary about the design, with most styling cues pulled from its second-generation predecessor that arrived in 2017 as a 2018 model, and from the Chinese version that launched two years later for the 2020 mode year.

Fortunately, the outgoing Enclave was already an attractive crossover SUV, and the Chinese version even more so. Therefore, this mid-cycle makeover only grows the Enclave’s grille to give it even more premium presence, updates the headlamps and taillights for more fluid integration into the design, and sharpens the front and rear bumpers to add some visual width, resulting in even more premium appeal that Buick no doubt hopes will lure prospective buyers away from other brands’ three-row luxury SUV offerings.

The only choices below $50k, which is currently the entry point of the three-row luxury SUV segment, include today’s $48,398 2021 Enclave and the $48,995 Infiniti QX60, but Acura’s $56,405 MDX, Cadillac’s $57,998 XT6, and Lexus’ $59,700 RX 350 L aren’t too far away. In fact, that’s similar pricing to an Enclave about halfway through its options list, while a fully equipped 2021 Enclave Avenir gets close to $70k, a price point that’s similarly positioned to the $64,500 Genesis GV80, $65,500 Land Rover Defender, $64,750 Volvo XC90, $68,600 Land Rover Discovery, $67,950 Audi Q7, and the $69,900 Lincoln Aviator. Just in case you were wondering, three-row alternatives from Mercedes-Benz and BMW are in an altogether different stratosphere, their GLS and X7 starting at $101,900 and $102,900 respectively.

Back down to earth, the updated Enclave’s new standard suite of advanced driving assistance and safety technologies, dubbed Driver Confidence Plus, features forward collision warning plus automatic emergency braking with pedestrian detection, blind-spot monitoring and lane departure warning with lane keeping assist, rear parking assist, rear cross-traffic alert, and finally automatic high beam assistance.

The Enclave’s sole powertrain offering remains a 310 horsepower 3.6-litre V6 mated to an advanced nine-speed automatic transmission and optional all-wheel drive (the base Essence AWD starts $3,000 higher, at $51,398), while top-line Avenir trim features an adaptive suspension.

CarCostCanada is currently showing up to $1,000 in additional incentives off of today’s 2021 Enclave, with its members saving an average of $2,625 at the time of purchase. To find out how you can save thousands when buying your next new vehicle, make sure to learn how to access dealer invoice pricing, and remember to download the free CarCostCanada app so you can have every member benefit right at your fingertips.

Story by Trevor Hofmann

Photos by Buick

When Buick first started delivering its Chinese-made Envision to Canadian consumers in April of 2016 it was nice, but arguably a bit dated. As it was, the Jeasoo Kim-designed compact SUV had already been…

Latest News

Buick gives compact Envision SUV sharp new styling

The great looking new 2021 Buick Envision strikes a dramatic pose in its highly competitive compact luxury SUV segment.

When Buick first started delivering its Chinese-made Envision to Canadian consumers in April of 2016 it was nice, but arguably a bit dated.

As it was, the Jeasoo Kim-designed compact SUV had already been in production at SAIC GM’s Dong Yue Foundry in Yantai, Shandong for two years, and it never really broke much visual ground when new, so sales over the past three years in a highly competitive market segment that usually includes top-sellers from every luxury carmaker’s lineup, haven’t exactly been overwhelming, with the larger, pricier Enclave actually doing better and the smaller, entry-level Encore totally cleaning up.

2020 Buick Envision — The 2020 Envision is pleasant to look at, but probably won’t pull a lot of eyeballs when it drives by.

One glance at the new 2021 Envision and no one should question whether sales will pick up or not, as this is one very attractive new compact luxury crossover, pulling some cues from the old Envision’s headlamps and taillights and its grille partially from the current model’s 2019 mid-cycle makeover as well as more recently updated Buick models, yet appearing to have much in common with today’s sharply creased new Cadillac XT crossover luxury SUV lineup.

So far 2021 Envision details are limited, Buick not even showing any interior photos, but we do know the old 197 horsepower naturally aspirated 2.5-litre four-cylinder base engine will give way to a new standard 2.0-litre turbocharged four-cylinder, which was optional in the outgoing Envision and made 252 horsepower and 260 lb-ft of torque. Also changing is the current model’s six-speed automatic transmission, which will reportedly be replaced by a new advanced nine-speed automatic. Like the current Envision, the new one will likely come to Canada with standard all-wheel drive.

The outgoing Envision shares underpinnings with the second-generation Chevrolet Equinox and GMC Terrain, and therefore this new follow-up will probably get an update to the current fully independent front strut and four-link rear setup, one of the SUV’s most endearing attributes.

What’s more, the new Envision will ship with standard forward collision alert, autonomous emergency braking for both vehicles and pedestrians, plus lane keeping assist, lane departure warning, rear parking assist and more. Reportedly, much of the new Envision’s advanced driver assistive systems were developed at GM’s Canadian Technical Centre.

Options are said to include front parking assist, semi-autonomous parking assist, a 360-degree surround parking camera, blind spot monitoring with rear cross-traffic alert, a head-up display, a rearview mirror camera, plus more.

A 10.0-inch infotainment touchscreen display with an HD backup camera will be available, with Apple CarPlay and Android Auto smartphone integration as well as Amazon Alexa compatibility, while Buick will also make its top-tier Avenir trim available for the first time in the Envision.

The all-new 2021 Buick Envision will go on sale in early 2021, but we can expect more details in the coming months.

If you like the softer curves of the current 2020 Buick Envision design, and want to benefit from available discounts of this still current yet outgoing model, such as manufacturer rebates, financing and leasing offers and the savings that come from learning about otherwise hard to find dealer invoice pricing that could save you thousands, take note that one inexpensive CarCostCanada membership can provide you with all of the above and more, arming you with everything you need before even talking with someone at your local GM dealership.

Right now CarCostCanada is showing up to $1,000 in additional incentives for the 2020 Envision or 2020 Encore (the 2021 Encore can be had for zero-percent financing), while you can also receive up to $1,500 in incentives on a 2020 Enclave or 2020 Regal Sportback. Check out CarCostCanada to find out more.

Story credits: Trevor Hofmann

Photo credits: Buick

Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market…

New Car Reviews

2019 Buick Encore Essence AWD Road Test

Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market since emperors ruled, while the brand more recently positioned itself well as a purveyor of true premium products that suited Chinese market tastes to a tee, both stylistically and luxuriously, but China isn’t the only reason Buick can claim such jet-setting status.

The Regal GS (see the latest version here) I most recently reviewed, for instance, was designed cooperatively by GM’s German and Australian divisions, with input from its Chinese and North American operations, and assembled in Rüsselsheim, Germany, and Shanghai, China, for the Chinese market, the latter factory also producing the LaCrosse that I tested and reviewed way back in 2017 (see the 2019 LaCrosse here), although our version of Buick’s flagship sedan is built in GM’s Detroit/Hamtramck Assembly.

Even more exotic, the compact Envision crossover SUV (see the updated version here) I covered the same year, while related to the Chevrolet Equinox and GMC Terrain, was mostly designed and produced in China, and is actually the first mass-produced vehicle to follow that Chinese production path (not without ever-changing regulation challenges).

The only American-made vehicle to remain under the Buick brand after the LaCrosse is discontinued later this year will be the mid-size three-row Enclave SUV (see the redesigned Enclave here), produced in Lansing, Michigan. Even the upcoming mid-size five-passenger Envoy, based on the new Chevy Blazer, will likely hail from GM’s Coahuila, Mexico facility, where the Blazer is currently built, but it’s possible the new Enspire, slated to fit between the Encore and Envision, will be built at the GM Fairfax plant in Kansas, being that initial plans to bring it over from China aren’t looking as appealing as they once did.

Lastly, the Encore being reviewed here is the product of GM’s South Korean enterprise that resulted from taking over Daewoo, and is built in Bupyeong-Gu, Incheon alongside the Chevy Trax, which is virtually the same vehicle under the skin.

The Encore will be completely redesigned for 2020, although we won’t see it until spring. The current model hasn’t changed noticeably since it was given a thorough and attractive refresh for 2017, with its basic underpinnings remaining unchanged since it first came on the scene in 2012. I’ve tested it all the way through the years, and always enjoyed it for what it was and still is, a comfortable yet surprisingly quick, highly fuel-efficient, well-featured, roomy little urban runabout with decent all-season capabilities.

For the reasons just stated, I think the Encore is one of the smarter vehicles to buy in its subcompact near luxury class, at least for those of us who prefer a bit of premium pampering. The 2019 model starts at a mere $26,400 plus freight and fees, and tops out at just over $41k with all options and most useful accessories added, which is where most others in the luxury subcompact SUV class start off, but to be fair to the BMW X1, Mercedes-Benz GLA, Audi Q3 et al, the little Buick is not fully in this class.

First off, it’s a Buick, and outside of China the name doesn’t conjure up as much prestige as Cadillac, which unfortunately doesn’t wow the neighbours as much as one of those just-noted German brands, or for that matter Lexus. Lexus just entered this market with a model that more closely targets the type of comfort/efficiency-first buyer that the Encore attracts, and the UX has quickly run up the sales charts to displace Audi’s Q3 in third behind the BMW X1 and Mercedes-Benz GLA-Class, or fourth if we include the Encore in this list, but once again it’s priced closer to mainstream volume-branded subcompact SUVs than anything in the luxury sector, so it would be unfair to do so.

Just the same, with 10,637 Encores sold in Canada last year it continues to do pretty well in the mainstream sector too, placing fifth out of 17 volume-branded subcompact SUVs in 2018, with all others priced cheaper, excepting the near-luxury Mini Countryman that starts at $31,690 and reaches over $50k before adding accessories. That top-line Mini is one of the best performing subcompact SUVs at any price, however, where Buick’s buyers are more interested in comfort, quietness, and fuel efficiency, as noted earlier.

If you hadn’t already noticed, the Encore is small. In fact, it’s smaller than both Countryman generations, the older Mini not as large as the current one, and smaller than all premium-branded subcompact SUVs. Nevertheless, it’s larger than Honda’s HR-V, Kia’s Soul, Ford’s EcoSport and a few other mainstream subcompact SUVs, while it’s smaller than Nissan’s Qashqai, Toyota’s C-HR and Jeep’s Compass, in fact sized closer to Mitsubishi’s RVR, Nissan’s Kicks and Hyundai’s Kona, and almost identically to Jeep’s Renegade and Mazda’s CX-3. Yet it’s tall, so much so that few will run out of headroom, while its available cargo capacity is surprisingly generous.

2019 Buick Encore Essence AWD2019 Buick Encore Essence AWD — The updated instrument panel gets luxurious soft-touch elements and very good infotainment. (Photo: Trevor Hofmann)

With all seats lowered the Encore can haul up to 1,371 litres (48.4 cubic feet) of gear, and the 60/40-split rear seats lay flatter than most rivals thanks to a folding process requiring each lower rear cushion to be flipped forward first, before manually lowering each headrest, and then tucking each backrest in behind. The process is a bit more labourious than most competitors, but the final result makes it well worth the effort. Buick dedicates 532 litres (18.8 cubic feet) to cargo behind those rear seats, which is about as much as a full-size sedan’s trunk. Even better, for those moments when you need to transport something really long and awkward, like some extra 2x4s for the extension you’re building or that perfect area rug you saw at the country fair or garage sale, you can lay the front seatback flat as well for up to 2.4 metres (8.0 ft) of extra storage. The Encore’s passenger/cargo flexibility truly makes it a practical companion to ease daily life.

If you want something easy to drive, with excellent sightlines in all directions thanks to a tall ride height and large greenhouse, you can’t get much better than the Encore. Its ride is very good, a Buick trademark, soaking up road irregularities with ease, while its MacPherson strut front and compound crank (torsion beam) rear suspension proved agile enough too, not so much as some of its fully independent sprung premium competitors, but easily up to most of its volume-branded rivals. Buick’s QuietTuning makes a real difference when it comes to reducing road and wind noise, of course, thanks in part to standard active noise cancellation, but it also adds to the Encore’s feel of quality, this process requiring more insulation than average, which results in a sense of solidity and better than average workmanship.

Buick can outfit your Encore with front-wheel drive or all-wheel drive, the latter costing $2,000 and therefore boosting the base model’s price up to $28,400, while the standard 1.4-litre turbocharged four-cylinder engine can have its sequential multi-port fuel injection replaced with Spark Ignition Direct Injection (SIDI), which raises output from 138 to 153 horsepower and torque from 148 lb-ft to 177, and its six-speed automatic transmission upgraded to include Start-Stop technology that shuts the engine off when it would otherwise be idling, and automatically restarts it when the brake pedal is let off, all for just $1,030 extra.

My tester included both upgrades and the combination made a massive difference off the line (especially in the wet), when powering up to highway speeds, when exiting corners and during passing manoeuvres, transforming the feel of the little SUV from a eco-commuter SUV into a feisty little pocket rocket. With a curb weight of 1,386 kilos (3,056 lbs) the AWD model doesn’t need a lot of power to get moving, while its overall lightness makes the Encore easy to slot through congested city traffic too, not to mention it helps keep fuel costs down.

Transport Canada rates the base FWD model at 9.4 L/100km in the city, 7.8 on the highway and 8.7 combined, while the same engine with AWD is good for 9.9 city, 8.1 highway and 9.1 combined. Offsetting the extra power of SIDI with auto idle-stop actually reduces overall fuel use to 8.9 city, 7.5 highway and 8.3 combined with the FWD model or 9.4, 7.9 and 8.8 respectively with the top-line AWD SIDI version, making this upgrade a true “have your cake and eat it too” scenario.

The automatic gearbox, which shifts nicely and is a lot more enjoyable to drive than a continuously variable transmission or CVT, especially when factoring in the thumb-actuated rocker switch that allows for do-it-yourself manual mode after pulling the shift lever to its rearmost position, adds sporty feel to the driving experience, albeit only a little. Rev too high and the engine is a bit on the buzzy side, normal in this class amongst entry-level SUVs. Interestingly, the transmission will hold its gear in manual mode without shifting if you so desire, which does add an element of sportiness that most of its competitors don’t allow for, but all said the Encore is best enjoyed at a more relaxed pace, where it makes the most of its compliant ride and overall comfort.

The Encore includes one throwback feature that shows its age, a well-made, sturdy handbrake lever between the two front seats, that’s not leather-wrapped incidentally. It’ll likely give way to an electromechanical one for the next-generation Encore, but I certainly didn’t mind seeing it there and almost used it all week without noticing.

While the handbrake is a non-issue, the rake and reach of the Encore’s tilt and telescopic steering column is a definite bonus. It allowed me to set up the driver’s position ideally for my long-legged, shorter torso five-foot-eight body, that, when matched up with its power-actuated driver’s seat, resulted in a comfortable driving position that also left me fully in control. To be clear, only the lower cushion is powered with the backrest needing manual recline, while the two-way powered lumbar support just happened to meet the small of my back quite well. This said it might not line up with your lower back, or at least not the way you like it, so you may want to check this feature during your test drive. Hopefully Buick will offer four-way lumbar adjustment in the upcoming 2020 model.

As mentioned, those front seats are very comfortable, the driver’s even providing a minivan-style folding armrest, but other than their Shale beige leather upholstery (Ebony black or Brandy wine are available too) and nice contrast stitching there’s nothing fancy about them. For instance, there’s no forced ventilation or even perforations in the leather to cool off during summer, but the three-way seat warmers were downright therapeutic in there hottest setting, and the heatable steering wheel could be set up to automatically turn on with the ignition. I love that, and only wish the seats would do likewise.

Buick simplified the Encore for 2019, with Preferred, Sport Touring and Essence trims, the base model including 18-inch alloy wheels, proximity-sensing keyless access with pushbutton ignition, a large 8.0-inch infotainment touchscreen incorporating a rearview camera with active guidelines, Apple CarPlay and Android Auto, and many other features, while additional standard features include a hard cargo cover and 10 airbags to go along with other passive and active safety features, while the move up to $28,400 Sport Touring trim adds fog lamps, a rear rooftop sport spoiler, and remote engine start.

My tester was outfitted in top-tier $31,700 Essence trim, albeit with AWD and the upgraded engine so its base increased to $34,730. Essence features include a heated steering wheel rim, heated (front) leather-upholstered seats with driver’s memory, an auto-dimming rearview mirror, a universal garage door opener, and side blind zone alert with rear cross-traffic alert.

The last two items can be had in the two lesser trims as part of a Safety Package, along with a three-prong household-style 120-volt power outlet located at the rear of the centre console, while my Essence trimmed tester was upgraded with the $1,110 New Safety Package II incorporating the above items as well as forward collision alert, lane departure warning, rain-sensing wipers, an air ionizer, plus front and rear parking assist. It also featured the $3,050 Experience Buick Plus Package, which first removes $650 because it includes everything in the just-noted New Safety Package II, while adding special seven-spoke 18-inch chromed aluminum wheels, a navigation system, and a powered glass sunroof.

It all made for a nice little subcompact luxury utility, with a better interior than you’ll find in most non-premium rivals and only slightly short from achieving the interior finishing of the true luxury set. Details like fabric-wrapped A-pillars set it apart, while its soft-touch dash top and door uppers, both front and back, are nicer than average too, as is the beautifully padded and stitched leatherette instrument panel bolster that begins to the left of the primary gauge cluster before visually continuing below the centre touchscreen and then widening as it crosses ahead of the front passenger.

The dash looks elegant and provides a good background for the instruments, the gauge cluster traditional in layout, with an analogue tachometer to the left and speedometer to the right, plus the usual gas and temperature gauges hovering over a nice full-colour multi-information display that’s quite comprehensive in its capability, albeit not a more modern fully digital gauge cluster as offered by a number of premium brands.

A sporty, thick, nicely shaped steering wheel frames the gauges elegantly, while the leather it’s wrapped in feels very upscale. The attractive satin-silver trim that’s added to the lower portion of the wheel feels cool to the touch and therefore comes off as genuine aluminum. There’s more on the instrument panel as well as chromed door handles to bling things up, as well as some de rigueur piano black lacquer tastefully applied in key areas.

The centre touchscreen shows off Buick’s latest interface design that mimics Chevy’s impressive system layout, albeit with fewer colours and a more sophisticated looking blue on black look. Both work well, with this one providing accurate navigation, easy to use audio functions, a good backup camera with aforementioned active guidelines, plus more, but there was no overhead camera option, which was a bit disappointing in this class and price point. Also disappointing was its lack of wireless smartphone charging capability (aren’t we getting spoiled), but I suppose it wouldn’t have been easy to fit one in as the rubberized tray provided at the base of the centre stack wasn’t even large enough to fit my medium-sized Samsung S9 smartphone. Yes, this SUV’s age does show through here and there, but at least there were USB charge ports close by, not to mention an auxiliary input and 12-volt charger.

I imagine Buick will take care of wireless charging and the other shortcomings I’ve mentioned thus far in the upcoming second-generation Encore, but they don’t need to update the dual-zone automatic climate control interface, which uses traditional buttons and knobs for all functions, resulting in an easier process than being forced to hunt around for the same features in an infotainment interface.

I’ve allowed myself to get a bit more granular with this review than I planned to, but the Encore deserves this attention to detail. It might be an old model on its way out, but this little Buick represents very good value in every respect, which is no doubt why it sells so well. You can choose to wait until spring 2002 for the new one, which will likely improve on this aging Encore in every way, or you can opt for tried and tested.

No doubt Buick would be happy no matter which of these two choices you make, but to sway you towards the 2019 they’re offering up to $5,390 in additional incentives. To learn more, check out CarCostCanada where you can find pricing on all trims, packages and individual options, plus information on available manufacturer rebates and otherwise hard to get dealer invoice pricing.

If you like the looks of this stylish mid-size sport sedan you can breathe a sigh of relief in the knowledge that it’s not getting cancelled anytime soon. Of course, considering the sheer number of…

New Car Reviews

2019 Buick Regal GS Road Test

If you like the looks of this stylish mid-size sport sedan you can breathe a sigh of relief in the knowledge that it’s not getting cancelled anytime soon. Of course, considering the sheer number of four- and five-door models currently getting axed by General Motors, and the fact that its European Opel and Vauxhall Insignia twins will soon need to disappear due to an August 2017 sale of the two brands to France’s Groupe PSA, it’s quite possible we’ll see this change at some point in the future (our Regal is manufactured in Rüsselsheim, Germany after all), but a 2020 Buick Regal is slated to go on sale shortly, so at the very least we’ll enjoy it for another year.

I use the word “enjoy” because this mid-size near-luxury sedan is truly a joy to look at, and possibly even better to drive. It helps that my tester was in top-line GS trim, and therefore is one of the mid-size family sedan segment’s sportier cars. It’s also not technically a sedan, but rather a five-door hatchback, Buick choosing to call it a Sportback. As a quick side note they make a raised five-door sport wagon/crossover variant (à la Subaru Outback and Volvo V90 Cross Country) for the U.S. (and Euro markets, plus Australia and New Zealand where the two body styles are sold as the Holden Commodore) dubbed TourX, but just like in China where Buick finds its most ardent followers (and builds its Regal at the SAIC-GM assembly plant in Shanghai), we only get this four-door coupe-like sedan.

Despite its attractive styling and strong performance, the Regal is either one of the least popular cars from a mainstream volume brand or a fairly strong selling luxury model, depending on how you categorize it. With a base price of $32,045 (plus destination and fees), most competitors start $3,000 to $7,000 more affordably, while similarly priced mid-size sedans from volume brands do about the same or worse when it comes to sales numbers. Still, the Regal doesn’t quite measure up to premium status or refinement levels (GM’s Cadillac division occupies that space), so the unique model’s market exclusivity is understandable (see all 2019 Buick Regal pricing at CarCostCanada, where you can also find out about available rebates and dealer invoice pricing that could save you thousands).

The Regal GS pictured here starts at a cool $44,045 plus freight and fees and goes up to $51,700 with all options (and a couple of cool accessories added), which while a steal compared to a comparatively sized and equipped premium-branded model, is a fair jump up the desirability ladder from a fully loaded Toyota Camry, Honda Accord or Ford Fusion, the top-three sellers in this category, but its fully loaded price is just $205 more than a completely optioned out Kia Stinger and actually $1,880 less than VW’s new Arteon with all features added.

Granted the top-tier Stinger is a 365-horsepower twin-turbo V6-powered AWD super-beast capable of hitting 100 km/h from standstill in just 4.9 seconds, but the 310-horsepower Regal GS’ is plenty respectable at 5.6 seconds from zero to 100km/h, which is (believe it or not) better than the legendary Regal Grand National GNX and about the same as the 265-horsepower Arteon, which is 300 kilos (about 660 lbs) lighter. These acceleration times are estimates, of course, with some manufacturers more conservative than others, Buick seeming not to want to set anyone’s hopes too high considering the GS’ 3.6-litre V6 engine’s generous power rating, not to mention its 282 lb-ft of torque.

Of course, there’s a lot more that makes each of these impressive cars worthy of your attention, and much that sets them apart from their more conventional family sedan peers. I won’t turn this review into a full-scale comparison review, despite recently testing all of the above for a week at a time, but rather will concentrate on the Regal GS and occasionally point out strengths and weaknesses compared to its key rivals.

As far as styling goes, each respectably holds its own. I find the Regal is thoroughly attractive, but admit my appreciation for its classic lines and overall elegance may have something to do with my 50-something age. On looks alone I could understand why someone would fall for it, especially when enhanced with GS trim details.

These upgrades start with bold red italicized “GS” block letters on the otherwise glossy black mesh grille insert framed by a gloss-black grille surround that’s all underscored by yet more of the shiny, inky brightwork on lower fascia. The same piano black treatment highlights the lower side window trim and rear apron, this sporty look complemented by aluminum-like trim on the grille, corner grillettes, upper window surrounds, and exhaust. A subtle body-colour rear deck spoiler and modified rear bumper finish off the performance-oriented design.

Climb inside and you’d be forgiven for thinking that Buick is channeling the ghost of Pontiac, as you’ll immediately be greeted by two of the most aggressive looking sport seats in the Regal’s class, not to mention a contrast-stitched, leather-wrapped sport steering wheel to match, complete with a slightly flattened bottom for extra verve. I wouldn’t say the latter is as impeccably shaped as the Arteon’s superbly crafted wheel, or for that matter the Stinger’s paddle shifter-enhanced rim, but they all do much better than average in this family-friendly segment. Like the others (i.e. glossy black plastic is hardly original), Buick adds some additional splashes of piano black lacquer trim here, a bit of carbon weave-like adornment there, plus aluminized and chromed accents elsewhere, and voila, you’ve got a sport sedan.

A smart looking partially digital gauge cluster with a red GS insignia emblazoned within the 4.2-inch digitized centre speedometer portion reminds that we’re in Buick’s quickest car, a graphic than can be swapped with plenty of useful features by flicking the steering wheel controls.

Over on the centre stack is the latest version of Buick’s IntelliLink infotainment interface, residing within a very nice high-resolution 8.0-inch touchscreen. The circular aqua-green on black graphics are attractive and a bit more upscale looking than the bright, colourful Apple-style design in the Regal’s Chevy Malibu counterpart, fitting for the Buick’s older and slightly wealthier target clientele. It’s certainly an easy system to use and once again filled to the brim with helpful features, from a large, clear backup camera with dynamic guidelines, to a navigation system with easy-to-input, accurate route guidance with detailed mapping, plus all the usual audio features including HD/satellite radio and Bluetooth streaming, phone and text message info/readouts, another panel for OnStar, a big interface for the dual-zone automatic climate control system, and more.

A separate HVAC panel just below provides quicker-access analogue controls for the same, not to mention switchgear for the three-way heated and cooled front seats, while other features not yet mentioned that came with my Regal GS tester included a heatable steering wheel rim, a head-up display atop the dash, adaptive cruise control, an auto-dimming rearview mirror and driver’s side mirror, two-way driver’s seat memory, leather upholstery, eight-speaker Bose audio, wireless charging, a 4G LTE Wi-Fi hotspot, a powered moonroof, proximity-sensing keyless access, pushbutton ignition, remote engine start, auto-leveling LED headlamps with cornering capability, 19-inch alloy wheels with grey-painted pockets, front and rear parking sensors, and much more.

Buick also includes a host of advanced driver assistance and safety features, such as autonomous forward braking with collision alert and pedestrian detection, blindspot monitoring and rear cross traffic alert, lane departure warning with lane keeping assist, plus Buick’s first active hood pedestrian safety system that raises the rear portion of the hood by 100 mm (3.9 inches) to lessen impact and help reduce injury.

The driver’s seat is inherently comfortable and benefits further from four-way lumbar support, a feature some premium-branded luxury sedans don’t even include, not to mention extendable lower cushions that cup nicely below the knees, and big side bolsters that provide excellent lateral support thanks to powered adjustability. Complemented by extensive reach from the tilt and telescopic steering column, the Regal provided an ideal driving position, which isn’t always the case for my long-legged, short-torso frame.

The Regal GS’ V6 idles smoothly when it’s not shutting off automatically to save fuel and reduce emissions, a good thing in my books. Quick shifts come from a nine-speed automatic transmission, the GS getting one additional forward gear than four-cylinder AWD trims, which like the engine proved smooth and effortless to operate around town, on the highway, or through more entertaining serpentine stretches. Chagrined to learn this sporty sedan didn’t include paddle shifters, which would have been a great way to improve on its well sorted transmission and fully capable powerplant, I first put it in Sport mode and then slotted the gear lever to the left for a little old school manual fun.

The GS has a lot of punch off the line and the gearbox is a perfect match, shifting quickly yet never harshly, but needing more sport from Sport mode I immediately chose the GS setting, which adds more weight to the steering and feels a lot more engaging overall. Yes I missed having paddles, but I adapted as needed and enjoyed this very well balanced sedan through some tight, twisting two-laners and some open straights as well. The chassis is smooth and comfortable, yet it holds the road very well thanks to active dampers that adjust every two milliseconds. The GS’ active twin-clutch all-wheel drive system aids handling further, particularly in wet weather, while its high-performance Brembo brakes perform as brilliantly as they look. Fuel economy is reasonable for its performance and all-wheel drivetrain, with a rating of 12.4 L/100km city, 8.7 highway and 10.7 combined.

Unfortunately, the GS wasn’t perfect. It suffered from one of the cheapest turn signal stalks I’ve ever experienced, due to flimsy hollow plastic and a loose, sloppy feel, while there’s a lot of low rent hard plastic on the lower dash, glove box lid, and mid to lower door panels. To be fair, the aforementioned Arteon isn’t much better when it comes to the latter, but the Stinger pulls off luxury more convincingly. Most of the GS’ upper surfaces are agreeably soft to the touch, however, and front and rear seat roominess is good, with the rear outboard positions almost as comfortable as the buckets up front, but the moulded black plastic panel covering the backside of the front console looked bulbous, as if it was pulled from a much cheaper vehicle, an issue made worse by its spartan array of twinned air vents up top and dual USB ports below.

Yes, the Regal GS comes up a bit short on back seat features. It doesn’t including rear seat heaters like most $50k-plus competitors, which was a shame as, together with its AWD, its standard 40/20/40-split rear seatbacks and liftback layout, not to mention its strong performance on winding mountainside roads, it would make for an ideal ski shuttle. The cargo cover is weighty, feeling really well made, and seat releases on the cargo walls quickly expand the 892-litre (31.5 cubic-foot) luggage compartment to an accommodating 1,719 litres (60.7 cu ft).

While missing some key features and not quite measuring up to its peers when it comes to interior fit and finish, the Regal GS is nevertheless an ultra-stylish ride that does some things so well it’s worth a closer look. You’ll probably like its quick and agile performance, reasonably well-equipped, roomy and comfortable cabin, and overall practicality, and therefore will likely be able to look past its few shortcomings.

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