The popular wisdom among folks in the auto-biz of my generation (1970s) is that Buick only exists because of China. Why didn’t GM kill Buick in America and keep it in China? The answer is obvious: you can’t sell your brand on its “Americanness” if it isn’t also sold in America to Americans. Buick then is a brand hunting for a mission. It’s also a brand hunting for fresh customers that don’t remember the Century and Skylark, two abominations firmly burnt into my mind. In attempt to solve these problems Buick has ditched their badge-engineering mantra and is rolling out new products targeted at folks from the 80s and 90s. Forced induction and a manual transmission aren’t new to Buick, but the possibility of a desirable small sedan from the triple-shield is earth shattering. Have they managed it? GM tossed us a set of keys to find out.
Buick has never been about visual excitement. Even the Oldsmobile Cutlass Ciera was more exciting than the Buick Century. (Admittedly that’s like saying lidocaine is a more exciting party drug than novocaine.) The Verano doesn’t depart from Buick’s past in the style department wearing the least exciting sheetmetal among its direct competitors. Speaking of competition let’s get that out of the way.Now that Volvo has killed the S40 and there is no sign of the V40 on our shores, the Acura TSX, Acura ILX, Audi A3 and Verano are really the only compact front-driving near-luxury options in America. If you want to expand the pool slightly, you can include the hybrid-only Lexus CT 200h, and maybe (and this is a big maybe) the new Mercedes CLA (which isn’t shipping yet anyway).
Why such limited competition? At 184 inches long, and sharing the FWD setup with the Cruze, the Verano is almost a foot shorter than the Lexus ES, one inch shorter than the Acura TSX and about the same length as the new Mercedes CLA. Although the Verano is essentially the same size as a Mercedes C-Class and BMW 3-Series, let’s be honest, you won’t find these fish in the same pond.
Although the Verano shares platforms with the Chevy Cruze, it isn’t a “Buick Cruze.”Instead it’s the American market twin to the Chinese Buick Excelle GT and the strangely named Opel Astra Limousine. This means the Verano shares little with the Cruze (or any other American market GM product) save for an identical wheelbase and common transmissions. Helping take the Verano up a notch our refrigerator-white tester had perfect panel gaps and a paint job worthy of Lexus. Seriously. My question for you is: is there enough visual flair to differentiate it from GM’s more plebeian offerings? Let us know in the comment section.
My impression of the interior differed from Michael Karesh’s review of the base Verano last year. Is the Verano Turbo a nicer place to spend your time? No, it all boiled down to color. The Verano Turbo I was send wore Buick’s “Choccachino” interior which replaces the black dash, doors and steering wheel with a dark brown version of the same. (The “Cashmere” interior gets a similar swap). The simple (and no cost) color option changes the interior feel dramatically without changing the quality of the materials. There are still some hard plastics within reach of the driver (like the lower dash and portions of the doors) but I must give kudos to GM for thinking “outside the black.”
Regardless of your color choice, the Verano’s ample button banks feel exceptional for a vehicle with a price range of $23,975-$32,000. While the fake wood isn’t going to fool anyone, it is used tastefully and [thankfully] sparingly in the cabin. On the other hand, the satin “aluminum” trim around the infotainment cluster had me fooled until I looked at the Verano’s spec sheet. While a power driver’s seat is standard on most Verano models, I had hoped the Turbo trim would add a power recline feature and adjustable lumbar to the throne but that still can’t be had for any price. An unexpected nicety is a passenger seat with the same range of motion as the driver’s seat albeit with manual levers. As you would expect from a vehicle in the near-luxury category dual-zone climate control is standard and the heated steering wheel on all leather-clad models is a welcome touch not found on most competitors.
Rear accommodations are rarely a selling point with compact sedans of any description. That being said, the Verano’s rear thrones provide as much head and legroom as the TSX or current Audi A3. Compared with its Chevy platform mate, the Verano’s rear cabin is slightly smaller thanks to thicker front seats and a touch more padding in the rear. Although the seats are no closer to the floor than those in the TSX or A3, the shape of the rear door openings made it easy to hit your head when getting in and out of the back, something to keep in mind if you shuttle adults regularly. Despite being longer than the Cruze, the Verano’s trunk is 10% smaller, although its 14 cubes are identical to the TSX’s trunk and in the same ballpark as most of the small luxury sedans from Europe.
Whichever engineer was in charge of the Verano’s center stack channeled their inner Acura, between the infotainment and HVAC controls there are no less than 41 buttons, 4 knobs and one joystick. Despite the button overload, Buick’s standard 7-inch touchscreen “IntelliLink” system is one of the best on the market combining Buick’s previous interface with improved voice recognition, app integration and snappier response times. (If you want so see the system in action, check out the video at the top of the review.) Much like Infiniti’s infotainment systems, you can either use the knob/joystick control in the dash or you can touch the options on the screen. This arrangement works well giving you the option to minimize fingerprints if you so desire.
Buick’s new software package is the close relative of Chevy’s MyLink system and uses the same intuitive voice recognition system for phone, navigation and complete USB/iDevice control. Compared to the MyFord/MyLincoln Touch elephant in the room, Buick’s voice responses are more natural and polished, entering an address requires fewer commands and the system is much, much more responsive. Base Verano models get an unbranded 6-speaker system while all other models can option up to the 9-speaker, 7-channel Bose system which adds a subwoofer, center speaker and some extra adjustment options. The up-level system was well-balanced as you would expect, but compared to other systems in the near-luxury segment the Bose system doesn’t play as loud without noticeable distortion.
Instead of the Cruze’s 1.8L naturally aspirated and 1.4L turbo lineup, we get a new 2.4L direct-injection four-cylinder engine and an optional 2.0L direct-injection turbo. The 2.4L “LEA” mill is a new engine for GM, based on their “LE9” engine with an increased compression ratio and some direct-injection sauce to boost power to 180HP and 171lb-ft. That’s not the engine you want, and it’s not why we borrowed the 2013 Verano. This time it’s all about the turbo.
Strangely this is not the same 2.0L turbo found in the ATS and Malibu, this is an older engine found in the Saturn Sky, Fisker Karma and of course, the Regal GS. This upgraded engine is only found in the top-of-the-line “Verano Premium” which starts at $30,000. When jammed under the hood of the Verano, output drops slightly to 250HP and 260lb-ft of torque. Don’t fret about a few lost ponies, the torque still comes to a boil at 2,000RPM and stays strong all the way up the tach.
On the competition front, the TSX V6 may churn out 280HP and 254lb-ft, but in typical Acura fashion it all arrives at high RPMs. We’re told to expect 208HP and 258 lb-ft from the CLA when it lands and the current A3’s 2.0T engine covers the rear at 200HP and 207lb-ft. Sending power to the front wheels is GM’s ubiquitous 6-speed automatic transaxle, or the an all-new (to America) 6-speed manual transmission making the Buick and the Audi the only cars in this small segment that offer a DIY gear changer.
If the Regal made you think Buick’s path to sales success was Euro driving manners, you’d be wrong. The Verano is a modern Buick, but a Buick none the less with fairly soft springs and one of the quietest cabins available at any price. Think of it as the FWD compact luxury sedan Lexus never built. Even our “sporty” turbo tester with the manual transmission is on the softer side of most sedans. The downside to the quiet cabin is that you can’t hear the turbo mill revving which is a pity since Buick tuned it to be one of GM’s more pleasing exhaust notes.
With 250 ponies and 260 dollops of twist I had prepared myself in advance for massive torque steer and was pleasantly surprised to find strangely little. A quick inspection of Buick’s PR literature clearly shows that the Verano does not get GM’s lauded HiPer Strut tech favoring a less expensive traditional MacPherson arrangement.
The power bump from the base engine is noticeable in every driving situation causing a serious 2.5 second drop in the 0-60 time and improving driveability across the board. With most of the engine’s torque available just over idle there’s far less downshifting to be done on hilly terrain both with the manual and the up-shift-happy automatic. In our testing we clocked a 0-60 run in 6.5 seconds with me at the shifter and the traction control enabled, this more than a half second faster than my time in the FWD A3 2.0T but slightly behind the TSX V6’s 6.2 second time.
The Verano tips the scales at 3,300lbs, a bit heavier than the Audi A3’s 3,219lbs but substantially lighter than the 3,680lb TSX. The relatively light weight, fairly grippy 235/45R18 all-season rubber and well sorted chassis proved engaging and one might even say nimble on the winding roads of Northern California. The same cannot be said of the steering however which, even in this age of electric power steering, has to be one of the numbest vehicles I have piloted in a long time.
Despite the numb steering the Verano was an eager companion on my mountainous commute on California highways 92, 35, 9 and 17 thanks to the slick shifting manual. Buick’s row-it-yourself transaxle is not the same notchy unit found in the Regal, instead this has been lifted from GM’s European lineup and the change is welcome with shift quality equaling the Audi A3 and Acura TSX. (Bold statement I know.) Third pedal effort is fairly similar to the TSX although I actually preferred the predictable and linear engagement of the Buick.
Compact [near] luxury is about fuel economy as much as discount pricing. The Buick scores 20MPG around town and 31 on the highway with the manual, 21/30 with the automatic and 24 combined with either transmission. This slots the Verano at the top of our small segment essentially matching the FWD A3’s numbers and a few MPGs higher than the TSX V6. Thanks to a tall 6th gear in the manual transmission, the engine barely hits 2,000RPM at 70MPH and contributed to our weekly average of 25.6MPG.
Back in 2008 I argued that Buick should be killed for the sake of the company. I figured any Chinese repercussions could be written off in the bankruptcy proceedings and nobody would miss the tripple-shield. Five years later Buick has created a car that I not only rank above the Acura TSX and Audi A3 for overall performance and value, but also because it was also truly fun to drive and live with for a week. The only problem is that Buick image, which for anyone born in the 1970s and 1980s is full of Centurys and Skylarks.
Buick provided the vehicle, insurance and one tank of gas for this review
Specifications as tested
0-30: 3.0 Seconds
0-60: 6.5 Seconds
1/4 Mile:15 Seconds at 98 MPH
Average Observed Fuel Economy: 25.6MPG over 712 miles