2018 Buick Regal TourX Review - Being a Wagon Isn't Enough
2018 Buick Regal TourX
It’s a running joke in auto journalist and car enthusiasts circles that wagons are the ultimate body type, as well as the cure for the crossover crave that seems to bother us (myself included) in ways that aren’t necessarily logical or rational.
Wagons are better than crossovers because they perform the same utilitarian duties as a crossover while still being closer in form to a sedan. Or so the argument goes.
Whether that is or isn’t “true” is a matter of opinion, of course. But the Buick Regal TourX is an example of how simply “wagonizing” a platform isn’t enough to make a decent car great.
The wagonized Regal does have the advantage of being based on a fairly good platform – Buick isn’t being tasked with turning dirt into gold here. But even if the starting base is good, you still have to put in the work. A solid base doesn’t automatically translate into a great product.
(Editor’s Note: Remember the camera issue that wiped out my Nissan Kicks photos? Well, it also happened when I shot the TourX, as well as another press car that will be reviewed soon. Long story short, I have clumsy thumbs and accidentally changed a setting on my camera that led to overexposure. In the meantime, I am using press shots because I was stupid).
Whether in hatchback or wagon form, the Regal is supposed to be Buick’s sportiest product, but the TourX doesn’t quite feel up to the task. It’s hampered mostly by numb steering that has an on-center dead spot, and while the 295 lb-ft of torque from the 2.0-liter turbocharged four-cylinder (250 horsepower) is a solid number, you have to dig a bit into the rev range before you feel it. Low-rev punch could be better, but once you get it over three grand it pulls well enough.
Aha, you say. Only the Regal GS and Sportback are meant to be sporty! This wagon is meant to haul my kayaks and suitcases and do light off-roading and do it all in luxury!
Well, you’re right about the luxury part. The Regal’s interior is nicely done, in recent Buick fashion, and it does lend an air of “sport” to the car, as well, thanks to a dashboard that swoops down and then back upwards. Underneath Buick’s well-done infotainment system sits a large knob and handful of radio buttons, with simple and logical HVAC controls below. The rear seats can be folded to near flat in order to make hauling cargo easier.
[Get new and used Buick Regal pricing here!]
It’s a comfortable cabin, and the wagon bodystyle does lend size and an airiness to it. Indeed, I get the appeal of a wagon – and Buick is marketing the Regal TourX as a sort of outdoorsy wagon that can haul your kayak or your keister to the campsite.
All-wheel drive is a part of that equation, and despite the extra weight that AWD brings, the Regal TourX feels light on its feet for the most part – it’s a good, if not great, handling wagon. The AWD system has a twin-clutch system that can be used to make sure a rear wheel that has traction can get the car moving, even if the other three wheels aren’t getting grip.
Buick does fall short when it comes to ground clearance, though. The TourX has just under 6 inches of it, which is less than the 8.7 inches in the Subaru Outback or the 6.9 inches offered by the smaller Golf Alltrack.
Speaking of the Outback, that vehicle poses a problem for the TourX. Not only does it have more ground clearance, but it starts around $3K less than a base TourX. Most TourX buyers will spring for the mid-trim Premium or the loaded Essence (like my test car), putting their purchase price into the low or mid $30s. Subaru offers a Premium-trim Outback for under $30K, although the two top trims come close to TourX Premium and Essence pricing.
Buick’s media materials list the BMW 3 Series Sport Wagon, Audi A4 Allroad, and Volvo V60 Cross Country as the TourX’s main competition, but based on price, I see the Outback being a greater threat. Yes, the Buick has a premium image, but while the interior is upscale, it may not be distinctive enough to make up for the lower ground clearance or to fight against the Subie’s positive reputation.
The Subie also offers almost 3 cubic feet more of seat-up cargo space and about the same cargo volume with the rear seats down.
The Essence trim has 18-inch wheels standard. Other standard features include heated front seats, push-button start, power liftgate, dual-zone climate control, fog lamps, remote start, satellite radio, USB, in-car 4G LTE Wi-Fi, heated steering wheel, Apple CarPlay, and Android Auto. Optional features include the infotainment system and navigation (part of a $1,095 package), Driver’s Confidence Package ($1,795, includes wireless charging, LED headlamps, cornering headlamps, rear park assist, rear cross-traffic alert, lane-change alert with side blind-zone alert, and other features), and the $995 white paint job. Total as tested, including D and D: $39,760.
Fuel economy is listed at a ho-hum 21 mpg city/29 mpg highway/24 mpg combined.
Like most automotive journalists, I usually gravitate towards wagons over crossovers (despite growing up in the ‘80s, when wagons were uncool). The hatchback utility, car-like ride, and lower ride height appeal to me. But being a wagon isn’t enough.
The TourX is upscale in feel, but not enough to compete with the nameplates listed above. It doesn’t offer a compelling argument over the Outback. The throttle/engine response below 3,000 rpm is disappointing, and while the car handles well, a weird on-center numbness plagued my tester.
The good news is that this isn’t hard to fix. Changing throttle response and transmission behavior would work wonders, and a little bit of tweaking could turn a solid handling car into something quite fun.
Judged on its own merits, the Regal TourX is a good-enough car that needs a bit of fine-tuning. But good enough isn’t, well, good enough, and the wagon bodystyle isn’t justification enough. There’s a good effort here, but with the Outback lurking and with Buick hoping to lure buyers out of the luxury marques, the TourX is in an odd spot. It’s not quite good enough to out-wagon the Outback, and while it’s cheaper than the competition, it’s not quite premium or sporty enough to seduce the luxury shopper.
It’s nice that Buick offers a wagon, but a bodystyle alone does not a great car make.
[Images © 2018 Buick and Tim Healey/TTAC]
Wstansfi on Aug 09, 2018
Plus one for incoherent review. Writer claims to like wagons, then criticizes this wagon for having the ground clearance of a sedan. Then spends the remainder of the review comparing it to the Subaru Outback, which is a cross-over, and has never been described as sporty or lux in any version! I haven't been in this version of Buick, but have been in a recent high-end version of the Outback. The interior there is best described as "utilitarian." Seems like the article would do better to compare to the closest wagon competitor: the jetta sportwagon. Possibly the Volvo V60. The Audi allroad is a bit jacked up compared to the A4 sedan. Mercedes now has a C-class wagon but it's definitely in the lux category (although pretty tight inside if you are tall.) Same for the BMW 3 series wagon.
HotPotato on Aug 12, 2018
Buick deserves points for making a truly unique vehicle. It it is long---like shockingly long, freakishly long, 1960s Chrysler Imperial long. It it is low. It is wide. It is damn good looking. But they seem to have fallen short of the mark. The interior doesn't look premium enough. The road and engine noise level don't sound premium enough (if you're going to make me take a 4-banger, don't make me hear it drone). The option pricing makes this a far more expensive car than it first appears (for example, it costs extra for any color but refrigerator white). There are no screamin' deals on the website---in fact no lease price is offered at all. The AWD totally hoses MPG, blunts acceleration, and raises the price---and offers nothing in return, since the car sits too low for shoppers who actively desire AWD. Drop the standard AWD. Use the dough to make the base car better equipped and better isolated. Offer a teaser lease to get us into it. Or really do something radical and drop a Voltec powertrain into this thing. It's wide enough you could run the T-shaped pack down the middle of the cabin no problem, and having 300+ lb ft of torque at 0 RPM would be sweet. And it would be a good way to counter Honda Clarity PHEV, which is eating the Chevy Volt's lunch because Honda actually listened to shoppers and made the upgrades Chevy failed to make in the second-gen car: more room, better materials, softer ride. If you're going to have a very low volume car anyway, may as well go balls to the wall and make it unlike any other in the world.
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