2013 Buick Verano Turbo

Gallery:
http://www.autoblog.com/photos/2013-...photo-5363237/

We first slid behind the wheel of the Buick Verano, the American automaker's entrant in the $25,000 compact luxury segment, one year ago in the gorgeous Pacific Northwest. After motoring through scenic Oregon, we boarded our flight back home quite impressed with the small four-door. In our First Drive review, we mentioned that the General Motors offering had "exceeded our expectations" and that its combination of features and appointments "made a compelling argument for itself."

Our one gripe, however, was aimed at the Verano's standard naturally aspirated (NA) four-cylinder engine. With 180 horsepower and 171 pound-feet of torque, we found its performance rather lethargic in the 3,300-pound sedan. As we noted, "The power from the 2.4-liter was adequate, but much of its steam was lost above legal speeds when attempting two-lane passing maneuvers."

For 2013, Buick has handily addressed the power deficit by fitting its sedan with GM's turbocharged 2.0-liter four-cylinder – an action that packs another 70 horses under the hood. Of course, there were other upgrades and enhancements to accompany the additional muscle.

We just spent a day in the heart of the Bluegrass State, on the other side of the country, putting the 2013 Buick Verano Turbo through its paces. Fall is a near-perfect time to visit Kentucky, and the Buick proved to be an excellent companion for touring the land of horses, tobacco and those wonderful bourbon distilleries.


Before we dive into the Verano Turbo, it is important to understand exactly where the four-door is positioned – and where it is not. According to Buick, the Verano Turbo is an entry-level luxury sedan, and the addition of the turbocharged engine is meant to give it more power and a slightly sportier pretense. Its main competitors include the Acura ILX, Audi A3 and, perhaps a bit curiously, the Lexus IS250. Officials told us in no uncertain terms that the Verano Turbo is not to be confused with a dedicated athletic sport sedan like the company's Regal GS. Put another way, the Regal GS is specifically tuned for enthusiasts while the Verano, quite bluntly, is not.

The Verano Turbo is configured with the automaker's Ecotec 2.0-liter turbocharged inline four-cylinder engine, a nearly identical version of which is found under the hood of the Cadillac ATS and aforementioned Regal. The direct-injected mill is slightly retuned to develop 250 horsepower and 260 pound-feet of torque. Front-wheel drive is standard, with buyers offered the choice between a six-speed automatic (GM's Hydra-Matic 6T50) and a no-cost six-speed manual (F-40) transmission. While the curb weight with the automatic is about 30 pounds heavier (3,520 pounds vs. 3,550 pounds), GM says both models will accelerate to 60 mph in about 6.2 seconds. That figure makes it the quickest sedan in its little segment.


A six-second sprint is a tremendous improvement in performance, but it won't cost owners dearly at the pump. The EPA estimates the Verano Turbo with the manual transmission will earn 20 mpg city and 31 mpg highway, while the automatic model will deliver 21 mpg city and 30 mpg highway (for reference, the naturally aspirated Verano is rated at a only a slightly higher 21 mpg city and 32 mpg highway).

The brakes are identical to those on the non-turbo model (single-piston steel calipers clamping down on 11.8-inch ventilated rotors up front and 11.5-inch solid discs in the rear) as is wheel size and tire choice (235/45R18 all-season rubber). To differentiate the Turbo from the standard Verano, Buick is offering two new 18-inch wheel styles with unique finishes.

The suspension, on the other hand, has been reconfigured for the slightly heavier curb weight of the Turbo model (despite its slightly lower displacement, the engine's plumbing and other turbo-related hardware and cooling systems add about 100 pounds to the nose). The architecture remains independent with MacPherson struts up front and a torsion beam augmented by a Watts Z-link in the rear, but engineers have stiffened up the damping and spring rates by about 20 percent.


Cosmetically, the Verano Turbo is differentiated by its small rear decklid spoiler, dual exhaust outlets (an oval on each side), rear "Turbo" badging and the aforementioned wheel styles. Inside the cabin, there are also new sport pedals. Everything else, including the three-spoke steering wheel, is physically identical.

Standard equipment on the Turbo includes everything from the non-turbo Verano, along with that model's Leather (1SL) and Convenience (1SG) packages, groupings that include leather upholstery, heated seats and a heated steering wheel along with a nine-speaker premium Bose audio system.

While it remains hidden upon first glance, Buick's IntelliLink infotainment system is also standard on the Verano Turbo (as it is on all Verano models). The system has been upgraded for 2013 with improved voice recognition and even more satellite radio functionality. A rearview camera is standard too, as is Side Blind Zone Alert and Rear Cross-Traffic Alert. With a base price of $29,990 and a long list of standard equipment, Buick would appear to be making things very difficult for its competitors - assuming the Verano's driving dynamics are equally as impressive.

As it turns out, they are.


During our first drive last year, we found little to complain about the Verano's behavior on the open road. The stiff chassis continues to feel as if it was milled from an ingot of titanium (it is actually unibody steel) and the automaker's obsession with noise reduction again recalls our comment of it being "one quiet little vault" in reference to its eerily silent cabin. The icing on the cake is the comfortable front seats, decent ergonomics (yet we still don't like the high-mounted start/stop button on the center console) and good outward visibility. The second row is a bit less comfortable, but few will complain (for the record, we put an adult in the second row and had to move our front seats up a couple inches to maximize their comfort).

The turbocharged engine makes a huge difference from the driver's perspective. It's hard not to, especially when one considers that the boosted engine shaves nearly 2.5 seconds off the standard model's 0-60 time. In terms of acceleration, the Verano goes from being adequate to rather quick. Floor the torque-converter six-speed automatic from a standstill and the front wheels will break free and spin for the better part of 25 mph. The new horsepower and torque completely erases the word "lethargic" from the Verano's dictionary. Even with three male adults on board (a payload of nearly 600 pounds) our heart rate didn't gain a single beat while passing slower traffic on narrow country two-lane roads. Needless to say, the turbo 2.0-liter is a near-perfect match for the chassis.

Buick reportedly tuned the exhaust to make it a bit sportier. It does sing a slightly more exciting tune than that heard from the single pipe in the non-turbo model, but only when one is standing three feet from the pipes at the rear of the sedan. From inside the cabin, the direct-injected four-cylinder soundtrack overpowers everything else.

The 20-percent increase in damper/spring stiffness doesn't seem to make that much of a difference compared to the standard model – at least as far as our non-instrumented derrieres can tell. The ride is compliant without being too firm, yet there is still obvious body roll when quickly transitioning from left-to-right and back again (although it's far from annoying, excessive or dangerous). At one point in our drive, the road literally dropped out from under the chassis as we crossed a bridge with a huge dip in the pavement. The Verano Turbo bottomed out as any car would under similar conditions, but the end of suspension travel wasn't felt as a sharp impact in the cabin. Instead, it was just a firm bump. The damping and tuning is about perfect with regards to this vehicle's mission – it's time to give Buick's suspension engineers a nice bonus.

As the Turbo Verano wears the same wheel/tire package as its sibling, ultimate grip and handling hasn't improved much. When we were behind the wheel of the standard Verano last year, we noted "When pushed to the limit, the all-season tires, low-displacement engine and soft suspension all seem to throw in the towel together at about seven-tenths. It performed better than we expected, but it still won't run with the more expensive Acura TSX, Acura ILX, Lexus IS250 or Audi A3 with any of us behind the wheel." Seven-tenths is about right on this new model too, but the welcomed engine power will now allow the Verano Turbo to outrun the TSX (and ILX), IS250 and A3, as it will pull much more strongly out of the corners. To go any quicker, owners will need to upgrade to performance tires.


The Verano's automatic transmission, with a traditional shift gate (PRND +/-) on the center console, was most effective when left in Drive. The six-speed automatic and the turbo-four get along like best friends, interacting pleasantly nearly all the time. We were frustrated to find a lack of transmission shift paddles on the column or steering wheel (was it a deliberate omission, an oversight or cost cutting?). As a result, manual control means toggling the transmission shifter forward or backwards. We enjoy that about as much as sticking our left arm out the window to signal turns.

On the subject of manual control, we were pleased to find that Buick had brought along a handful of Verano Turbo 6MT models with them to Kentucky. The shifter itself is nicely shaped, looking much like the automatic lever, with a front-mounted trigger locking out Reverse. Rowing through the gears is a smooth affair, and the clutch engages with a positive feel. We'd be hard-pressed to find fault with the manual gearbox, but we also couldn't find a single reason to recommend it over the automatic. Like most of today's modern forced-induction powerplants designed to deliver gobs of torque down low (precisely where an automatic transmission benefits from it), the turbo four under the hood of the Verano Turbo prefers to run on the low side of the tachometer - there is no reward for exceeding 4,500 rpm. As such, the manual gearbox needs to be shifted early and often to extract maximum performance. If that's your type of fun and you prefer the additional interaction, then go ahead and opt for the no-cost 6MT.

We enjoyed the 2012 Verano when we drove it last year, but we like the 2013 Verano Turbo a full letter grade more. The additional horsepower, mild suspension tweaks and other enhancements improve this four-door so effectively that it leaves Acura, Lexus and Audi standing on a noticeably lower platform. The compact entry-level luxury sedan segment appears to have a new leader – and, for the first time ever, it's wearing a Buick badge.

http://www.autoblog.com/2012/10/16/2...-review-video/

 

there is absolutely nothing appealing aesthetically about this car.

a total flop if you ask me.

 

Absolute shame no AWD

 

Thank you! I am not the only one who thinks this way. It looks too much like the Chevy Cruze upon which it is based.

 

no one does badge engineering like GM

 

I disagree. This car, IMO, is anything but a flop. It is on several lists (depending on the review) of Best-American-Nameplate cars under 30K.....although long-term reliability, of course, is yet unknown. I own a non-turbo version (bought it at the end of July), and am extremely pleased with it. Although, as with any car, there are indeed some things that I don't like about it (stiffer-riding than-necessary 45-series tires, a transmisson ECU that sometimes allows a small shift-flare, a rather complex climate-control/stereo/communications system called Intellink, and some minor omissions like body-side mouldings (which I added myself) and manual hod prop-rod, in general, to me, this car is a gem....a small German/American Lexus. The German part, of course, comes from the Opel Astra platform from which, in addition to the Cruze, it is based on....though the Verano uses a larger engine and different-calibrated 6-speed transmission than the Cruze. It has true library-quietness (especially on smooth pavement) from what is arguably the best execution yet of the Buick Quiet Tuning, good handling (a trade-off of the chassis and stiffer-than-traditional Buick tires), a reasonably smooth ride except over sharp bumps, solid exterior/interior hardware, and the OnStar perks that go with GM vehicles.

Of course, compared to my previous Outback, it's probably not a snow-bunny......I'll have to wait to see how it does this winter on slippery roads. It does not have the 55-series tires for traction, high ground-clearance, AWD, or wagon-body cargo-capability that my Outback had. But, in good weather, by my standards, it is a joy to drive....and, if necessary, I just won't go out in bad snowstorms. I'm retired, and don't have to work every weekday.

BTW, the turbo version also offers a new exterior color that the article didn't mention...a medium blue. I consided waiting for a turbo version myself, but found that the regular 2.4L version was fine for the everyday driving I do, and, of course, sold for less (I paid 25K for mine). I also didn't want the turbo's stiffer suspension.

 

No one did badge-engineering like GM.

Drive a Cruze, then drive a Verano, and, while the Cruze is admittedly a sharp, well-done compact, you will easily notice the difference for yourself. In several areas, there is no comparison.

This, IMO, was probably unnecessary. Kia, for example (though not many other car companies follow its lead) offers its excellent Optima Turbo series with two different suspensions...the EX Turbo, which has the same suspension/tires also found in non-turbo versions, and, of course, the stiffer SX Turbo. The EX Turbo, IMO, is fine on most surfaces, but I found the SX simply too stiff for my tastes.

(The LX/EX Optima, BTW, for the money, was my second-choice when I was car-shopping, right behind the Verano. It is, IMO, an excellent car for the money).

 

oh no I know. I think it's a solid little car and would probably get this over a similarly equipped ILX/TSX.

I was referring more to "Old GM" and the Buick Rainer, Saab 9-7x, Chevy Trailblazer, and GMC Envoy. Or the pathetic mini van attempts of the Chevy Uplander, Pontiac Montana SV6, Saturn Relay and Buick Terraza. Simply crap. hah.

This is much nicer though, glad you enjoy yours

 

I've reviewed both the Verano and the ILX. The Civic-based ILX, of course, like most Honda/Acura products, is assembled like a Swiss watch (and can be expected to be quite reliable). But it is relatively noisy, stiff-riding, and distinctly lacks the Verano's soothing quietness. The ILX interior, though, is a distinct and noticeable upgrade from that of the disappointing, cost-cutting Civic's (as it should be for the 30K price).

Yes, agreed, those were questionable vehicles, but GM did not have a monopoly on rebadging by any means. Ford, Chrysler, and some foreign nameplates also engaged in the practice, some of which (like VW/Skoda and Opel/Vauxhall), are not sold in the U.S. Some of the worst badge-engineering, IMO, (and I think you'll agree) actually came from older Dodge/Chrysler and some Jeep vehicles......in some ways, mechanically, IMO, they were even worse than the older GMs.


Thanks. I would also have well-enjoyed the new Kia Optima (it is a steal of a buy for the money). But it doesn't quite have the Verano's interior plushness/solidity or tomb-quietness on smooth roads.

 

2013 Buick Verano Turbo

Those of you who still think of the Buick Verano as some sort of callously badge-engineered, gussied up version of the Chevrolet Cruze ("Why would anyone spend that much money on Buick's Cruze?" you may have been heard to mutter) have got the wrong idea. Entirely. Even in its most modest form, the Verano turns out to be a sedan that is feature-rich, insulated from wind and road noise in proper luxury car fashion, pretty good to drive and not bad to look at in the new school of high-nosed pedestrian-impact-regulated fashion. In a less modest form then, one that attaches the word "Turbo" to the moniker and plops a force-fed 2.0-liter 4-cylinder under the hood, the Verano is downright interesting.

Of course, "interesting" is rarely a descriptor that fills one with lust – and so it goes with this example. There are 2 competing forces within this near-premium subcompact sedan, and the balance struck between them must resonate with any potential customer before the Verano Turbo can become a serious purchase consideration.

The 1st, and arguably most potent of these forces, is the overarching "new Buick" tuning and vibe that percolates through the Verano. The interior is clad in soft but not particularly rich leather; the seats are quite comfortable but a long way from sporting or very supportive in dynamic situations; the car is whisper quiet pretty much all of the time, even under full-throttle acceleration; and the sound system offers clear and bright audio, without an overabundance of power or depth. Everywhere we look and feel in the Verano, we're met by materials and workmanship that offer a clear cut above the average, without ever being truly exceptional.

The other force evident in the Turbo is headlined by the eponymous 2.0T engine, and to a lesser extent, in the case of our test car, the 6-speed manual gearbox that manages its power. In the accessible, forceful thrust of this 250-horsepower, 260-pound-feet 4-cylinder engine, we feel something that is pretty un-Buick-like – at least in terms of existing brand stereotypes. The company lists a 0-60 miles per hour time of 6.2 seconds, and we'd believe it if someone told us that a few tenths quicker than that is easily possible. And the run up to 60 mph is hardly the point with this mill. The real fun is had by way of its broad torque curve, at mid-range speeds (say, 50-70 mph), where just a few degrees of throttle has the Verano Turbo doing its best Mazdaspeed3 impression. Yes, that means it's pretty quick.

The aforementioned 6MT may not be a standout in the increasingly small world of do-it-yourself transmissions, but it's pretty slick. The short throws and positive, light action of the gear lever are bolstered by a clutch that is progressive with an easy-to-find take-up point. There's a fair amount of slop in the wide shift gates, but not so much that the overall shifting experience is spoiled for us. The engine and trans work well together, delivering a feeling of accessible enthusiasm with all of the sharp edges sanded down.

That elusive third pedal in this manual-trans sedan is also, we should say, the best of the trio in terms of feel. We were initially put off by the spongy feel of the brake pedal in slow-speed stopping situations, and grew to be legitimately annoyed by it when we starting hauling the Buick down from higher speeds. Outright stopping power wasn't the issue, the standard issue 16-inch units front/rear got the job done, but the rate at which we felt the initial bite of the brakes was disappointing. Similarly, the throttle response at low-revs was pretty lackluster for an engine this torquey – due in no small part to the long-travel of the unsporting gas pedal.

The car certainly benefits from having a well-tuned basic chassis to start with, especially because Buick hasn't really touched the underpinnings of the Verano for this go-fast iteration. The Turbo doesn't offer the same torque-steer reducing HiPer Struts of its big brother, the Regal GS, but its independently sprung MacPherson units still manage to keep the nose headed quickly in the requested direction. And, critically, they offer a smoothly modulated ride over bumps, swales and potholes. The Verano, as ever, feels particularly well balanced for a front-wheel-drive vehicle when moving from corner to corner, though the Turbo certainly does nothing to break new ground in the sport handling department.

By now, we'd be surprised if you weren't catching on to the head-scratching ambivalence that this small, quick Buick generated in us. At heart, it's a perfectly nice car in almost every area, fitted with a potent engine/transmission combination for this class, but without any trace of the involving character that would engender passion in someone who cares about driving for pleasure.

Part of the problem, we can't help thinking, is that, pushed in the "sport" direction, the Verano Turbo could be one hell of a Chevy Cruze SS. Stiffen the springs, quicken the steering, bolt on a throatier exhaust and tweak the throttle mapping a bit (don't forget bigger brakes), and you've got a hot-hatch-like sedan that would give every GTI, GLI, Speed3 and Focus ST a real scare if you also brought it down to Chevy-scale pricing.

Pushed towards the true luxury buyer, the Verano might shine brighter as well. We've mentioned that we do like the car's overall cabin design and suite of technology, but the truth is that a few more dollars spent on metal, leather and real wood (if you must) in the cabin would make it more of a credible premium space. A slightly glitzier center stack in place of the dull, button-heavy unit there now could potentially net Audi comparisons. Don't misunderstand – the Verano Turbo's insides offer quite a good luxury-like value, but that's a different thing than being luxurious.

Even as it stands now, though, the Turbo is a dominating competitor for cars that make very little noise in the US market like the Acura ILX 2.4 and the Audi A3 2.0T. In terms of both performance and specification, the Buick easily outpaces the few other quasi-luxury players in the country. In fact, the competitors that feel most closely aligned with the Verano Turbo in terms of size and performance are entry-lux stalwarts like the BMW 328i and the Audi A4 2.0T.

But the Buick brand is still so poorly defined and badly regarded by young, hip premium car buyers that we might be considered optimistic if we said the Verano is a "few generations" away from having the reputational chops to dice with those traditional luxury marques. And, as Acura has learned over the years, front-drive luxury cars are always going to be stigmatized as being somewhat 2nd-rate compared to rear-drive and all-wheel-drive competitors.

The Verano Turbo, like the Regal GS introduced before it, will likely be pointed to as an example of Buick turning the corner, if, years from now, General Motors' most ill-understood brand can start to build a reputation for itself again amongst youngish American shoppers. Dual-natured though it may be, the high-po Verano is, quite honestly, entertaining to drive, and priced and spec'd very well against a pretty weak set of direct competitors. But that future is both uncertain and likely to be pretty far off.

As a proposition for buyers in the here and now, then, the confusing messages abound: Buick's core values have never really included having cars that are small, tech-laden, quick and fashion-forward – at least not all of those, all at once. (To both members of the Buick Reatta Fan Club, you have our sincerest apologies.) A semi-sporting, near-luxury subcompact Buick sedan (with optional manual transmission, don't forget) is anything but run of the mill, but it may not be the car that turns buyers out in droves, either.

 

That car has nothing relevant to "verano" which is summer in English. If anything thats as ugly as a wintery mix!

That last pic makes it look Neon / Sebring meets Buick type of thing ughhhh!

The tail lights reminds me of that No Fear logo....

 

If beauty is only skin-deep........so is ugliness.

 

I was surprised to see in the new Consumer Reports that the Verano 2.4 got the dreaded black circle for Reliability. They didn't give details on problem areas, but hopefully they are minor and can be resolved quickly by Buick/GM.

 

Is it a full black circle? Last I saw from CR, it was a half-black...somewhat better than the Cruze's all-black in its first year. (the Cruze is now up to average, an open circle).

On newer cars, those circle-differences don't mean as much as they once did....a full-black circle can now mean a problem rate of only 3-5 percent.

My Verano, BTW, has had no significant problems in its first six months, though I could nitpick a couple of minor things like wiper-chatter and occasional slight transmission shift-flares.

 

It was a full black circle. This was in the Feb 2013 issue under "Best and worst for the money". I didn't know about the 3-5 percent numbers, but that does seem low to warrant the black circle rating. As I mentioned, maybe any issues will be resolved quickly.