MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
Zoom Info
MotoReview: Buick Verano Turbo Premium Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4. Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick. Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much. Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right? Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock. The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi. Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details. The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare. For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack. The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual. On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver. Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down. Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above). In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design. No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely. On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined. At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive. And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have. The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably. After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market. You can see more photos here.
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MotoReview: Buick Verano Turbo Premium

Gone are the days of gas guzzling, big behemoth Buick boats with 8-cylinder engines and beautiful bodies decked in endless blinding chrome. Enter a new age, with the new Regal/GS, LaCrosse, and with the addition of the Verano, there’s a pretty solid lineup of cars for Buick. And the Turbo Premium adds a somewhat affordable alternative to the sport line for other luxury brands like Audi’s A4/S4.

Most don’t know it, but Buick is the oldest active domestic car manufacturer in the U.S. today. The company was founded in 1899 by David Dunbar Buick under the name Buick Auto-Vim and Power Company and was later incorporated as the Buick Motor Company by William C. Durant, the creator of General Motors. Buick was General Motors’ first car company so one can only assume there would be no GM without Buick.

Since the early years, Buick has been on the higher end of the GM spectrum, second only to Cadillac, and that still hasn’t changed much.

Fast forward 7-decades or so after the first Buicks hit the streets and the compact executive car was born with the BMW 3-Series. Since then, there have been a number of manufacturers to follow suit. Mercedes built the 190, later called the C-Class. Then Audi released the 80, later the A4. Lexus jumped on board in the late 1990s with the IS and recently the Cadillac ATS made its way into the compact executive segment. Some have even called the Premium Verano a compact executive. Could they be right?

Expectations were really nonexistent before the Verano Turbo arrived, but when it finally pulled into the driveway, it had a deep shine from the Luxo Blue paint and it looked charming gleaming in the sun. This particular car was a brand new Verano Turbo Premium with less than 400-miles on the clock.

The base price is under $24,000. The price as tested for the Verano Turbo Premium? $31,695 which included optional navigation and sunroof, as well as standard goodies like; rear vision camera, blind spot alert, heated seats & steering wheel, 6-months of OnStar, keyless/remote start, leather interior, IntelliLink computer system, 18-inch wheels, fog lamps and much more. After selecting the Turbo in premium trim and pricing out every single option available, you’d still be under $34,000. Try doing that in a Lexus or Audi.

Studying the car reveals that everything is a little different, tweaked, foreign… And that makes sense when you realize the details.

The Verano is built on the GM Delta II platform (developed in Germany) which it shares with the Opel Astra, Chevy Cruze/Volt, and Buick Excelle GT (for the Chinese market), and while its closest North American counterpart is the Chevy Cruze, they do not compare.

For starters, the Verano Turbo gets the same 2.0L Ecotec engine as the Buick Regal GS which produces an impressive and surprising 250-hp, 260 ft-lb torque propelling the car from 0-60mph in just over 6-seconds. And thanks to a pretty unique suspension, the Verano handles turns like a sports car, yet the ride is comfortable and you don’t have to clench every time you hit a bump any larger than a crack.

The car is available in all trims with an automatic transmission, but you’ll have to select the Turbo for a manual. The 6-speed automatic was so responsive and quick to shift, you might be happy with the convenience. Still, I want that manual.

On the inside you get a choice of ebony, cashmere, or choccachino with the leather trimmed interiors. You also get all the bells and whistles you want like that IntelliLink system with standard backup camera and available navigation. Although you’ll most likely have to open the manual the first time using the interface, once you figure it out it’s simple. A few bonuses are the locator for the cheapest nearby gas and the Side Blind Zone Alert which is quite literally a life saver.

Keyless push-button start, an electronic e-brake, and well thought-out touchpoints make the driver feel a bit special, although some more premium material choices and construction in other areas of the interior like the dashboard, armrest, and around the base of the seats would feel more luxurious. And no electric seats for the passenger was a bit of a let down.

Thanks to an interesting construction though, the car gets tons of natural light inside even without the sunroof. There are technically 5-window pillars per side of the car which allows for 2-extra small windows on each side (see second to last image above).

In terms of design, it’s definitely a handsome car but it is a bit too much in areas. For instance, the nonfunctional triple-vent details on the hoods (design cue from older Buicks) and the huge chrome strips above the taillights distract from the otherwise simple exterior design. Same goes for the interior, a few too many details, but it’s still a classy design.

No matter how you’re driving, speeding on the highway or idling at a traffic light, you can barely hear a thing. The car is comfortable, quiet, and smooth. So much in fact that it’s very easy to catch yourself going 85+ without even knowing it. One thing you’ll never worry about; trying to build up speed merging on the highway. There’s plenty of torque to merge safely.

On the back twisty roads is where the Verano really differs from Buicks of the past. It has surprisingly tight steering and excels when cornering. It will go anywhere you put it with ease thanks to electronic power steering and Continental ContiPro tires. You’re not used to a Buick this refined.

At times, you might be reminded of other sectors of the market. With the turbo-charged four banger and build quality, you can sometimes feel like you’re in an Asian car. While driving you can sometimes mistake it for something European. But best of all? American comfort. Once you find a good seating position, you can drive for hours without becoming uncomfortable. The seats hold you in just enough without becoming too constrictive.

And it’s very spacious inside for a compact car. If you have a small family, it’s the perfect size. My family (wife, 2-year old, and dog) ditched the minivan for the weekend and took the Verano instead. Not once were we crammed, even with a car seat and our weekend belongings. The trunk will easily hold a stroller or any luggage you might have.

The Verano is at home pretty much anywhere you take it. It’s what you want it to be when you need it. This is for those who want a good, fun, decent looking car at an affordable price but also, those who could care less about showing off the brand badges to others. In a nutshell, the Verano Turbo is for those who want to get from point-A to point-B fast, comfortably, and enjoyably.

After a pleasant and fun weekend with it (kind of miss it), I would have no trouble recommending the Buick Verano Turbo to anyone in the market.

You can see more photos here.

Source: motoriginal.com

Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
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Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info
Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info
Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info
Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info
Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info
Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info
Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info
Roots, Branches & Seeds of the Alpine (A110): There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106. A106Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype. While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name? Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted. A108Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960. While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini. The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110. A110Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines. But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm. There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine. Six years before the end of the A110 production run, Alpine began making A310s. A310With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph. The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack. GTAThe A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic. Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others). A610Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis. Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind. A110-50 ConceptAt the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept. The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept. One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed. Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.
Zoom Info

Roots, Branches & Seeds of the Alpine (A110):

There are few French cars as popular as the Alpine Renault A110 and that is for many reasons. But the A110 didn’t just appear on the scene in 1961, the story loosely makes its way back to the mid-20th Century with the rear-engine, rear-wheel drive Renault 4CV when Jean Redele raced the car in rallies and began to look for ways to improve it. His first development was the A106.

A106
Mechanical components from the 4CV were used in 1955 to build the Renault A106 and the car drew inspiration from the Renault Marquis, a USA bound coupe based on the 4CV that never entered production, and the Allemano which made it no further than prototype.

While the A106 used components from other cars, the body was constructed of 100% fiberglass by Chappe et Gessalin only a few years following the first Corvette. Renault would go on to develop a sport version of the A106 entitled the Mille Miglia, housing the most powerful engine at 43hp and had special options such as 4-shock absorbers at the rear and a 5-speed manual transmission (rare for its time). And lo and behold, it had a podium finish at the 1956 Mille Miglia race. Some destiny in the name?

Later prototyped but never manufactured was an all steel body version dubbed the A107. A cabriolet version was also coach-built by Triumph designer Giovanni Michelotti and later became the basis for the A108 after a hardtop was fitted.

A108
Keeping with light-weight tradition, the Alpine A108 was rear-engined, rear-wheel drive, and had a fiberglass body. It was introduced in 1957 but the A106 outsold the 108 until 1960.

While the 106 used mechanical components from the Renault 4CV, the 108 used a combination of Renault Dauphine and A106 components and the engine from the Dauphine Gordini.

The 108 was available in cabriolet or 2+2 (GT4) variations also built by Chappe et Gessalin, and they sported an elongated chassis which paved the way and would be the backbone for the ever so famous A110.

A110
Also known as the Berlinette, the A110 had the longest run beginning in the early 1960s and was the most successful of these, rear-engined, rear-wheel drive homologation coupes. It was powered by various different Renault engines including the 95hp Renault R8 Gordini engine and the 125hp Renault 16 engine which could power the car up to 130mph. Over its entire 16-year production run, the car would be fitted with 11-different engines.

But the early 1970s proved to be the A110’s claim to fame, when it won several European championships, the most popular being the 1971 Monte Carlo Rally driven by Ove Andersson and in 1973, Renault entered the A110 in the World Rally Championship. The following year, Renault bought out Alpine and made it its main competition arm.

There was a lesser known A110 2+2 (GT4) which was basically an A108 GT4 with an upgraded engine.

Six years before the end of the A110 production run, Alpine began making A310s.

A310
With Renault pulling all the Alpine strings, the series of cars continued from the early 1970s to mid-1980s with the A310, having the same steel tube chassis, rear engine, rear-wheel drive layout and lightweight fiberglass body. It was initially offered only with a 125hp, 4-cylinder engine and 6-front headlights but was updated in 1976 with a 149hp, V6 engine and a top speed of 137mph.

The final years resulted in a Group4 racing inspired model with a bored out version of the previous V6 pushing out 193hp, larger wheel arches, and larger front & rear spoilers. It was called the GTPack.

GTA
The A310 was replaced by the GTA in 1986 and was only in production for 5-years. The car was essentially an updated A310 with integrated bumpers, cleaner edges, and more refined body panels which were now made of fiberglass and polyester plastic.

Over the 5-year production run, there was a naturally aspirated V6, a turbo version of the same engine, and a V6 Turbo Le Mans (among others).

A610
Having an even shorter run than the GTA, the A610 was built from 1991-1995 and differed very little the GTA in looks, almost identical to the US spec GTA with pop-up headlights for better weight distribution from front to back. But while the car looked similar, it was about 95% different, using only the same windows and same engine with a larger capacity producing 250hp and it used the same idea; rear engine, rear-wheel drive, and steel tube chassis.

Although the car was created to attempt to revive sales, numbers were disappointing, forcing Renault/Alpine to cease production. It was the last production car of its kind.

A110-50 Concept
At the 2012 Monaco Grand Prix, to celebrate the A110 turning 50-years old, Renault revived the Alpine name shocking the world with the A110-50 Concept.

The car is powered by the 3.5L V6 engine from the Renault Megane Trophy making 400hp but this time having a mid-rear mounted engine and a Formula 1 6-speed semi-automatic gearbox. Its design was inspired by Alpines of the past and the 2010 DeZir Concept.

One can only hope Renault/Alpine is planning on reviving the competition portion of its company and this wasn’t just for show. Fingers crossed.

Photos via Daniel Stocker, DoudD, Dolce Gerhard, Claude Marchand, Nicolas Bzh, Autoviva, and various other sources.

Source: motoriginal.com

Kylehoefer submitted: My 2013 Hyundai Veloster Turbo. I have fell in love with it over the past 2 weeks, comfortable smooth ride, and the turbo gives it just enough power to have some fun with it when you want to! I really like the look of the Veloster, very original design. You made the right decision going for the Turbo too. You say it’s a comfortable ride, but how does it handle in the corners? I’m really curious. Good luck with the car and I hope you enjoy it. Thanks for the submission! Some Hyundais from the past
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Kylehoefer submitted: My 2013 Hyundai Veloster Turbo. I have fell in love with it over the past 2 weeks, comfortable smooth ride, and the turbo gives it just enough power to have some fun with it when you want to!

I really like the look of the Veloster, very original design. You made the right decision going for the Turbo too. You say it’s a comfortable ride, but how does it handle in the corners? I’m really curious.

Good luck with the car and I hope you enjoy it. Thanks for the submission!

Some Hyundais from the past

Source: motoriginal.com

Efren.lozano23: Porsche That’s not just a Porsche, that’s a 930 Turbo Cabriolet and you were right to take a photo of it instead of the rest of the cars in that lot. Thanks! 930 Turbos from the past
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Efren.lozano23: Porsche

That’s not just a Porsche, that’s a 930 Turbo Cabriolet and you were right to take a photo of it instead of the rest of the cars in that lot. Thanks!

930 Turbos from the past

Source: motoriginal.com