Buick Regal Gs Manual Transmission Review [Unlimited EPub]

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We may earn money from the links on this page.By 1970, the zenith of the muscle-car era, the 455-cubic-inch GSX, wearing a wild stripe package and a distinctly un-Buick-like rear spoiler, was running quarter-miles deep in the 13s. That doesn’t sound like much today, when a Chevrolet Camaro ZL1 1LE will punch through the quarter in 11.7, but it’s worth remembering that the tires of the era were about as sticky as a curling stone sliding on Buckyballs. For even deeper coverage of the Regal Sportback, view our buyer’s guide in-depth review. The GS badge floated in and out of the Buick lineup over the years, having most recently been applied to a reworked Opel Insignia with a 259-hp turbo inline-four that was available with a six-speed manual transmission. First and foremost, it was a modern Buick that did modern Buick things—which largely meant trading thrills for serenity. Today’s new 2018 Buick Regal GS is more in the vein of its predecessor than its lairy forebears, but there are some important differences. First of all, the new GS version of the Regal Sportback —which, again, essentially is a rebadged Opel Insignia—is a legit looker. Sure, it cribs its overall four-door-hatch shape from the BMW 4-series Gran Coupe and the Audi A5 Sportback, but it’s at least as attractive as either. The GS’s all-wheel-drive-only drivetrain also puts it squarely in Ingolstadt’s horse race, in which its 3.6-liter V-6 gives it a distinct horsepower advantage over the A5’s turbocharged 2.0-liter inline-four. The Buick’s engine puts out 310 horsepower to the A5’s 252, and it dishes out 282 lb-ft of torque compared with the A5’s 273 lb-ft. On the winding byways of northern Georgia where we drove the GS, it built speed deceptively, cranking along at elevated velocities as we noted the absence of invasive Kudzu along the roadside. They’ve been spraying the stuff, apparently, stacking the dead vines a couple of stories high in some places. Our copy of R.E.M. http://www.derma-dts.de/files/cox-christen-eagle-manual.xml

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’s Murmur suddenly seems out of time. The Buick is confidence-inspiring enough to allow this sort of at-speed, side-glance sightseeing. The steering, regrettably, is merely rheostatic, transmitting nothing of the road to the driver’s hands. Pressing the Sport or GS driving-mode buttons (the latter is Buick’s take on a Sport Plus mode) only adds weight. It’s a six-of-one, half-dozen-of-the-other proposition. Buick’s market research suggests that its customer base finds such performance-oriented folderol gimmicky. Surprisingly, the paddles weren’t strictly necessary. GM’s nine-speed automatic transmission, co-developed with Ford, doesn’t hunt for gears and valiantly does its part to keep the six in its powerband. The outgoing Regal’s manual, regrettably, has followed the saber-toothed cat and its cousin, the Buick Wildcat convertible, into the mists of memory. They tended to sound peals of squeal under hard cornering, with mild understeer as a defining characteristic. The Buick is neither piggish nor ponderous, but even with its fancy GKN-sourced torque-vectoring system—fundamentally the same one as found in the Ford Focus RS—it doesn’t offer the sharp-edged reflexes of the Audi. The large Brembo brakes up front look the business and mean it, too. Pedal feel is progressive, stopping power is serious, and we noticed no fade during zippy on-road shenanigans. We do, however, find it a mite chintzy when manufacturers go for flashy calipers up front but neglect the rear brakes’ aesthetics. GM needs to ditch the pebbled, firm-touch dash material that resembles hard plastic. Perhaps the company should consult the heads over at Kia regarding sources of alternative interior materials. The overall design is pleasant, and the seats are a standout pleasure. Their look, perhaps, is a bit much, as they feature pass-throughs for five-point belts that never will be installed in the car, but in practice the seats are supportive, easy to adjust for fit, and all-day comfortable. http://fortis21vek.ru/uploads/file/cox-communications-remote-control-manual.xml

BMW could take a few lessons from GM on these chairs. The Regal Sportback’s cargo area is commodious, offering 32 cubic feet of storage with the rear seats up and 61 with them folded. Even going heavy on the options, one is hard pressed to push the GS much beyond 46 large, while the Germans make it simple to nudge the A5 into base S5 territory and push the 430i well past the 440i’s starting price. Those who desire real sport in their sportbacks will no doubt still spend the coin on one of those Bavarian jobs. Viewed, however, as a value proposition, the 2018 Regal GS delivers a compelling package of features, practicality, and style. You may be able to find more information about this and similar content at piano.ioYou may be able to find more information on their web site. Today's edition: the 2018 Buick Regal GS. The Regal GS, which has cycled through three different types of engine in the last two decades, is suffering from something of a powertrain identity crisis. Back in the late Nineties, an era when Chevy and Ford's eight-cylinder muscle cars were cranking out an average of 250 horsepower, the Buick squeezed a shockingly-competitive 240 horses and 280 pound-feet from a supercharged 3.8-liter V6. Yet while modern-day V8 Mustangs and Camaros now crank out 450 ponies on their worst day, this newest Regal GS —fresh as a daisy for the 2018 model year—comes with a naturally-aspirated six-cylinder that delivers just 310 horses and 282 pound-feet of torque, the latter just two more than that GS of the Clinton era. Perhaps more to the point, these days, 310 horsepower is the sort of output commonly found in high-end family sedans of the banal class below Buick on the socioeconomic ladder. In 1997, a V6 Camry made 194 hp; today, it pounds out 301. A Ford Contour SHO of 20 years back made 195 horses; nowadays, the Fusion Sport blasts out 325. http://www.bouwdata.net/evenement/ecomatic-manual

Rendering this new GS's engine choice even more odd: Its direct predecessor from several years back was an early adopter of the downsize-and-turbocharge trend found across the automotive world today. Will Sabel Courtney Badass Buick. The Pros: As mentioned about half a sentence ago, the 2018 Regal GS is way sexier than the last-gen Regal. The ride and handling balance is on-point, for an entry-level sport-slash-luxury sedan. The GS stays even-keeled during even the feistiest lane-change maneuvers, with quick steering and active dampers that can adjust every two milliseconds to properly soak up the bumps without turning the ride to oatmeal. Tragically, the most excitement I was able to pull out of it was during a couple spurts of aggressive driving between our Brooklyn office and the Chelsea garage where I had to drop the car off, but based even on those short blasts, it's safe to say this Buick would be a good time on a winding two-lane. The front buckets for driver and passenger are, shall we say, zealous in terms of flank-hugging ability. The side bolsters are power-adjustable, so you can dial in more or less support as your own frame desires. Be warned, though: The seats are clearly designed more towards those who are lean of frame. GS buyers may frequently find themselves reconsidering that second piece of pie. Will Sabel Courtney SWOOPY. The Cons: The nine-speed automatic transmission feels grossly unsuited to this sporty application. The 3.6-liter V6 isn't a bad engine, but it needs to be wrung out like a wet dishtowel to make the most of it; sadly, the gearbox wants to upshift as early as possible, leaving acceleration many, many levels of kickdown away. (This could well be in part due to the short gears in the lower end of the 'box; in sixth gear, the engine is turning at around 2,000 rpm at just 40 miles per hour. http://atlantichurricane.com/images/canon-p23-dhv-calculator-manuals.pdf

) Taking manual control of the transmission would seem an easy end-run around this—but for some reason, Buick doesn't offer paddle shifters on the GS, just a Tiptronic-style sequential gate off to the side of the floppy gear stick's normal travel. It's not hard to see why Ford took a pass on this gearbox upon further review. Or, alternately, outfitting this car with a turbocharged or supercharged engine—like the ones its predecessors had—would probably solve the problem, too. For a sport sedan, the drive mode options aren't very sporty. Drivers can choose from Normal, Sport, or GS modes.but it needs to be in max-attack GS mode to actually feel lively. If I owned one of these, I'd make sure pressing that button would be the first thing I'd do every time I turned the car on. The interior feels a touch cheap for a car at this price point. There's a startling amount of hard plastic trim scattered about, the steering wheel controls feel like an afterthought, and the half-digital-half-analog instrument panel seems like a compromise between the future-facing designers and the bean counters. A top-trim Chevy Traverse Premier has materials that feel far nicer for a similar price, and that's just to choose an example from within the GM family; the likes of a Honda Accord Touring or Mazda6 Signature are far, far nicer sedans of similar size that sell for a significant chunk less. But even as a brand-new model, this GS feels like a compromised proposition—a sport sedan saddled with the heart of a LaCrosse Avenir. (God help any Buick dealerships located within sight of an Acura showroom, because the Acura TLX SH-AWD A-Spec —packing similar power from a sweetly-revving VTEC six, a superior take on the nine-speed slushbox concept, and its own torque-vectoring all-wheel-drive system, while also bringing Honda fit and finish to the mix—couldn't be better designed to steal away potential GS buyers if the Japanese carmaker's product planners had been intending to do so.

) All in all, this Buick feels like a missed opportunity. Or, better yet: Instead of just amending the GS's flaws, throw the twin-turbo V6 from the Cadillac ATS-V (along with its superior transmission choices) under the hood and build the 21st Century Buick GNX car nerds have been craving since January 1st, 2001. (The 20th Century ended in 2000. Look READ NOW RELATED The 2018 Buick Regal Is a Decent Car, If Not Quite Fit For a King GM's premium midsized sedan finds itself damned with faint praise. READ NOW RELATED 2018 Buick Regal Sportback Is a Sleek, Coupe-Looking Sedan It even has elements of a hatchback. So what is it exactly. READ NOW RELATED This Rad Buick Regal GS Wagon Lookalike Won't Be Available in the U.S. Europe and Australia get all the cool stuff. READ NOW RELATED The New Holden Commodore V8 Supercar Racer Is the Sexiest Buick Regal Ever Is this the best looking race car today. READ NOW Shop the drive Tools to help you design, research and find the right car for you. All Rights Reserved. We are a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for us to earn fees by linking to Amazon.com and affiliated sites. This car makes me look forward to my 1.5 hour commute each way to work. The adjustable suspension between. Comfort, Sport, and GS mode make each drive a new experience. This car will get away from you quickly. I think GM has a winner in this car. Because these are limited this year, it feels nice being the only one on road with a unique car. So far the performance, comfort, driving fun and fuel mileage is everything we hoped it would be. The sport modes work extremely well at giving you a choice at how harsh and responsive the car is, the manual transmission is great (one of the main reasons for getting this car), and it looks fantastic. We were actually getting 31-32 mpg on the freeway and I averaged 28 mpg with the first tank (mostly highway). BANGKOKCABLE.COM/ckf_bccUpload/files/Dpg-2100-Manual.pdf

It's just nice to actually get what the epa says it will do. After 1 month of owning the car I love it, handles amazing really gets up and go's when you need it to and is just as nice to sit back and cruise in. Went with all the toys on this, including the 20's. Makes it just that much more of a great car. And the H-K sound system is pretty pretty pretty good. I wanted something that would be fun to drive and that had a manual transmission. This car checked (most of) the boxes for my needs, after a year with it, however, this will be my last GM for a while. The good: The turbocharged motor and manual transmission combination is great. Clutch and shifts are smooth and engage easily. The torque band is very wide and pulls the Regal up to (and over) legal highway speeds, quickly and quietly. The interior is quiet and comfortable around town and on long trips. Voice recognition only works for certain functions, much worse than the SYNC in my previous car. No rear-view camera, on a vehicle at this price point trying to compete with entry-level luxury cars, a rear-view camera should be standard. The graphics for the navigation are acceptable, at best. QUALITY (or lack thereof) - my car has been in the shop 6 times in the past year for small repairs, blower motor on the climate control randomly cuts out, 4 rear light bulbs (no access panels in trunk, have to remove carpet surrounding the trunk to replace), sun visor mirror cover shattered apart, and grommets holding the floor mats to the floor sprung apart. The plastics on the interior feel cheap and look cheaper. The lack of storage space for front seat occupants is disappointing. Buick has done a fantastic job with the styling and the performance aspect of this car. It looks and drives fantastic, now if there was more focus placed upon quality and interior components, I'd be fully satisfied. I'm glad I purchased the Regal, but I'm ready to get into something else. The car continues to disappoint. {-Variable.fc_1_url-

Several more tail light bulbs have burned out. The check engine light is on and the car is trying to stall out upon every shift. There's zero power upon acceleration despite the turbo engaging. I've actually sought out and bought another 2010 Milan because I hate this car so much but owe too much on it to get rid of it. This will definitely be my last GM product for a long time. Up to 75k miles - problems mentioned above were fixed at least GM extended the warranty and covered the issues (exhaust gas sensor, cam sensor, and a couple of other misc. issues). Recently got approved for a personal loan to finance the negative equity - can't wait to sell this car. Safety Technology Performance Interior Comfort Reliability Value Report Abuse Regal GS has exceeded my expectations. Made several test drives with the manual and automatic versions. I ended up purchasing the auto due to the majority of city driving I do. So far I have put over 300 miles in just the first 3 days. I am very impressed with this car. Very smooth, quiet and powerful when needed. Stereo control took a little bit to get used to, but now I dont even have to look. If you are on the fence, just go drive one. Shop Subscribe Latest News Jalopnik Reviews The Morning Shift Nice Price Car Buying Video The Inventory Drive Free or Die. Drop your email here and get our stories in your inbox. Prev Next View All The Buick Regal GS is a conundrum. It's not luxurious enough to be a Cadillac. It's not cheap enough to be Chevy. It's got big vents up front, but a small noise coming out the back. I drove it around for a week.) When I told various people that I'd be getting a Buick for a week, they similarly looked at me askance. Visions danced in their heads of LeSabres and retirees, until I told them it was a fast Buick, in which case, visions danced in their heads of the famed GNXs of yore. Advertisement The truth of the matter is, the Regal isn't a Buick at all, not really.

It's based on the Opel Insignia, a mid-level car from GM's European equivalent of Chevrolet. And belying its roots, it all feels very European. In its tarted-up, top-of-the-line, version, it's called the Regal GS, and it's got a turbocharged 2.0-liter four-cylinder engine, pumping out 259 horsepower and 295 pound-feet of muscle. But because it's all very European, as I stated, it comes with front-wheel drive. Only. Advertisement You can get an all-wheel-drive GS, but unfortunately, that one only comes with an automatic. I know, the mere possibility of still being able to check off that box on the order form, in a Buick, (a real Buick!) is kind of amazing in itself. Advertisement Buick offers a non-GS version of the Regal. And thats all I have to say about that. But my question here wasn't talk about specifications, about bits and baubles. My question was to find out if it was really a Buick (no), if it was any good (yeah, actually), and who it was for (people). But I will say that the Buick Regal in GS form is actually a pretty handsome car. The wheels are bigger, the tires are fatter, it sits ever-so-slightly lower, and, of course, it's got those ridiculously huge vents up front. Advertisement I like those ridiculously huge vents up front. Would they look silly to some. Yes, yes they would. But something about a Buick being silly is incredibly appealing. It's like an old man on a skateboard. It's that touch of the unexpected that makes every day life so bearable. Advertisement And when you tell your friends that the car you're driving around with its silly bumper openings and its trapezoidal exhausts is a Buick, it'll definitely be unexpected. Everything falls to hand pretty easily, everything is heated, if that's what you want in summer, the driving position can both be stratosphere-high and subterranean-basement low, meaning that it's going to be easy to use for everyone, and the seats are damn comfy while still supportive. BANGKOKSOLARPOWER.COM/syner_upload/images/files/Dpf-1411-Manual.pdf

And they're even aesthetically pleasing. Yeah, I said it. Aesthetically-pleasing seats. Seriously, they're all ribbed-looking, which is much better than the blank slabs of gray leather in some of the other cars of its class. Advertisement Alright, now here's why this Buick isn't getting top points. GM's made some great quality strides over the past few years, and that's all good and nice and wonderful. Seriously, well-done for them. Advertisement But there are some serious issues they need to work out. You can even see one such issue in the photo above. Yes, that seat design is all well and good, but see the way that leather bunches up. Leather should be soft, yet drawn tight on the seat. Not like a deflated balloon in patches. And yes, the steering wheel is nice and thick and chunky, which is great. Buick even tried to spice up that rim by offering some contrasting stitching, which is all very nice. Advertisement BUT LOOK AT THAT STITCHING. Advertisement It looks like a blind child did it. A poorly paid, underfed, blind child, who really could just use a pair of glasses. It's all lumpy and inconsistent, in all sorts of strange shapes and sizes. Look, Buick, I get what you were trying to do, but this is definitely a poor attempt. And when you're selling a car to compete with the Germans at their own game of sporty-yet-comfortable-sedans-for-people-just-entering-middle-age-who've-done-well-for-themselves-so-far, crappy stitching just ain't gonna cut it. Advertisement And it doesn't help that it's on the steering wheel, right in front of your face. When the rest of the insides are pretty good, it's faults like these that bring it down. The acceleration in the Buick Regal GS is adequate. The acceleration in the Buick Regal GS is okay. But it's called the Buick Regal GS, and that should stand for something, as should those big vents and exhaust pipes, and I'm not sure the acceleration should just be fine, adequate, or okay. Advertisement It gets to 60 MPH in a little over six seconds, which is quick enough to make sure you won't be in trouble on the highway, but it's nothing that'll snap your neck, and that's mostly due to the weight hovering around 3,600 pounds. It's got huge amounts of torque, however, so you sort of waft to highway speeds anyways. If you slam the surprisingly-dead feeling accelerator pedal down, you might trip up the transmission a bit, and the tires might chirp slightly, but it's not like you'll be ripping up epic burnouts with the Buick. The engine doesn't really encourage that sort of thing. It doesn't bounce off the rev limiter when you thrash it, so much as it sits and whines near the top. Advertisement And forget about accelerating if you're in just slightly the wrong gear. Put your foot down in 2nd at 5 MPH, and you could be waiting a while. But if you're in the right gear, it's fine. Okay, no, they do not feel like that. But the brake pedal feel is really nice and progressive, however, and the brakes haul you to a stop. Like seriously, these can make eyes pop out of your head. But the truth of the matter is it isn't, and it doesn't. The ride isn't old-school Cadillac smooth, but then again, no modern car feels quite as boat-ish. But the Regal GS feels nice and smooth, even over big potholes. Everything just feels comfortable, like a car meant for average adults, if there is such a thing. Not for senior citizens, but for the person with his or her 2.1 children. Weirdly enough, a sporty Buick is still a Buick, and that means everything stays pretty even-keeled. Advertisement It's not a fat pillow, like old Buicks, but it's more comfortable than a comparable BMW or Audi, so it's actually a change for the segment. That doesn't mean it isn't fun, or that it feels fat, or it wallows in the corners. No, it's not as fun as an original 1967 Mini Cooper S, but the steering is actually properly weighted, and not overboosted, giving a not insignificant bit of roadfeel when you're well into a corner. Yes, if you drive it like a nut, you're going to be met with resistance from the front end, but most people who drive this car won't ever come to that level. Advertisement But it's got relatively healthy-sized tires, and coupled with the weighty wheel in front of you, it's enough to inspire confidence when turning down the twisties I took it through just north of New York City. Are you going to be winning the Monaco Grand Prix? No. But there definitely is a degree of fun to knowing that you've got a turbo'd car, with a six-speed manual, and, and, it's a Buick. And since the suspension's pretty smooth, you won't be bouncing around the whole time, either, giving you the will to keep pushing it. And it was a peach, for the most part. My only complaint, really, is that sometimes it feels like you have to push a few lumps of coal out of the way to get it into first, and I'm not sure what that's about, when everything else feels so well-sorted. Advertisement The throws were short and sharp, and the clutch was a delight, with a light touch and a precise catch point. It's all very becoming of what is essentially a European sedan, and for people that may be used to manual transmissions in harder-edged cars, it's a definite change. When the clutch is depressed under wide-open throttle, the engine computer ever so briefly cuts the throttle and reduces the spark advance, enabling the turbo to stay spooled up while you keep switching gears. Advertisement I tried it, though to be honest the highest praise I can say about the bit of tech is that it works. The turbo-4 in the GS is really quiet, and doesn't sound all that great, so you end up getting just a sad droning noise as the engine gets pegged near the top of the tach. You're probably better off just shifting gears like a normal person. Oh, and there's supposed to be a Hill Start Assist feature, but I couldn't really get it to work on anything that was too steep, and the car would start rolling back in under a second. Advertisement But yeah, the tranny overall is definitive, smooth, and easy. No complaints with that. It's incredible that this is the kind of thing that needs to be lauded in this day and age, but the fact that you can just type out on the touchscreen where you'd like to go in the navigation system is a great leap forward over many. Like I said, nowadays you can type verbal diarrhea into Google and it'll know exactly what you want, but getting even a general approximation of where you want to go to work in an automotive navigation system can be a nightmare. And the system knows which button I'm pressing, too. Advertisement How about that. Oh, and it's got all the other gizmos, too, that every other semi-luxury car has. Lane departure warning systems, parking sensors, backup cameras, rear cross traffic alert, automatic headlights, all that is all very well and good. Just fine. Advertisement Pandora and Stitcher SmartRadio are available to stream over the audio system, as well. The one thing I didn't really find much use for, to be honest, was the SPORT and GS buttons. Not that I wasn't pressing them a whole bunch, constantly on the hunt for MORE SPORT and MORE GS, it's just that they didn't seem to do much. Advertisement I mean, the SPORT button is pretty self-explanatory, and the GS button is supposed to be a sportier SPORT. They're supposed to quicken the throttle response and firm up the suspension a bit, but I really didn't feel much difference. It was there, slightly, maybe, but I'm not quite sure I couldn't chalk that up to tricks in my head. Press the equivalent button in a CTS-V, and it's like your driving a whole different beast. That bit sounded good, very good indeed. Kool Moe Dee's buttery voice flowed out of every orifice like, well, butter. (Does butter flow? Maybe warm butter. I don't know, just go with it.) That's great. Love that. Who wouldn't want that. But the real problem is the engine. The 2.0-liter turbocharged four is too quiet most of the time, and when you do give it the full beans, it just sort of whines at you like it doesn't want to get up and go to school. There's even a little turbo noise that you can hear if you've got the windows down. But it's doing one thing and singing a different song. It's all kind of weird. Advertisement And it's not like we live in a world where the fact that it's only got four cylinders is the culprit. Cars like the Fiat 500 Abarth have four-cylinder engines that sound like proper little racers, and massive amounts of money gets thrown at perfecting just the right note coming out the back. If you're going to be selling it like it's a sport sedan, it should at least sound like one from under the hood. No, it doesn't feel totally like the soft lumps that Buicks used to. But no, it also doesn't feel like the sportiest sedan in the world. Advertisement Yes, it's got 295 pound-feet of torque, but it's only got 259 horses under the hood (The same as the turbo model, so there's no power gain for the GS). A BMW 328i isn't that far off, with 240 horses, and it'll accelerate quicker as well. And they cost about the same. Yes, the Buick might have more toys as standard, but it's also fighting an uphill battle. It's a supposedly sporty sedan in a market awash with sporty sedans, and thus, it'll have to distinguish itself on something like value. And if you're trying to go up against the BMW, the Mercedes, the Audi, the Lexus, the Infiniti, and all the rest, I'm not sure I'd pay that amount of money to tell people I just pulled up in my. Buick. And since I've spent so much time harping on how it doesn't feel like a Buick, I should say what it really feels like. It feels like a very nice, very well-equipped Opel. An Opel with a manual transmission, which isn't very uncommon in Europe. Advertisement Which is kind of who this car is for, really. Someone who fancies themselves as a working-class Continental, as someone who makes things with their hands all day, and then comes home to a dinner involving red wine. Advertisement But I'm not sure how many people will actually pay that much for one. Does your ex-wife work at Lear. Because that's who likely built the seats and steering wheel. In fact, in defense of the seat, not all leather is supposed to be taut. There are many instances where a fold is part of the design to allow for movement instead of tearing or wear — done to improve seat durability (I have no idea if that's the case here). The perfect car has not been built, anywhere, ever. See all replies. Easily took me through the whole process of buying the car. Very helpful. They will email me pictures as soon as the car will be ready. Would tell anyone looking for a car to contact him. The entire team was very nice and this was by far the best car buying experience. Thank you all for your help and I love my car!I called then twice to let them know I was coming. When I arrived, there was no one there at 2:30pm and the car was in extremely bad shape. I won't have bought that car for half the price. A very shady dealership. I actually Purchased a great BMW from Dave an John.Through no Great communicators! I would purchased Another car if sales person would called me to let me know it just sold.i travel 40 min just waste of time No actual photos of car. Told about another car. Got photos of that car but no options list etc. Answered all my questions Told him we were on our way.When we got there, he was not. We waited for a while.This place is trying to sell luxury car but there is no luxury experience and the lot does not inspire any confidence. Too bad, we liked the car.