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Buick's Verano set for its fall debut

Buick's new premium compact sedan, the 2012 Verano, will have a starting price of $23,470 (including $885 freight) when it goes on sale this fall, General Motors has announced.

Introduced at the Detroit auto show in January, the Verano will become Buick's smallest model for the U.S. market, as well as the third new sedan the GM division has introduced in the past three years. The others are the midsize Regal and LaCrosse.

Designed to compete with cars that start from $6,000 to $10,000 higher — such as the Acura TSX and Lexus IS 250 — the Verano will have more passenger and cargo space than either of those vehicles, GM says.

Other potential competitors include the Volvo S40, which starts at just more than $28,000 with freight, and the Infiniti G25 and Audi A4, which begin around $33,000.

"Verano is a great new addition to Buick because it expands the brand's reach," said Tony DiSalle, Buick's U.S. marketing chief. "With Verano, we're inviting new customers into the Buick family, giving us the opportunity and privilege of building longtime Buick loyalty."

Three versions will be offered. The top model will have a list price of $26,850 (including freight), which is still about $3,000 less than starting price of the TSX and nearly $7,000 below the entry IS 250.

Based on the architecture of the new 2011 Chevrolet Cruze, the Verano is intended to help Buick bring new, younger buyers into the fold, with the hopes that they'll learn to love the brand and will move up to its larger and more expensive models as they mature and begin earning more money.

Styling is very well done, and the interior is a cut above that of its Chevy counterpart, although the Cruze doesn't really have anything to be embarrassed about — it's quite a nice vehicle as well.

There's already a version of the Verano on sale in China, called the Excelle. China is Buick's biggest foreign market, where it still is remembered as the favorite vehicle of the emperor.

Under the hood of all models initially will be a 2.4-liter four-cylinder engine with 180 horsepower and 171 foot-pounds of torque. It will be connected to a six-speed automatic transmission. Highway fuel economy will be as high as 31 mpg, GM says.

Later, there will be a turbocharged 2.0-liter four-cylinder available, the same one that now is offered as an upgrade in the slightly larger Buick Regal sedan. In the Regal, it has 220 horsepower and 258 foot-pounds of torque.

The exterior includes blue translucent projector-beam headlights, fog lights and 18-inch, multispoke, forged-alloy wheels. Optional will be 18-inch split-spoke wheels. The windshield has been steeply raked to give the car a sporty look.

Premium features abound, including a high-resolution 7-inch color LED touch-screen audio system, automatic climate control, remote start (with seat heaters activated by the remote control) and steering wheel audio controls.

There will be an available heated steering wheel, which isn't offered on the IS 250 or G25. Push-button engine start is optional on the base model but standard on the top-end version. The heated steering wheel and seats automatically are activated by the remote-start feature in temperatures lower than 45 degrees.

A premium, nine-speaker Bose sound system engineered for the Verano is optional on all models, Buick says.
For safety, the Verano will come with 10 standard air bags, antilock disc brakes, electronic stability control and standard OnStar, GM's in-car communications, navigation and automatic crash-reporting system.

Inside, there are sporty bucket seats up front and a three-person bench in the rear. GM says the Verano's cabin features "upscale, soft-touch materials and (optional) premium leather."

The cabin will have metallic and wood trim available, and the color choices include neutral and medium titanium with the standard "leatherette" (faux leather) upholstery. Optional leather interiors will come in ebony, cashmere or Choccachino colors. The leather is the same Buick uses in the LaCrosse.

The car also was designed to be quiet inside, even at highway speeds, thanks to acoustical laminated glass, triple door seals, "refined chassis dynamics" and forged aluminum-alloy wheels that have been made to minimize road noise, the automaker says.

Also helping to provide a quiet ride are a five-layer headliner with acoustical fiber, nylon baffles with insulating foam in hollow areas of the body, and recycled denim insulating material between the rear-body structural components.

Other features include keyless entry and push-button start, heated seats with the leather upgrade, an electronic parking brake, a locking center console armrest between the front seats, power windows with express up/down in the front, and reading lights in the front and rear.

Speed-sensitive electric power steering is standard, and the car has MacPherson struts in the front to make the drive smoother over potholes and bumps.

Overall, the LED lights are widely used most new cars such as LED Dome Lights, LED Daytime Running Lights, and will come out with even more innovation in the future.

About the Author

For more information about the LED Dome Lights, please visit iJDMTOY.com, the Auto LED expert.

Making high compression ratios street-able?

I have a 1978 El Camino with a mild 350 Chevy and I want to give the engine a performance rebuild in the future. I want to make about 450 horsepower on premium pump gas, but I've heard that 10-1 compression is usually too high for pump gas. Is 10-1 too high if the engine is well tuned and has forged pistons? If not, can this be solved by retarding the timing? I'm just curious because I'm looking into 62cc heads and it's hard to find aftermarket pistons that make a compression ratio lower than 10-1 with these heads.

The safe answer is 10:1 is max, but the right answer is thats bs and max compression on pump fuel can be much higher with the right cam and tune.

Forget the ratio for a second. Compression is pressure in the cyl. The amount of pressure that stays there depends on the cam size and when/how long the valves open for.

The duration and LSA of cam chages the valve open/close events, Intake valve closing point is the one to look at. The later it closes the more cyl pressure is bleed off.

I run 10.18:1 but cam'ed it smaller to make more cyl pressure. I have 212-218 psi on a cranking compression gauge. Thats roughly what most 12:1 engines has. Now I run mine on pump fuel but I had to step down 2 plug heat ranges, jet it pig rich, retard timing 2*, keep water temp at 185 or less, cold air setup to keep inlet air temps down

I could add a slightly larger cam, and reduce my cyl pressure to 190-200 psi but that will loose more torque than I want to give up.

More the common person though its best to cam it to make 185 to 195 psi cyl pressure.

That can be done with high compression and large cam, but low rpm power is hurt that away

Or it can be done with mild compression and smaller cam

Read over Pat Kelly's info on DCR and you will see how the cam plays a BIG role in what compression you can run
http://members.uia.net/pkelley2/DynamicCR.html

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