Used Buick Regal 5th Gen (2011-2017): Buyer's Guide

The 2012 Buick Regal carries six separate NHTSA recall campaigns, more than any other year of this generation. The 2017, the final year before Buick killed the sedan, has zero in CarScout's NHTSA-sourced records. Same badge, same Opel-derived chassis, a completely different ownership experience depending on which year you buy.

The 5th-generation Regal (2011-2017) never sold in Camry numbers, so most of what's written about it online is generic "used sedan tips" filler. This guide isn't that. It covers which of the four engine options to buy, why the GS's automatic transmission and its AWD system don't fully agree on how much torque they can handle, and which model years actually finished working through GM's early-2010s recall streak.

This Generation at a Glance

The 5th-gen Regal launched for 2011 on the Epsilon II platform, the same architecture underneath the Opel/Vauxhall Insignia sold in Europe. It replaced a Regal nameplate that had sat dormant in the US since 2004. The 2011 model came with a 182-hp 2.4L four-cylinder standard and a 220-hp 2.0L turbo four optional, and nothing else.

2012 is when the lineup got interesting: Buick added the GS trim (270 hp, with a rare six-speed manual option) and the eAssist mild-hybrid system. 2013 made eAssist standard on every non-turbo Regal and dropped the old naturally aspirated-only base car. 2014 replaced the 2.0T engine with a new version (GM's LTG) and unified Turbo and GS output at 259 hp, but also killed the GS manual for good. By 2016, eAssist was gone from retail sale and the 2.4L returned as the base engine unassisted. That same 2016 model year is also when Buick added Apple CarPlay to the 8-inch IntelliLink screen, with Android Auto following as a dealer-installed update; 2017 expanded both further. 2017 was the last model year before Buick discontinued the Regal sedan and moved to the unrelated Regal Sportback for 2018.

Reviewers at the time consistently called out the same two things: a genuinely quiet cabin (Buick's "QuietTuning" sound insulation push was in full effect on this generation) and an IntelliLink interface that Edmunds and others found easier to use than the button-heavy systems on rival GM cars of the same era. Those are the traits that make the Regal worth cross-shopping against a Camry or Accord of the same age, provided you buy the right powertrain.

AWD, via a Haldex-based system, was available on Turbo and GS trims starting in 2012. It's FWD-only on the base 2.4L and eAssist cars in every year.

Current pricing and inventory: Buick Regal market data, with per-year pages for 2011, 2012, 2013, 2014, 2015, 2016, and 2017.

Powertrain & Trim Breakdown

2.4L Naturally Aspirated (2011-2012, 2016-2017)

This is the Ecotec-family 2.4L four that also does duty in the Malibu and Equinox of the same era. It's the least complicated engine in the lineup: no turbo, no hybrid hardware, just a direct-injected four-cylinder behind a conventional 6-speed automatic.

Like every GM direct-injection four of this generation, it accumulates carbon on the backs of the intake valves over time, since there's no port fuel spray to wash them clean. Owners report the classic symptoms, cold-start roughness and a slight idle miss, showing up in the 60,000 to 90,000-mile range. A walnut-blast intake cleaning runs a few hundred dollars and isn't unique to this car; it's a GM-wide DI trait. Beyond that, the 2.4L in the Regal draws few powertrain-specific complaints on Buick Forums compared to the turbo cars. It's the boring, reliable choice, which for a used-car buyer is exactly the point.

One maintenance item specific to this engine is worth flagging: spark plug torque. GM's aluminum heads on the 2.4L are sensitive to over- or under-torqued plugs, and owner guides document a "blow out" failure mode where an improperly seated plug works loose from the threads under heat cycling. Buick Forums threads on spark plug installation consistently recommend re-checking torque within the first 5,000 miles after any plug service, roughly one oil change interval. It's a cheap thing to ask a seller about and a costly thing to ignore.

2.4L eAssist Mild Hybrid (2012-2015)

eAssist pairs the same 2.4L engine with a 15-hp electric motor and a small lithium-ion battery pack, mostly to boost highway mpg into the high 20s rather than to add real power. Buick made it optional for 2012, then standard on every non-turbo Regal for 2013 through 2015, before dropping it from retail sale for 2016.

The system's documented weak point is the Generator Control Module. GM issued recall 13V173000 for 2012-2013 eAssist Regals (and the mechanically related LaCrosse and Malibu Eco) after finding the GCM could fail and cause a gradual loss of battery charge, in some cases with a burning smell, smoke, or fire risk in the trunk where the hybrid battery lives. Owners on Buick Forums separately report 12V system charging faults (codes like P0562 and P0A8F) tied to a weak 12V battery rather than the hybrid pack itself. If you're looking at an eAssist car, confirm the GCM recall was completed and don't be alarmed that the battery gauge rarely reads above 50-75%; that's intentional headroom for regenerative braking, not a fault. The bigger long-term risk is the hybrid battery pack itself: it's not a high-volume part, replacements are hard to source new, and shops commonly point buyers toward used packs instead.

2.0L Turbo, LHU Engine (2011-2013)

The first-generation turbo four made 220 hp in the Turbo trim and, starting in 2012, 270 hp in the GS. Forum consensus on Buick Forums and TrueDelta's owner-reported data points to this as the more reliable of the two turbo engines relative to the LTG that replaced it, but it's not without issues. Timing chain stretch shows up around 80,000 to 130,000 miles on high-mileage examples, and turbo unit replacement runs $1,800 to $2,500 according to RepairPal estimates, matching the $1,500-$2,000 real-world quotes owners report on Buick Forums for OEM and aftermarket units respectively.

The GS variant's 295 lb-ft of torque exposed a real mismatch: it's routed through the same 6T70 automatic used in the lower-output Turbo, a transmission rated for a maximum of 280 lb-ft. Owners on Buick Forums describe shuddering, delayed shifts, and 2nd-to-3rd gear slip-then-clunk behavior that gets worse in warm weather, particularly on higher-mileage GS automatics.

2.0L Turbo, LTG Engine (2014-2017)

GM's newer LTG turbo four replaced the LHU for 2014 and unified Turbo and GS at a common 259 hp, 295 lb-ft tune. It requires GM's low-calcium Dexos1 full-synthetic oil to manage low-speed pre-ignition (LSPI), a known risk class for small-displacement direct-injected turbo engines of this era.

The specific issue to watch for is early LTG piston failure. Owners and independent shops (documented across multiple Buick Forums threads, including reports of pistons owners describe as "glass" due to how easily they cracked) tie this to 2014 and early-2015 production, with GM identifying certain oil formulations as a contributing factor. Later 2015 and 2016-2017 production draws far fewer of these reports. As with the LHU, the 2.0T's direct injection means carbon buildup on the intake valves is a normal maintenance item, not a defect, but it's worth budgeting for around 60,000-90,000 miles regardless of which turbo generation you buy.

AWD (Turbo and GS, 2012-2017)

The Haldex all-wheel-drive system itself draws comparatively few complaints; it's the transmission behind it that owners flag more often on Buick Forums, for the same 6T70 torque-capacity reasons described above. If you're cross-shopping FWD and AWD versions of the same year and engine, the FWD car is the simpler, lower-maintenance choice unless you specifically need the traction.

Trim Levels

The GS's HiPer Strut and adaptive suspension genuinely change how the car drives, and it's the trim enthusiast communities on Buick Forums and TrueDelta care most about. But mechanically, a 2014-2017 Turbo with the same 259-hp LTG engine gets you the same drivetrain risk profile for less money. The 2012-2013 GS manual is a legitimate collector curiosity (Buick never offered a manual again after 2013), but parts support for the Hydra-matic 6T40E-based 2012 unit and the Aisin AF-40-based 2013 unit is thin, and a specialist inspection before buying one is worth the cost.

One issue that crosses every trim and both engine families is the HVAC blend door actuator. It's a plastic-geared motor behind the dash that fails by stripping its own teeth, and the symptom is a repetitive clicking or knocking sound from behind the climate controls whenever you start the car or change the temperature setting. Go-Parts' technical documentation on this generation's HVAC housing (shared with the related Malibu and LaCrosse) covers it specifically for 2016-and-later cars, though the same plastic-actuator design runs across the whole generation. It's not a safety issue, just an annoying one, and worth listening for on a test drive with the climate control cycled through its full range.

Which Model Years to Target Within This Gen

*Recall counts reflect CarScout's NHTSA-sourced per-year data. 2014, 2015, and 2017 show zero recorded campaigns; no generation-wide campaign in CarScout's records extends into those years either, so treat the "0" as what NHTSA's data shows rather than a guarantee nothing was ever wrong.

The 2017 is the sweet spot if you want the 259-hp turbo without the early LTG piston risk or the recall baggage from the 2011-2013 cars. If you want the naturally aspirated engine for simplicity, 2016 is the newer, cleaner version of the same 2.4L that debuted in 2011, plus it's the first year with Apple CarPlay. Approach 2012 carefully: it's the year GS and eAssist both launched, and it's also the year that generated an eAssist fire-risk recall (13V173000) and two separate lighting recalls.

Don't write off 2011 and 2013 outright, either. The 2011 avoids the eAssist-specific recalls entirely since the system didn't exist yet, and its known issues are limited to the turn-signal bulb indicator and the power-seat wiring recalls, both cheap, straightforward dealer fixes. 2013 is arguably the most balanced year of the LHU-engine era: eAssist is standard and mature by then, the GS still offers a manual for one last year, and it predates the LTG piston-failure window entirely.

Pre-Purchase Inspection Checklist

If you're looking at a 2.4L or eAssist car:

• Start it cold and let it idle. A rough idle or hesitation on a car with 60,000+ miles points to carbon buildup on the intake valves, a normal DI maintenance item, not a red flag, but budget for a cleaning.
• On eAssist cars, confirm recall 13V173000 (Generator Control Module) was completed. Ask to see the paperwork, not just a verbal assurance.
• Watch the eAssist battery gauge during a test drive. It should fluctuate with acceleration and braking but rarely reads above 75%. That's normal, not a fault.
• Have a shop scan for stored codes related to the 12V charging system (P0562, P0A8F) even if no warning light is currently on.

If you're looking at a Turbo or GS:

• Ask for maintenance records showing Dexos1 full-synthetic oil changes on 2014-2017 (LTG) cars specifically. Wrong oil is tied to the LSPI/piston-failure pattern owners report.
• On a test drive, accelerate hard from a stop and feel for shudder or a delayed clunk between 2nd and 3rd gear, especially once the transmission is at operating temperature. This is the 6T70's known symptom under GS-level torque.
• Listen for a rattling or whining turbo on cold start-up and under boost; get a pre-purchase inspection that includes a compression test if the seller can't produce recent service history on a 2014 or early-2015 LTG car specifically.
• Confirm any completed rear suspension toe-link recall work (2012-2013 Turbo/GS, campaign 26V113000 and its predecessors) with paperwork, since parts availability for this repair has historically been delayed.

Run every VIN through a recall check before you commit.

Running Costs

MPG figures are derived from published EPA city/highway ratings for this generation (as reported by Edmunds and TrueDelta); actual mileage on AWD-equipped Turbo and GS cars runs a few mpg lower than the FWD figures shown here. Turbocharger assembly replacement, when needed, averages $1,829 to $2,540 per RepairPal's estimator across this generation, consistent with the real-world shop quotes owners report.

Routine maintenance doesn't differ much between the four powertrains: brake jobs, tires, and the HVAC actuator issue above apply regardless of what's under the hood. Where costs diverge is in the unplanned repairs. A 2.4L or eAssist car that's had its DI carbon buildup addressed on schedule is a cheap car to own. A Turbo or GS that's skipped Dexos1 oil changes or run past 100,000 miles without a timing chain inspection is the one that turns into a $2,000-plus surprise. Budget accordingly, and weight your pre-purchase inspection toward whichever engine you're buying.

FAQ

Is the 2.0T LHU or LTG engine more reliable in the 5th-gen Regal? Owner reports on Buick Forums and TrueDelta lean toward the earlier LHU (2011-2013) as the safer bet overall, mainly because the LTG's 2014 and early-2015 production is specifically tied to documented "glass piston" failure reports. LTG cars from later 2015 production through 2017 largely avoid that particular pattern and are a reasonable bet if you confirm service history.

What year Buick Regal should I avoid? 2012 is the year to be most cautious about. It's the model year the GS and eAssist both launched, and it carries six separate NHTSA recall campaigns in CarScout's data, including one covering fire risk from a failed Generator Control Module on eAssist-equipped cars. Confirm every recall was completed before buying one.

Is the Buick Regal GS worth buying used? Mechanically it's the same LHU or LTG turbo engine as a lower-trim Turbo, with sharper HiPer Strut suspension tuning and Brembo front brakes layered on top. It's worth the premium if you want the driving feel; it doesn't reduce the transmission or piston risks common to every turbo Regal of the same model year.

How many miles does a 5th-gen Buick Regal last? Owners on Buick Forums and TrueDelta commonly report 150,000-plus miles on well-maintained cars across all four powertrains, provided turbo cars get consistent Dexos1 oil changes and both engine families get their direct-injection carbon buildup addressed on schedule rather than ignored until it causes a rough idle.

Does the 2011-2017 Buick Regal have all-wheel drive? Yes, on Turbo and GS trims starting with the 2012 model year, through a Haldex-based AWD system that owners report as more durable than the transmission behind it. The base 2.4L and eAssist models remain FWD-only in every year of this generation, 2011 through 2017.

Bottom Line

For most buyers, a 2016 or 2017 Regal Turbo with the 259-hp LTG engine and FWD is the strongest combination in this generation: it's past the early piston-failure window, carries the cleanest recall record, and skips the eAssist complexity entirely. If simplicity matters more than power, a 2016-2017 base 2.4L does the job with the fewest things that can go wrong. Whichever year you land on, confirm every open recall was completed before you hand over a deposit, especially the eAssist GCM campaign on 2012-2013 cars.

See the full Buick Regal market data for current pricing and inventory across every model year of this generation.

Data sourced from NHTSA recalls data via CarScout's per-year market records, RepairPal repair-cost estimates, and real owner experiences from Buick Forums (buickforums.com), TurboBuick.com, RegalForums.com, TrueDelta's owner-reported reliability and MPG data, and BobIsTheOilGuy's technical discussion threads. See the full Buick Regal market data for pricing and inventory.