Although the name suggests a second coming of the Enclave, the Encore is unlike any other product Buick has sold in its 110-year history. No previous product under the tri-shield insignia has been powered by an engine this small (1.4 liters). To find a Buick wheelbase shorter than the Encore’s 100.6 inches, you must venture back to the 1975 Skyhawk coupe (97.0 inches), which topped the Encore’s 168.5-inch overall length by almost a foot. Even among modern crossovers, the Encore is a shrimp. Audi’s Q3, BMW’s X1, and VW’s Tiguan are all longer. The Kia Soul and Scion xB hatchbacks are the only products on the market close to this Buick’s length, width, and height dimensions.
The notion of a petite Buick is a shock to the psyche, but the more remarkable thing about the Encore is that it inhabits a tiny island in the vast ocean of smallish crossovers where it faces no direct competitor. Its unique gambit is compact size, luxury accommodations, and excellent versatility offered at base prices ranging from $24,950 to $28,940 for its four trim levels. All-wheel drive adds $1500; fully loaded with AWD and a few options, the Encore can top $33,000.
Driving a few early-production Encores on rural roads surrounding Atlanta revealed that Buick didn’t abandon all its classic strengths—such as a cushy ride and quiet cabin—with this move to a significantly smaller format. But credit the engineers who nurtured the GM’s small crossover architecture from its Chevrolet Sonic origins. (The Chevy Trax and the Opel Mokka sisterships won’t be sold here.) The underpinnings are simple but sound enough to provide a solid, shake-free foundation. U.S. engineers tuned the strut-type front suspension and the twist-beam rear axle to yield a supple ride with enough damping and roll stiffness to keep body motions in check during rambunctious maneuvers. Electrically assisted power steering is slack-free on-center and nicely weighted off-center. Cornering response is whippet-quick, and the Encore moves with agility unknown to Buicks of any era. All that’s missing is some hint of road feel through the steering wheel.
The turbocharged 1.4-liter engine delivers 138 hp, barely enough to break the speed limit when there’s a full load of passengers and luggage onboard. Passing on grades is a move that demands determination, and towing of any kind is not recommended. The six-speed automatic helps out by providing full control over upshifts when the console lever is placed in the M position and a +/- rocker switch built into the knob is toggled. Although additional ratios would be useful, the automatic’s top gear is at least able to drop the revs to 2000 rpm while cruising at 60 mph under steady throttle. That yields an estimated 33 mpg on the highway for front-wheel-drive models and 30 mpg with the optional all-wheel drive.
The Encore’s maximum-traction system consists of a power takeoff unit attached to the transaxle, a two-piece driveshaft, and a computer-controlled BorgWarner clutch bolted to the rear differential. The rear wheels are engaged on a supplementary basis while rolling from a start because that’s when wheel slip is most likely to occur. Above 4 mph, the clutch begins opening and the front wheels assume full propulsion responsibility once speeds reach 37 mph, unless one or more wheel-speed sensors report slippage. The smart clutch limits the maximum torque delivered to the rear differential to 111 lb-ft.
