This excitement is particularly true of the supercharged Regal GS, which can match Pontiac's nifty Grand Prix GTP stride for stride, sprinting from 0 to 60 mph in about 6.5 seconds. That's quick acceleration by any measure and particularly for a conservative-looking mid-size family sedan. But we're not complaining. And we don't think you will, either.

If you have any lingering doubt that General Motors can build dramatically different cars using the same basic chassis, compare Buick's Regal and Century. These two share the same platform (along with the Pontiac Grand Prix, Oldsmobile Intrigue, and Chevy Lumina). Aside from basic dimensions, however, they are as much alike as milk and champagne.

Major instruments are readily visible through a large, leather-wrapped steering wheel, whose upper half is open to afford just such a view. Optional auxiliary audio controls are built into the upper wheel spokes, and you can honk the horn by pressing on the center of the hub, which houses the driver's airbag.

Regal's bucket seats, covered in leather in GS models, don't offer quite as much lateral support for tearing down winding roads as those in the Pontiac GTP. The Buick Regal's seats are more comfortable for long trips than those in the Pontiac, however. On the GS, they are six-way power adjustable. Heated outside mirrors are standard on all Regals. Optional heated seats ($225) are a welcome addition in the depths of a northern winter.

Part of GM's formula for winning the mid-size sedan wars is packing in more comfort and convenience features than its target competitors, and the Regal is rolling proof of this. Just hitting the highlights, the Regal LS comes equipped with dual-zone air conditioning, excellent audio, power windows, mirrors and door locks, antilock brakes (ABS) and low-speed traction control.

The GS is loaded. Rather than detail its contents, we suggest you study the data panel; it'll take awhile because there's a lot to read. However, one thoughtful item does bear mention here, a warning light to let you know when you have low pressure in one or more tires. Low pressure is the prime cause of reduced tire life and can substantially reduce traction, particularly on wet pavement.

Interior room is a major asset of the Regal. There's plenty of space up front, which you'd expect, and plenty of space in back, which you might not. Unlike many mid-size cars, three adults can sit back there comfortably, without territorial squabbles or contortions, and they can do so for extended periods. Moreover, because the rear seats are slightly elevated, they'll have a good forward view, to help them critique your driving. The center seating position isn't quite as comfortable as the outboard spots, and it lacks a three-point belt, but in general, the Regal will shame its import competition for rear seat roominess.

New for the 2000 model year is a split-folding rear seat to make hauling long items such as skis, fishing rods and tent poles easier and more convenient. An integrated child safety seat is optional. Speaking of safety, the Regal stacks up as contemporary, though not outstanding. Anti-lock brakes and traction control come standard. It has the required dual front airbags, plus side impact protection. A side-impact air bag is an option for the driver's seat on leather-trimmed models, but is not available for the passenger side.

Though it's a good engine, the normally aspirated 3800 Series II above pales next to the supercharged engine that comes on the Regal GS. Supercharging adds 45 horsepower to the output of the 3800 V6, but the bigger benefit comes in the form of mass quantities of torque. While the Regal LS comes with 225 pound-feet of torque at 4000 rpm, the GS boasts 280 pound-feet at 3600 rpm. Torque is the force you use to get off and running when the light turns green or to pull out for a pass on a two-lane highway; the Regal GS performs both of these tasks with gratifying zeal.

This zeal is habit-forming. Because the Regal GS is so quiet, its power means that it requires some extra attention to the speedometer as the supercharged V6 quickly tows the Regal beyond legal speed limits. Punch the throttle from a standstill and the Regal GS will exhibit a bit of torque steer, a gentle tug on the steering wheel at full throttle, but this trait becomes almost transparent after a bit of familiarization.

Regals are equipped with a four-speed automatic transmission. Both LS and GS come with traction control. The GS comes with full-range traction control, which uses the braking system and engine power controls to reduce loss of traction on slippery surfaces. The LS only uses engine modulation for traction control.

Even with its stiffer Gran Touring suspension package, which comes standard on the GS, the Regal isn't quite as athletic as the Grand Prix GTP. On the other hand, its ride quality is distinctly smoother and more compliant and it handles well. The Gran Touring suspension includes touring tires for better steering, handling and control. The front springs and front stabilizer are stiffer, while a rear stabilizer bar is added. Rear shock absorbers and front struts are tuned for higher dampening rates for more body control. The Gran Touring package also includes GM's MagnaSteer, the variable-assist power rack-and-pinion steering that provides easier steering at low speeds but increased steering effort at higher speeds for improved steering feel. As a result, the steering is accurate and exceptionally quick.

Likewise, braking performance is a definite cut above, with good control and pedal feel. The Gran Touring package comes with larger front brake rotors to increase braking response.