1997 Buick Century Midsize Car Review & Performance

Pedestrians didn't stop in their tracks and stare at the old Century,

and probably won't react much to the new one, either. Its overall form

follows the current GM corporate design philosophy of long, unbroken surfaces,

soft corners and a subtle wedge form rising from nose to tail. It looks,

in fact, rather more like a Chevrolet or Oldsmobile--or Cadillac Catera--than

some folks might want.

But there are readily recognizable Buick styling cues, and they are

attractively executed. The nose carries its plated Buick waterfall grille

very well--minus the former stand-up hood ornament--and enough shiny trim

has been used to trigger visions of luxury in the minds of target buyers.

In back, an ovoid full-width taillight assembly gives the tail a handsome

look; you'll seldom see a large rear light cluster so deftly integrated.

Roof pillars are thin, giving driver and passengers plenty of visibility.

In short, the Century is very attractive. In a quiet way.

Two models are offered. The standard version is called the Century Custom

Sedan, and is loaded with enough features to keep all but a few buyers

happy. The Custom includes most power assists (windows, locks, front seat

adjustments and remote keyless entry) in its modest base price, plus features

such as air conditioning, antilock brakes a tilt-steering column and tinted

glass.

The top-line Century is the Limited--our test subject--which adds magnetic

variable-assist power steering, stripes on the body sides, power mirrors,

fancier wheel covers and a delayed accessory power feature that keeps radio

and windows operable after the engine has been shut off as long as the

car doors are closed. From a distance, or even up close, it takes more

than a casual once-over to tell the two models apart.

Anyone who has ever spent time in a Buick (or, for that matter, any

other conventional American sedan) will feel right at home in the Century.

Full-width seats front and rear hold six full-size adults on soft cushions

covered in smooth, attractive cloth. All six will find head and legroom

to be more than adequate, as well as easy access through four large, well-shaped

doors.

Fancy trim is kept to a minimum, with only small wood-effect panels

in the doors--holding power-window switches--contrasting with the interior's

monochromatic appearance.

The single-color interior scheme is perhaps the cabin's only somewhat

controversial feature. Having steering wheels, dashboard, door panels,

seats and carpet finished off in what is as close as possible to the exact

same hue does not sit as well with some people as use of some contrasting

shades might. But that, obviously is a matter of individual tastes.

All control buttons and switches are large, well-marked and properly

sited for easy use. Instruments are clear, too, though there are only three.

Buick assumes the Century's intended customers are unlikely to care for

much more information than speed, fuel level and engine water temperature

anyway, and if they really need to know about a problem in one of the car's

systems, there are warning lights and chimes to do the job.

Because the cars are well equipped, only a few options are offered to

Century customers. A power glass sunroof is one; another is a rear-mounted

child safety seat. Beyond those items, steering wheel-mounted radio controls

and a few minor upgrades, Buick seems content to let the standard list

of features keep buyers happy. As they likely will.

If any single element of the Century can be said to define Buick's marketing

goals and intentions for this car, it's a stint behind the wheel. From

this position, you are unlikely to mistake this for anything but a Buick.

Ride quality is the Century's outstanding feature. Over any surface

one might reasonably drive on, it is soft. Bumps, dips or ridges on the

pavement are seldom heard or felt; instead, there are smooth up-and-down

movements that tell the driver the Century has been driven over something,

with little indication as to the nature or size of the obstruction. Road

and suspension noise are both absent.

For some drivers, the Dyna-Ride Century will be too soft, and it must

be said that we found some of its reactions--especially body roll in corners

and the rocking motions that occurred as the suspension settled down after

hitting dips and bumps--a little dated by contemporary ride and handling

standards. We suggest that slightly firmer shock absorber settings could

be employed without upsetting the Century's cloud-like ride in the least.

The magnetic variable-assist power steering as supplied with our Limited

tester was effortless, but somewhat short on feel and feedback. We've experienced

other examples of this new Magnasteer system that respond a little better

in this regard.

Once again, however, it must be emphasized that this car has been designed

with a keen sense of what its market wants. Few, if any, owners will ever

drive Centurys down a canyon road at anything above a modest speed, and

fewer still will care if the car's steering has sports-car precision and

road feel.

Beyond those small cavils, the Century is quite pleasant to drive. The

3.1-liter V6 engine and four-speed automatic transmission combination (the

only Century choice) delivers adequate power to meet market demands, and

is better than average when judged for smoothness and silence. Fuel economy

is good as well. So are the brakes, though we felt the ABS system coming

into play earlier than expected during hard stops on some surfaces.