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.