REVIEWS AND ROAD TESTS

A RendezVous with younger drivers

To rejuvenate its product line and appeal to a younger crowd (Buick owners are over 60 years old in average), Buick offers the RendezVous, a close relative of Pontiac’s Aztec, that combines elements from sedans, minivans and utilities.

The RendezVous, that hit the Buick dealers ’ showrooms this summer, is the brand’s first attempt in that segment in 80 years of history. Market wise, this newcomer will challenge Toyota’s Highlander, Lexus’ RX300 and Acura MDX, among others.

Before saying anything, I would like to point out the relationship between the RendezVous and the Aztek. Both are manufactured at the Mexican Ramos Arizpe facility and share the same mechanical platform (engine, transmission, drive train). Differences? RendezVous is longer (and so is the wheel span), taller and heavier than the Aztec. It also looks better, must I say. While the Aztec seems to have been designed with a power saw, the RendezVous is clearly more attractive. But good looks are not an excuse for the weight of the hatch and the whistling of the A pillar (around the windshield) in windy conditions.

The RendezVous is offered in two trims: CX and CXL. According to marketing personnel at Buick, 4X4 units (standard on the CXL and optional on the CX) should represent 70% of all sales. Standard equipment is comprehensive enough. It includes a CD player, power windows and cruise control. The OnStar system is offered as an option.

To make sure everyone knows this is not Uncle Bob’s Buick, stylists removed the brand’s trademark wood trims from the dash. They are replaced with brushed aluminum for a younger, more modern look. And so are the indicators and gauges, with their silvery background and turquoise numbers. Laid out in the driver’s immediate environment, the main controls are easy to consult.

As opposed to the Aztek, the RendezVous features a steering mounted shifter to allow for a huge console in between the front seats.

This console can hide a laptop computer (but not my Macintosh, though), a cell phone and even a lady’s purse. This Buick counts on a reasonable price (in theory only; the accessory list is impressive) and on an optional third seat that allows for a sixth or seventh passenger, depending on your choice of bucket seats or bench seat in the middle (why is there no video entertainment system offered in this Buick?). But regardless of the configuration you choose, access to this third seat, thanks to the acceptable clearance, requires no gymnast skills. Your luggage, however, will have to go on a strict diet if you want to fit them in whatever remains of the cargo space. It’s always possible to "sink" the rear bench under the floor for increasing the volume of the trunk. Only a few kilometers will be enough to unveil the true origin of this Buick: it drives just like a minivan. Clumsier than the Aztec, the RendezVous understeers (tendency to keep going on a straight line in turns, usually found on front-wheel drives) and the factory tires show poor adherence and screech easily.

The RendezVous’ fully independent suspension is calibrated for comfort. It’s a sad thing, because a more rigid suspension would have controlled the floating sensation that appears on uneven pavement. The rack and pinion steering shows tight accuracy and the short turning radius is a plus for this vehicle’s drivability in confined spaces.

Everyone of the 3.4-litre V6’s 185 hp is solicited to get this RendezVous in motion. Acceleration and pickups are average, especially with a full load of passengers or cargo. If we trust the on-board computer, fuel consumption on our first acquaintance reached 14L/100km. Let’s mention that the four-speed automatic transmission is smooth and accurate.

GM’s Versatrak system is technically very simple. This device intervenes only when the front wheels lose their grip. When this happens, part of the engine’s torque is directed to the rear wheels. This transfer of power is unnoticeable. For those who will want to do without this system, the front-wheel drive CX offers standard anti-skid.

After this first test drive, we can say that Buick may have rendezvous with success shortly. More affordable and functional than its closest rivals, the RendezVous deserves consideration.

PROS
Fair price
Versatrak efficient
Ride comfort

CONS
Strange looks Short on oomph…
 Heavy hatch

REVIEWS AND ROAD TESTS

Royal Treatment

The Buick Regal is built on the same W platform as the Century. That means it shares that vehicle ’ s aerodynamic coefficient of drag (0,31), weight distribution, turning circle, dashboard, and so on. So what ’ s the difference? Well for starters, it runs on a supercharged 240-horsepower 3,8-litre V6, the only engine available with the GS model (the LS is powered by the normally-aspirated version of the same engine). It ’ s also got rear disc brakes, magnetic power steering and a suspension that places roadholding over passenger comfort. As a result, the Regal is much more inspired than the Century.Whether the credit goes to the wood appliquй around the transmission box or to the stylish leatherwork, the interior is very attractive at first glance. You ’ ll notice a well-lit, spacious cabin (there ’ s practically more headroom than a schoolbus!), and inviting, comfortable seats. Two people can fit easily into the back, but the third will have to struggle with the central armrest (designed to allow long items to fit into the trunk), which is as stiff as a block of concrete. As for the trunk, it is relatively spacious, and can be made more so by folding up part or all of the back seat.Buick markets the Regal to clients who place performance as the top criteria for buying a car. And as the kilometres whiz past, it ’ s clear that they haven ’ t missed their mark. The 240-horsepower engine has power to spare, which makes for a peppy acceleration to passing speeds. To avoid the weakness felt on board the Century, the Regal is equipped with a recalibrated suspension and high-performance, but noisier tires. But after all, this is a Buick. The Regal may be faster, but it ’ s just not as sporty as the Grand Prix. It is, however, much more comfortable for daily use. One last note: the antilock system has been modified this year, but the brakes are still difficult to manoeuvre.

PROS
Good acceleration
Spacious interior
Ample trunk space

CONS
Brakes difficult to manipulate
High fuel consumption (compressed engine)
Noisy tires

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Surprise Yourself

The Park Avenue would be on my list of the ten best cars of the 1990s. Surprised? So was I. Before the test drive, I was convinced that this immense sedan would drive like a cruise ship with the rudder of a fishing boat. But I changed my mind as soon as I slipped behind the wheel. Take the Park Avenue Ultra out for a spin, and you ’ ll see what I mean. No other car of the same price range offers the same degree of comfort, spacious interior, or smooth handling.The Park Avenue can seat five to six passengers, depending on the model. The instrument panels are equipped with straightforward accessories, analog readouts, and the same wooden dashboard trim we ’ ve seen in countless American luxury cars. It may not be revolutionary, but there ’ s something to be said for the comfort of traditional lines. Rear passengers may be forgiven for thinking they ’ re in a limousine, and there ’ s more than enough room for their baggage in the cavernous trunk. If there is fault to find with the interior, it ’ s that the finish is not as opulent as that of the Park Avenue ’ s many rivals, there ’ s an almost complete lack of interior storage compartments, and the seats are ridiculously soft.The basic Park Avenue, equipped with a 3,8-litre V6, offers quite a comfortable ride, thanks to the contrast between its permissive suspension and honest performance. But the Ultra is another story altogether. Its 3,8 litre engine with a supercharger generates 240 horsepower, enough to carry its passengers in style.

The Ultra is better in every way, and it seems to know it. Heavier on the accessories, but lighter on the elbow room (it carries five passengers instead of six), it weathers broken pavement admirably. Turns are smoother, and passing is safer thanks to its quick acceleration. What ’ s more, the Ultra now has the Stabilitrak automatic chassis control system developed by Cadillac. This is a safety device that ’ s remarkably effective in preventing skids. It ’ s also reassuring to know that with the Ultra ’ s wide tires, you can stop on a dime. Finally, thanks to the triple door seals and carefully designed underfloor, it ’ s quiet enough to meditate on board.

PROS
Spacious interior
Comfortable ride
Progress in safety features

CONS
Imperfect finish
Wide turning circle
Little storage space

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *

REVIEWS AND ROAD TESTS

Know The Client

In good years and bad, Buick ’ s Le Sabre provides owner satisfaction. It may handle more like a boat than an automobile, and have little design interest inside or out, but the Le Sabre remains Buick ’ s best-selling car. As a reward, the Le Sabre was given a complete rehaul just last year.Careful not to alienate its loyal clientele, the new Le Sabre has retained a classic look which, at first glance, doesn ’ t seem to offer much improvement on its last incarnation. But look closer. It is more aerodynamic, to reduce annoying wind noise. The redesigned dashboard is as discreet as ever, but the instrumentation is more complete and easily legible, and the most important controls are located close to the driver ’ s side. The front seats are relatively comfortable, but could benefit from a little more lateral support. In back, all is well. There ’ s sufficient leg, shoulder and elbow room for three people to sit side by each. As for the trunk, let ’ s call a spade a spade: it ’ s a cavern.The Le Sabre is built on the well-developed (it ’ s the fourth generation) platform borrowed from the old Oldsmobile Aurora. The stiffer frame ensures an impressive road performance for the new Le Sabre. It rolls less while taking the corners, and doesn ’ t pitch forward when braking hard. The steering is ably assisted and no longer gives the impression of a boat without a rudder.

Under the hood, you ’ ll find an old friend, the very suitable, perennial 3,8-litre V6 engine. It produces moderate gas mileage, along with a respectable acceleration ability.

At risk of drawing the wrath of its long-time fans, I must state for the record that the new Le Sabre is a giant improvement on the previous generation. It ’ s more solid, more confident, and, I hope, still as reliable.

PROS
Increased chassis rigidity
More confident road handling
Comfortable interior

CONS
Dated upholstery
Low mileage (city driving)
Assembly of uneven quality

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *

REVIEWS AND ROAD TESTS

Uninspiring

The Buick Century is built on the same W platform as the Regal. That means it shares that vehicle ’ s coefficient of drag, weight distribution, turning circle, dashboard, and so on. So what ’ s the difference? Well, where do we begin? It runs on a 3,1 litre V6 with 175 horsepower (that ’ s 15 more than last year), the only engine available for its Custom and Limited versions. It ’ s also got rear drum brakes and a suspension that places passenger comfort over roadholding. Unfortunately, Buick has not equipped its most popular version of the Century, the Custom, with magnetic power steering. As a result, the car is much less inspired than the Regal.The Century ’ s interior is spacious and well-lit, but disappointing in many ways, not the least of which is its lack of colour. While Buick affirms the vehicle can seat six people, its front bench (divided 55/45) is unsuitable for more than two. (What ’ s more, for security reasons, children should always be seated in the back.) All things considered, the front and back seats are surprisingly comfortable, but after a few hours of driving, passengers will fault them for a lack of firm lateral support.As Buick is careful to reminds us, the Century is geared towards an older clientele. That becomes quite clear after spending time behind the wheel. The 175- horsepower engine is rather wheezy for Century ’ s 1,500- odd kilogram weight. The DynaRide suspension loses its cool on broken pavement, pitches in the turns, and takes a nosedive when you hit the brakes decisively.

And as for the brakes themselves, their hypersensitivity makes them difficult to operate.

What ’ s more, the steering isolates the driver from the road, allowing only a little information to filter through. Of course, that ’ s exactly the « comfort » some people look for in a Buick. There are many more bones to pick with the Century, but it ’ s a waste of time. After all, Buick builds them this way for one reason: long, luxurious car trips. And as long as you stick to that straight yellow line, the Century will provide smooth sailing, all the way.

PROS
Attractive silhouette
Proven engine parts
Comfort for long drives

CONS
Little or no driving pleasure
Ageing mechanical parts
Butter-soft suspension

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: * * *