| What's New
Bodies and chassis of all models
completely redesigned ... outstanding fourdoor hardtop wagon
added to Special and Century lines ... outsized, ultra-high
compression ratio V8 features many detail refinements ...
two- and four-door "pillar" sedans now available
only in Special series . . . new ball-joint front suspension
contributes greatly to roadability.
Your Choice
Series 60 Century, while not
the most popular Buick, offers buyer nearly every luxury to
be found on highest price Roadmaster (Series 70) for only
a modest surcharge to the price of a Series 40 Special, the
car with which Buick infringes on the upper end of the low
price field. Almost without competition for its size in the
upper medium price range is the Series 50 Super, detrimmed
but otherwise identical to the Cadillac-baiting Roadmaster.
All series feature two- and four-door
hardtops and convertibles. Special and Century use the General
Motors "B" body shell, as do all Oldsmobile models.
Super and Roadmaster share the "C" shell with Cadillac.
Station wagons, fabricated for Buick by the Ionia Mfg. Co.,
are limited to the Series 40-60 chassis, with an unprecedented
60,000 slated to be built. In addition to the hardtop versions,
a lower priced four-door wagon with door pillars will help
the Special invade Ford, Chevrolet, and Plymouth's suburban
market, as will the orthodox Special two- and fourdoor sedans.
Buick Power
The big 364-cubic-inch V8 is
identical as installed in Super, Century, and Roadmaster,
basically similar even in the Special. Difference in latter
mainly two less carburetor barrels and lower compression ratio,
dropping horsepower 50 units to a still adequate 250. In fact,
this year's Special should equal last year's near top hot
Century in performance.
The big jump in displacement
necessitated extensive redesign, the best of which can be
summed up in more room to breathe. To get the idea, look at
some of these percentage increases: venturi area, Plus 30;
intake manifold area, plus 36; exhaust manifold area, plus
15; exhaust and intake valve areas, plus nine and 15 respectively.
All but the Special engine boasts
a 10 to I compression ratio, requiring at least 98 octane
number (Research) gasoline. This is now available in the East
and Midwest, but lag in distribution to other sections may
require temporary ignition adjustments on your new Buick.
Special owners should encounter no trouble anywhere, and those
who chose a three-speed transmission should get by on regular
grade gasoline.
Interesting engine details are
myriad. Those who have experienced vapor lock with past Buicks
will appreciate the cooler location of the inverted fuel pump.
Engine mounts are positioned at the "nodals" by
definition the points of minimum vibration. Therefore, very
little is transferred to the frame, giving the engine a softer
feel when power is applied.
Dynaflow for 1951, standard equipment
on all but Specials, needed little change to remain competitive.
The case is recontoured to fit around the lower body contours
and an additional set of clutch plates absorbs greater engine
power. Downshifts in DRIVE range newly restricted to full
throttle only, to improve clutch life.
Buick retains their rather bulky
but trouble-free torque tube drive. An additional universal
near the differential keeps the tunnel hump within reason,
despite the lower silhouette. Dual exhaust system is standard
on Roadmaster, optional on other models.
Buick on the Road
Despite the opportunity to revert
to coil front, leaf spring rear suspension afforded by the
changeover of an all-new chassis, Buick engineers chose to
stick with coils, front and rear. Two reasons stand out: First,
assuming reasonable limits, Buick historically has been more
interested in ride than roadability; and second, air bottles
will fit where coils were with little redesign.
Actually, '57 Buicks ride a little
firmer and handle vastly better than previous models. Most
improvement is due to balljoint front suspension, giving more
stability while cornering, better geometry while braking.
Dive is at a minimum.
A not-too-sensitive power steering
system is standard on big Buicks, optional on others. Mechanics
will bless the relocation of the master brake cylinder to
the cowl. 15-inch wheels are retained.
Inside Your Buick
Driver is immediately aware of
new styling, with its lower hoodline, higher fenders, and
greatly increased glass area. Despite three-inch height reduction,
headoom and legroom remain about same.
Instrument panels, as well as
upholstering, reach a new height in richness. Following trend
to cowl-mounting' of airconditioning components, controls
for this and the heater are nicely integrated. Windshield
wiper-washer button is moved to driver's left. Interesting
optional gimmick is a buzzer that can be set to sound off
if you exceed the speed limit.
Why Buy?
Big car size and prestige available
at low first cost and comfortable depreciation rate . . .
Advanced styling, but still unmistakably Buick, giving further
depreciation protection ... More power than you can use .
. . Good roadability . . . fine boulevard ride.
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