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These two teamed up for sales of more than 150,000 units last year and, now that both have been redesigned for ’97, they’re expected to top 200,000 within a year and should be tickling 300,000 soon after that.

Century had grown old without significant change, other than liver spots, for more than a decade.

Buick gave the midsize sedan the major overhaul it needed for the 1997 model year, adding lots of technology to satisfy younger buyers, but not requiring sophisticated electronic controls that confuse older folks loyal to the car. Average buyer age had been 70; the new model is geared toward the 44-to-59 market.

Now it’s Regal’s turn for ’97 1/2. Lots of new technology and a lot more sophistication to attract even younger buyers. Average buyer age is 60, but the new model is geared toward the 40- to 49-year-old.

Century caters to the practical buyer concerned with function and getting from Point A to Point B without having to stop at the dealership to have the computer recalibrated.

Regal appeals to the buyer who wants more performance as well as luxury and who is concerned with getting from Point A to B in less time and more style.

Buick took pains to equip the cars to serve two distinct groups. For example, Century offers only bench seats and column-mounted shifters; Regal offers only sportier bucket seats and floor-mounted shifters.

Century offers only a 3.1-liter V-6 aimed at optimum mileage; Regal a choice of naturally aspirated or supercharged 3.8-liter V-6s geared toward maximum performance. Century buyers want 20 miles per gallon without stopping, Regal buyers 60 miles per hour without hesitating.

To further distinguish the two, Century keeps the Custom and Limited names, and Regal drops Custom and Limited, as well as Gran Sport, for the more designer LS and GS designations.

And Century Custom starts at $17,845, Limited at $19,220 versus Regal LS at $20,545, GS at $22,945, so price separates the value-conscious from the premium-minded.

After testing Century (Cartalk, Aug. 11, 1996), we now have spent time with Regal.

Regal has been restyled and resized and shares the same larger platforms the Pontiac Grand Prix and Oldsmobile Intrigue. It’s called a 1997 1/2 rather than a more alluring ’98 because some changes are needed to meet ’98 emission standards. Too bad, because the one-half makes the all-new Regal sound like a midyear special with an extra option thrown in to dispose of a car.

The design changes are subtle but effective in providing a pleasant appearance. Regal isn’t as sporty looking as a Prix, but not as conservative as an Intrigue that goes on sale this summer after Regal’s May debut.

The new dimensions are the more important change for a better fit for those in the cabin. Wheelbase has been extended almost 2 inches, overall length 3 inches, width half an inch, height 2 inches.

The added size means more r oom and comfort, occupants seated farther from the wheels to reduce road harshness and cabin noise, increased rear-seat leg and head room and more cargo capacity.

Also, borrowing from Pontiac, Regal has adopted wide tracking for more predictable handling and a shorter turning diameter so the motorist feels more in control.

Front track is 2.5 inches wider, rear track 3.3 inches wider. You feel the difference in the first sharp turn and appreciate the changes when trying to snake through a makeshift nylon pylon slalom course in a desert parking lot set up to exhibit Regal’s advantages over such rivals as the Mercury Sable, Toyota Camry and Dodge Intrepid.

Regal traveled the course with ease, with its 16-inch tires and quick-ratio, speed-sensitive power steering providing the most limber and nimble maneuvering through the obstacles.

Of course, Buick set up the course and brought in the rival makes so we take the results with a large grain of the prov rbial sodium. But we noted that in the Regal versus Intrepid, the Dodge required so much pressure on the wheel to slither around those pylons, you became arm weary.

A course also was set up to test anti-lock braking and traction control starting. The cars all seemed to respond equally well to the ABS course in which you had to brake on a wet pad and steer the car back on course.

The traction encounter required stopping on a drenched plastic pad and accelerating from a standing start as if pulling into traffic.

Regal’s standard traction control uses sensors to reduce engine speed and apply the ABS brakes to the slipping wheel to get you going. It pulled into traffic with minimal spin on the plastic pad, while Camry hesitated the most in waiting for grip before launch.

Not only is Regal new and improved, but the LS/GS sedans also show how GM’s consolidation will reduce the number of models and platforms while turning out more distinctive-looking and -acting cars. The program is intended to save money on development costs that will allow it to create more individual-looking models off the same platform.

For 1996, Regal offered three models and two engines, a 3.1-liter, 160-horsepower V-6 and a 3.8-liter, 205-h.p. V-6.

For 1997 1/2 there are two models, LS and GS, and one engine, a 3.8-liter, 195-h.p., naturally aspirated V-6, and the same engine with supercharger to generate 240 h.p. The supercharger compresses air to force more of it into the engine to provide power on demand, such as in pulling out to pass or to climb a hill.

LS gets the 195-h.p. 3.8, cloth seats, chrome grille, 15-inch tires, softer suspension and a sticker that starts at $20,545. GS gets the 240-h.p. 3.8, leather seats, blacked-out grille, 16-inch tires, firmer but not harsh suspension, quicker-ratio, speed-sensitive power steering and a sticker that starts at $22,945.

We tested the GS here at a media preview because Buick loaded the fleet with its top-of-the-line offering. One token LS was available for a peek.

Buick focused on the GS because the supercharged engine delivers 45 more horses at the cost of only 1 mile per gallon less than the LS’s V-6. And those larger 16-inch tires provide surer grip on the pavement while the upgraded suspension better handles vertical and lateral movement.

Make no mistake. This isn’t a Grand Prix with a Buick badge. Regal and Prix share a platform and wide tracking, but Prix tracking is wider still for even better lateral control in corners and turns. Buick’s focus is on premium motoring, Pontiac’s on performance.

“Buick owners don’t push their cars as hard as Grand Prix owners do. We wanted a softer, quieter ride than Prix. We’re trading a little handling for quiet, they traded a little quiet for handling,” said Buick general manager Bob Coletta.

Notable Regal features include:

– Programmable door locks that can automatical ly lock when you slip the gearshift lever into drive and unlock when you slip back into park or stay locked in park until you pull the button.

– A tire inflation monitor that warns when a tire is down 10 psi, though not sophisticated enough to pinpoint which tire is low.

– An integrated rear child-safety seat on cloth-seat LS models ($100) that comes with three belt positions to hold kids weighing up to 60 pounds so you don’t need to add a new seat as the child grows.

– A black dot matrix in the windshield behind the rearview mirror to keep glare out of the cabin.

– A filtration system that cleans pollen and dust from cabin air.

There are some annoyances too:

– A center console/armrest folds out of the rear seat back to expose dual cup and tissue holders, but the seat-belt holders and seat bottom curve keep it from resting flat to prevent cupholders’ contents from spilling.

– A power seat control button provides fore/aft settings but retracting the seat-back requires you to grab and pull a too-large manually operated handle that will catch on shirt/coat sleeves.

– Dual cupholders in the front center console have plastic arms so loose they, too, will catch sleeves.

Standard equipment includes air conditioning; cruise control; power door locks (with lockout prevention if the key is left in the ignition); power windows (driver’s side express down); rear-seat heat ducts; AM/FM stereo with cassette; remote keyless entry; retained accessory power; leather seats; rear-seat pass through (to hold skis); tilt steering; stainless-steel exhaust; trip odometer; starter grind prevention (if you turn the key while idling, the starter disengages to prevent grind); rear-window defroster; fog lamps; cornering lamps; body-colored, heated, remote power side view mirrors; accessory power plug; rear-seat reading lamps; and daytime running lamps.

Power sunroof is a $695 option.