Gently blot this solution onto the stain, then rinse with clean water. But dilute it with water before putting it on clothes so as to avoid staining. 1. During instrument adjustment, water and air value must be measured. By that point, Buick was into “value pricing” (like other GM divisions), which meant selling well-equipped cars for several hundred dollars less than if they were “optioned up” the usual way. To wrap up our tests, we change the bag or pour out the dust bin to evaluate each vacuum’s ease of emptying, and we rate each one’s overall value based on our experience from beginning to end. The following example shows a listbox with four element options out of the 118 in the periodic table of chemical elements. Coupes disappeared, but Custom and Limited sedans kept moving out the door on the strength of appealing high-teens starting prices and considered yearly feature upgrades like standard power door locks (’93), passenger airbag and heat-reflecting “solar control” glass (’94) and high-value “Select Series” models (’95).

Helping the cause was a thorough 1992 redesign featuring a more rounded and contemporary look, a smoother 3800 V-6, standard driver-side airbag, and useful no-cost extras like power windows and GM’s “PASS-Key” antitheft ignition. A standard driver-side airbag and ABS arrived for ’94, when offerings thinned to Custom and Special sedans and a Special wagon. A few times every year, Christopher Higgins’s laboratory in Golden, Colorado, receives a special delivery in the mail. Sales, of course, were the most important payoff, and Century model-year production remained well above 100,000 for 1990-95. This was achieved with remarkably few changes: a more-orthodox face for ’91, new downpriced Special models for ’92 (recycling yet another familiar Buick name), a new 2.2-liter base four for ’93 (ousting the old Iron Duke at last). Car and Driver clocked one at 7.8 seconds 0-60, but pulling power, not sheer acceleration, was the name of this game — as in towing trailers and boats. In fact, these Buicks bid fair as the fastest cars in the land, able to bound from 0 to 60 in about six seconds. Magazine testers clocked 0-60 in the mid-fives and the quarter-mile in about 14.5 seconds at 95 mph. Power’s 1989 quality survey prompted Buick to bill itself as “the new symbol for quality in America.” LeSabre also earned “best family car” honors from Family Circle magazine and a string of yearly Best Buy endorsements from Consumer Guide®.

The aging front-drive Century was one of Flint’s most profitable assets in the early 1990s. Buick increased quality and added features that customers wanted while keeping the lid on price. Though LeSabre had no more allure for enthusiasts than a Century or Regal, it offered solid family transport with a modicum of luxury at a fair price, a combination many folks found hard to resist. These compounds were soon described as being constituted of ions rather than neutral atoms, but proof of this hypothesis was not found until the mid-1920s, when X-ray reflection experiments (which detect the density of electrons), were performed. Two collectible ’80s Buicks are found among the rear-drive Regal coupes, which were reskinned for ’81 with crisper, more-aerodynamic lines that persisted through the end of series production in December 1987. These are the hot turbo-powered T Type and Grand National. Buick’s flagship C-body line received a similar makeover for 1991, gaining more-fulsome lines inspired by the ’89 Essence show car, plus plastic front fenders and eight inches in overall length (wheelbase was unchanged). The ’94s could run close to $27,000, but they also ran with a standard 350 LT1 V-8 from Chevy’s latest Corvette sports car, though in low-stress, 260-bhp tune.

The T Type coupe vanished, Chevy’s familiar 2.8 V-6 ousted Buick’s 3.0 as the step-up engine, and the 3.8 gained 25 horses (for 150 total) via low-friction roller valve lifters, sequential-port injection, and distributorless triple-coil ignition. Horse­power was rated at 175-180 bhp at first, then boosted to 200 bhp for 1984 via sequential-port fuel injection. Both carried 3800 V-6s with tuned-port injection and 170 bhp, plus four-speed automatic transaxles with electronic shift control newly integrated with the engine computer. Production eased to some 226,000 for 1983-84, by which time four-speed automatic transmissions had been adopted as a much better bet for improved mileage. But the Roadmaster would die after ’96 to make room for more-profitable sport-utility vehicle production at the Arlington, Texas, factory that also built the Caprice. It was only that year’s restyled Chevy Caprice in Buick dress, built on the same rear-drive B-body chassis from ’77. Initial engine choices were a 2.5-liter Pontiac four; a new 3.0-liter Buick V-6 (destroked from 3.8); and a 4.3-liter Olds diesel V-6. Meantime, Buick had introduced the first front-drive Century, a notchback coupe and sedan built on the new 1982 A-body used by sister Chevy, Olds, and Pontiac models.