Motor Trend,
March,1961 Review & Comparison
"1961 Buick LeSabre & Invicta"


"SPECIAL THANKS TO MARK POTTER"
for providing the article

"Please e-mail me ,
with any ideas or comments, or sign my guest book!

Sign Guestbook
View Guestbook

"One of my favorite songs is " Sleep Walk" by Santo & Johnny. This is approx. a 450kb snippet.
Or click here if you want the full 1.8Mb version while you read up on Buicks"

Traditionally Buick's luxury image has always been supplemental with better than average performance and superlative high speed riding qualities. Unfortunately, these qualities meant some sacrifice in handling. MOTOR TREND'S test of the 1961 model's, however, revealed a marked improvement in Buick's handling while the ride is good as, or perhaps a shade better than, it has always been.

The cars tested were a LeSabre four-door-sedan and an Invicta four-door hardtop. Each car had an automatic transmission, power steering and brakes, plus the factory-recommended rear axle ratios. The Le Sabre was representative of Buick's least expensive model (if the Special, which is an altogether different car, is excepted). Power accessories were at a minimum and the interior materials were standard for Buick. The Invicta, however, had nearly every power accessory and more expensive interior.

The LeSabre had this series standard engine, a 364-cubic-inch V-8 that turns out 250 hp at 4400 rpm and 384 lbs.-ft of torque at 2400 rpm. The Invicta's engine was also standard and is the biggest power plant offered by Buick. This 401-cubic-inch V-8 produces 325 hp at 4400 rpm and 445 lbs.-ft. of torque at 2800 rpm.

During the acceleration tests one car finished well within the hot performance class. The LeSabre recorded a 0-60 mph time of 10.6 seconds and was rated moderately hot. The Invicta with 8.8 seconds elapsed at the same mark is crowding closer to the top performers than in recent years. Both cars also showed a slight improvement over the acceleration figures obtained with similar models tested last year. This proved true not only in the standing start acceleration runs, but also in the acceleration from traffic speed tests. In a direct comparison with other V-8powered cars in their displacement and horsepower ratings, either Buick would be rated nearer the hottest car, although probably neither would take first place.

Although the performance figures are only slightly better this year, it is still only natural that the economy factor should be closely examined for a compensating drop in the mpg figure. But when the final computations were recorded, both test cars did reasonably well. The 12 to 16 mpg figure obtained with the Invicta is actually only a fraction lower than a similar model turned in last year. The LeSabre, which falls into the general V-8 class, is also well within what is generally considered average limits for this class.

At high speeds either the LeSabre or the Invicta was at its peak - in comfort, in stability, and in ride. Granted this has been one of Buick's most admirable qualities, but those who are familiar with the car will probably notice a slight improvement even though the ride is still a trifle soft.

Those characteristics already discussed -- economy, performance, and high-speed ride --- are almost equivalent to those found in the 1960 Buick. Since the 1961 model has an entirely new driveshaft, and a completely redesigned rear suspension, it was expected that the car would behave differently. This proved true, and the area it was most evident was in the Buick's ability to corner.

The cornering (and other improvements in handling) is undoubtedly due to the new constant-velocity driveshaft, but perhaps even more to the changes it made necessary in the rear suspension. The drive shaft is now two pieces connected at the transmission and rear axle by conventional universal joints. In the center are two more universal joints placed back-to-back and aligned with a ball socket. This is a constant-velocity joint and divides the angle between the two driveshafts equally. This effectively cancels most ordinary vibrations which are produced by conventional driveshafts.

Since the driveline is open, this made it necessary to redesign the rear suspension. Driving forces which were previously transferred from the rear wheels to the chassis through the torque tube are now being taken by a pair of lower control links. To prevent the axle housing from rotating around these control links during braking and acceleration, an adjustable third link is mounted between the frame and axle housing.

To keep a definite side-wise relationship between the rear axle and the frame, a track bar and crossmember assembly was used. This is a Panhard rod and although shorter than last year's, is made of the same gauge stock. This rod and another bar which ties the frame side rails together are undoubtedly most responsible for better handling.

Translated into driving responses, these engineering changes mean that the Buick can corner faster, stay flatter and at the same time hold the road better than it has in the past. Perhaps the Buick is not the best cornering machine in its class but it is closer to being the best than it has been. This change is most apparent on long-radius curves taken at faster speeds; on short quick corners the improvement is not marked. This is of course keeping with the Buick's reputation as a good high-speed automobile.

Buick, unlike many other GM cars, reduces the steering to four turns lock-to-lock when power steering is installed. At any speed, especially a fast one, there is a good feel of the road. This not only promotes safety, but gives the driver an accurate indication of what is going on beneath the car, whether he sees it or not.

The quicker steering plus the smaller dimensions, five inches shorter and two inches narrower make the Buick more maneuverable at parking speeds. Moreover, the styling lets the driver see more of the road closer to the front of the car, making any driving easier. True, Buick in no way compares with a compact (like the Special, for instance), but it is somewhat better than average standard-size cars.

Buick carries over from last year one of the best set of brakes found on any domestic car. These are 12-inch drums all around, with the front ones cast-iron-lined aluminum; the rear, finned cast iron. It doesn't take a degree in engineering to realize that with wheel size pegged at 14 or 15 inches, brakes can't get much larger. Buick has solved this with a set of brakes that will do an extended job and then dissipate the heat quickly, so that the brakes return to full capacity in short order. This year there has been a reduction in the physical width of the brake shoes, while at the same time effectiveness is slightly improved -- a slick trick. This was done by eliminating the center groove, which allows the full width of the lining to be in contact with the brake drum surface, did this.

The only really significant difference the test revealed between the Invicta and LeSabre (taking into consideration the Invicta's more powerful engine, naturally) was in the passenger compartment. The LeSabre had a more or less conventional material, which was judged only average in quality and durability. The Invicta had a black leather material and was judged superior in both quality and durability -- although the comfort in hot weather is questionable. The quality of workmanship and finish detail was excellent, and perhaps more significant, there was no apparent difference in the finish quality between the two Buicks. This is always not true, even in the most expensive domestic cars.

The dash panel has caused a lot of comment and much speculation. Actually it retains a lot of the 1960 version with the thermometer-type speedometer and reflecting mirror arrangement. But the most interest has been focused on the center section. This is what Buick calls the smoking set and consists of the radio and three switches (rear speakers, antenna and courtesy light) in the top half. Below these units are the cigarette lighter and ashtray and the entire unit resembles the start of a console. Many persons are guessing that future Buicks may eliminate the center seat area, at least in the front, and install a console over the transmission hump. Buick's optional bucket seats with an armrest-glove compartment are another step in this direction.

The ignition switch is new and has five positions: Accessory, Lock, Off, On, and Start. When the switch is in the lock position the ignition terminal is grounded. This eliminates the possibility of the car being started with a jumper between the battery and ignition coil.

There is one engineering change that should be commented on. This is the new X-frame that Buick adopted this year. This is a true X-type frame and eliminates side rails in the center. This concentrates strength where it is needed and makes it possible to reduce height without sacrificing passenger space. At the rear the rails were spread to accommodate the deep trunk area. Another benefit from the new frame is that it weighs about 70 pounds less. Incidentally, overall, Buick has shed around 200 pounds this year, including the frame and about 20 pounds on the transmission.

There have been few changes made in the automatic transmission specifically for 1961. The Turbine Drive is now standard in all Buick series. Several minor developments were made during the 1960 model run and are being continued. Of the changes for this year the most significant is probably the weight reduction and the shortening of the transmission by six inches. The case and the rear-bearing retainer are also smaller, permitting the reduction in the transmission hump.

There are few engine options available to change the performance figures of the Buick. The 361-cubic-inch V-8 available, with a four-barrel carburetor upping the horsepower to 300. New this year is an economy version with the two-barrel carburetion. This version has a 9-to-1-compression ratio and will operate on regular fuel. No regular production options are listed for the 401-cubic-inch V-8.

Technically speaking, the Buick rear axle ratio picture is equally stark. Only the 3.07 and 3.23 gearsets are listed with neither of these ordinarily being interchangeable. What is generally not known is that Buick engineering has developed gearsets from below 3-to1 up to nearly 5-to-1 (numerically speaking). It means going through the engineering department at the factory, though, with an added expense and a long waiting period.

"Brought to you from sunny central California, USA"

"Follow the wind!"
    Return to my home page

"Please e-mail me ,
with any ideas or comments, or sign my guest book!

Sign Guestbook View Guestbook
This page accessed