The 1981 Buick Century marks the end of an era. It was the final year of the rear-wheel-drive Century — and, more broadly, the last year of GM’s rear-drive A-body platform, an architecture whose lineage stretched back to 1964 and had underpinned some of the most celebrated muscle cars ever built. For 1982 the Century name moved to an entirely new front-wheel-drive platform, and the old rear-drive sedan and wagon did not die but were rebadged as Regals. That makes the 1981 Century a genuine transitional car: the last conventional, rear-driven intermediate Buick family sedan, offered with V6 power as standard and a choice of small V8 or diesel above it.
Table of Contents
- Overview and History
- The Last Rear-Drive Century
- Body Styles and Trim
- Engine Lineup
- Transmissions and Economy
- Chassis, Suspension, and Brakes
- Interior and Equipment
- Century, Regal, and the 1982 Split
- The Century Name
- Collectibility and Buying
- Key Features Summary
- Full Specifications Table
Overview and History
The Century occupied the practical middle of Buick’s 1981 range: an intermediate-sized, rear-wheel-drive family car offered as a sedan and a station wagon. It shared its underpinnings with the Regal coupe, but where the Regal was marketed as a personal luxury car with a newly aerodynamic body and a turbocharged engine option, the Century was the sensible, family-oriented member of the pair.
By 1981 the Century had been through GM’s intermediate downsizing of 1978, emerging considerably smaller and lighter than its Colonnade-era predecessors while retaining useful interior space. The distinctive “aeroback” fastback styling that Buick had applied to some earlier downsized Century sedans had given way to more conventional, formal notchback lines — a response to lukewarm public reaction to the fastback look.
Mechanically, the 1981 Century followed the corporate pattern: a V6 as the standard engine, a small V8 above it, an Oldsmobile diesel on the options list, and the new Computer Command Control electronic engine management system introduced across GM that year.
The Last Rear-Drive Century
The single most important fact about the 1981 Century is that it was the last of its kind. GM’s rear-wheel-drive A-body platform, used from 1964 to 1981 in its modern incarnation, ended production that year. This was the architecture that had underpinned the Pontiac GTO, the Chevrolet Chevelle SS, the Oldsmobile 442, and Buick’s own Gran Sport — one of the most significant platforms in American automotive history.
For 1982 everything changed. The Century name transferred to the new front-wheel-drive A-body, a modern transverse-engine design shared with the Chevrolet Celebrity, Oldsmobile Cutlass Ciera, and Pontiac 6000 — a family that proved highly successful and long-lived. Meanwhile the old rear-drive Century sedan and wagon were not discontinued but simply rebadged as Regals, giving that nameplate a full model lineup for the first time.
So the 1981 Century is a genuine terminal model: the last rear-driven Century, on the last year of a legendary platform, immediately before the name moved to an entirely different kind of car. For anyone tracing Buick’s transition from traditional American engineering to the front-drive era, it is the pivot point.
Body Styles and Trim
The 1981 Century was offered as:
- 4-Door Sedan — the volume model, with formal notchback styling
- Station Wagon — the practical family hauler, sometimes badged Century Estate
The coupe role in this size class was handled by the Regal, which is why the Century line concentrated on sedan and wagon duty. Trim levels ran from the base Century through Custom and Limited variants, the Limited adding richer upholstery, additional brightwork, and more standard equipment in the usual Buick pattern.
The wagon is the more interesting body style today. Intermediate wagons of this period were built in modest numbers, worked hard, and rarely preserved, and the Century Estate has a following among buyers who appreciate practical classics.
Engine Lineup
231 cu in (3.8 L) V6 — standard. Buick’s cast-iron overhead-valve V6 with a two-barrel carburetor, rated at 110 hp with 190 lb-ft of torque at a low 1,600 rpm. Smooth by six-cylinder standards of the day and well suited to a family car, it was the engine most Centurys were built with.
4.1 L (252 cu in) V6 — optional. Buick’s new larger V6 for 1981, providing more torque than the 231 without a V8’s thirst. A sensible upgrade for a wagon or a well-equipped sedan.
265 cu in (4.3 L) V8 — optional. The Pontiac-built small V8, rated at 119 hp at 4,000 rpm and 203 lb-ft at 2,000 rpm, with an 8.0:1 compression ratio and a two-barrel carburetor. Offered only in 1980 and 1981, it is a curiosity of the period — a V8 that made barely more power than the standard V6, illustrating just how severely emissions controls and downsizing had compressed the engine range.
350 cu in (5.7 L) Oldsmobile diesel V8 — optional. Listed for the Century in 1981, rated at 105 hp at 3,200 rpm and 205 lb-ft at 1,600 rpm. It offered real fuel savings on paper but has a poor durability reputation, and surviving cars have often been converted to gasoline power.
Transmissions and Economy
The Century used automatic transmissions driving the rear wheels. The important developments for 1981 were economy-focused: the spread of overdrive automatics, which cut highway engine speeds significantly, and the lock-up torque converter clutch, which eliminated slip at cruise.
Combined with Computer Command Control — GM’s new oxygen-sensor-based engine management system — these measures let a conventional rear-drive intermediate post fuel economy figures that made it viable in the post-oil-crisis market. They were, in effect, the last refinements applied to an architecture that GM was about to replace entirely.
Chassis, Suspension, and Brakes
The Century used the conventional rear-wheel-drive layout with a separate body and frame, an independent coil-spring front suspension, and a coil-sprung live rear axle. Wagons typically used heavier-duty rear springing appropriate to their load-carrying role.
Suspension tuning followed Buick tradition: soft, absorbent, and oriented toward ride comfort rather than handling precision. The car was quiet and stable at highway speeds and undemanding to drive, which was exactly what its buyers wanted. A Gran Touring suspension package was available for those who preferred firmer control.
Steering was power-assisted recirculating ball, and brakes were power front discs with rear drums — standard practice for an American intermediate of the period.
Interior and Equipment
Inside, the Century offered comfortable six-passenger bench seating with a folding center armrest, and a 60/40 split bench was available. Upholstery came in cloth, velour, or vinyl depending on trim, with woodgrain accents on the dashboard and door panels in the Buick manner. The Limited added richer materials throughout.
The options list covered air conditioning, power windows and locks, tilt steering, cruise control, AM/FM stereo with cassette or 8-track, a vinyl roof, wire wheel covers or aluminum wheels, and upgraded interior trim packages. On wagons, third-row seating and various cargo-area features were available.
Century, Regal, and the 1982 Split
The relationship between the Century and the Regal is a common source of confusion, so it is worth setting out clearly.
Through 1981, the Regal was the coupe and the Century was the sedan and wagon, both on the same rear-drive intermediate platform. The Regal was positioned as the more upscale, personal luxury member of the pair and received the 1981 aerodynamic facelift that made it a NASCAR contender.
For 1982, Buick expanded the Regal line by taking the existing rear-drive Century sedan and wagon and rebadging them as Regals — so the Regal name appeared on a full model lineup for the first time. The Century name, meanwhile, moved to the new front-wheel-drive A-body. The Regal wagon was dropped after 1983 and the Regal sedan after 1984, leaving the Regal a coupe once again.
In short: a 1981 Century sedan and a 1982 Regal sedan are essentially the same car under different badges. This is useful to know for parts sourcing, since the two share a great deal.
The Century Name
The Century badge has a long and somewhat winding history at Buick. It first appeared in the 1930s, denoting a car capable of the then-remarkable “century” — 100 mph. The name returned in the 1970s when Buick’s intermediate line, previously called Skylark, was renamed Century for 1973.
From 1973 the Century served as Buick’s intermediate family car, with the Regal appearing first as a Century sub-model and then, from 1976, as a distinct model line positioned above it. After the 1982 switch to front-wheel drive, the Century became one of GM’s most enduring products, running in that form for well over a decade.
Collectibility and Buying
The 1981 Century is not a valuable collector car, but it has a specific and real appeal: it is the last rear-drive Century and the final year of a historically significant platform. For enthusiasts who appreciate that kind of terminal-model status, a clean example has genuine interest.
Practically, these are comfortable, simple, affordable cars with the enormous advantage of sharing a great many components with the G-body Regal — one of the best-supported classic platforms in America. Parts availability is consequently far better than the Century’s obscurity would suggest.
What to look for: the station wagon is the more interesting and rarer body style; among engines, the 4.1 V6 offers the best balance, while the 265 V8 is a curiosity that delivers little performance benefit for its extra fuel consumption. Check for rust in the lower body, wheel arches, trunk floor, and around the rear window; evaluate the Computer Command Control system, which was new and can be awkward to diagnose; and on any diesel car, establish whether the original engine survives. Buy on condition rather than specification, since values do not justify restoration work.
Key Features Summary
- Significance: Final year of the rear-wheel-drive Century and of GM’s rear-drive A-body platform
- Layout: Front-engine, rear-wheel drive (FR)
- Body Styles: 4-door sedan; station wagon (the Regal covered the coupe)
- Trim Levels: Century; Custom; Limited
- Standard Engine: 231 cu in (3.8 L) V6 — 110 hp, 190 lb-ft
- Optional Engines: 4.1 L V6; 265 cu in (4.3 L) Pontiac V8 — 119 hp; 350 diesel V8 — 105 hp
- Transmission: Automatic; overdrive and lock-up converter for economy
- New for 1981: Computer Command Control engine management
- Suspension: Independent coil front; coil-sprung live rear axle
- 1982 Change: Century moved to front-wheel drive; the old sedan and wagon became Regals
- Platform Heritage: Rear-drive A-body, 1964–1981 — the GTO, Chevelle SS, and 442 architecture
- Parts Advantage: Extensive component sharing with the well-supported G-body Regal
The 1981 Buick Century Specs
| BODY | |
| Manufacturer | Buick (General Motors) |
| Class | Intermediate (mid-size) |
| Body Styles | 4-door sedan; station wagon |
| Platform | GM A-body (rear-wheel drive) — final year |
| Chassis | Separate body and frame |
| Trim Levels | Century; Custom; Limited |
| Companion Model | Regal (coupe, same platform) |
| ENGINE — STANDARD (231 V6) | |
| Engine Type | OHV V6, cast-iron block and heads |
| Displacement | 231 cu in (3,791 cc / 3.8 L) |
| Compression Ratio | 8.0:1 |
| Horsepower | 110 hp @ 3,800 RPM |
| Torque | 190 lb·ft @ 1,600 RPM |
| Carburetor | Rochester 2-barrel |
| Main Bearings | 4 |
| Valve Lifters | Hydraulic |
| ENGINE — OPTIONAL (4.1 L V6) | |
| Displacement | 252 cu in (4,128 cc / 4.1 L) |
| Introduced | New for 1981 |
| Character | More torque than the 231 without V8 fuel consumption |
| ENGINE — OPTIONAL (265 V8) | |
| Displacement | 265 cu in (4.3 L) — Pontiac-built |
| Compression Ratio | 8.0:1 |
| Horsepower | 119 hp @ 4,000 RPM |
| Torque | 203 lb·ft @ 2,000 RPM |
| Main Bearings | 5 |
| Availability | 1980 and 1981 only |
| ENGINE — OPTIONAL DIESEL (350) | |
| Displacement | 350 cu in (5.7 L) — Oldsmobile diesel V8 |
| Horsepower | 105 hp @ 3,200 RPM |
| Torque | 205 lb·ft @ 1,600 RPM |
| Century Availability | 1981 |
| Caution | Poor durability record; many converted to gasoline |
| TRANSMISSION AND DRIVETRAIN | |
| Transmission | Automatic; overdrive available |
| Torque Converter | Lock-up clutch |
| Drive Layout | Rear-wheel drive |
| Engine Management | Computer Command Control (new for 1981) |
| SUSPENSION, STEERING, BRAKES | |
| Front Suspension | Independent, coil springs |
| Rear Suspension | Live axle, coil springs (heavier-duty on wagons) |
| Suspension Tuning | Soft, ride-oriented; Gran Touring package optional |
| Steering | Power-assisted recirculating ball |
| Brakes | Power front discs, rear drums |
| MODEL LINE TRANSITION | |
| 1981 | Final rear-drive Century; last year of RWD A-body |
| 1982 | Century name moves to new FWD A-body; old sedan/wagon rebadged as Regal |
| 1983 | Regal (former Century) wagon discontinued |
| 1984 | Regal (former Century) sedan discontinued |
| FWD A-body Siblings | Chevrolet Celebrity, Oldsmobile Cutlass Ciera, Pontiac 6000 |
| INTERIOR | |
| Seating | 6-passenger bench with folding center armrest; 60/40 split optional |
| Upholstery | Cloth, velour, or vinyl by trim level |
| Trim Details | Woodgrain dashboard and door panel accents |
| EXTERIOR COLORS (1981, selected) | |
| White (11), Silver (15), Black (19), Medium Blue (21), Dark Blue (29), Tan (63), Light Sandstone (63), Medium Sandstone (68), Dark Sandstone (69), Red Firemist (74), Dark Redwood (77) | |
| OPTIONAL EQUIPMENT (SELECTED) | |
| 4.1 L V6 / 265 V8 Engines | Opt. |
| Overdrive Automatic Transmission | Opt. |
| Air Conditioning | Opt. |
| Power Windows and Door Locks | Opt. |
| Tilt Steering Wheel | Opt. |
| Cruise Control | Opt. |
| AM/FM Stereo with Cassette or 8-Track | Opt. |
| Gran Touring Suspension | Opt. |
| Vinyl Roof | Opt. |
| Wire Wheel Covers / Aluminum Wheels | Opt. |
| 60/40 Split Bench Seat | Opt. |
| Limited Trim Package | Opt. |
1981 Buick Century – Frequently Asked Questions
Why is the 1981 Century historically significant?
It was the last rear-wheel-drive Century and the final year of GM’s rear-drive A-body platform, an architecture used from 1964 to 1981 that had underpinned the Pontiac GTO, Chevrolet Chevelle SS, Oldsmobile 442, and Buick Gran Sport. For 1982 the Century name moved to a completely new front-wheel-drive platform, making the 1981 car a genuine terminal model.
What is the difference between a 1981 Century and a 1981 Regal?
They shared the same rear-drive intermediate platform, but the Regal was the coupe and the Century was the sedan and wagon. The Regal was positioned as the more upscale personal luxury model and received the famous 1981 aerodynamic facelift for NASCAR. For 1982, the Century sedan and wagon were rebadged as Regals — so a 1981 Century sedan and a 1982 Regal sedan are essentially the same car.
What engines were available in the 1981 Century?
The standard engine was the 231 cu in (3.8 L) V6 with 110 hp and 190 lb-ft. Options were the new 4.1 L V6, a Pontiac-built 265 cu in (4.3 L) V8 making just 119 hp, and the 350 Oldsmobile diesel V8 at 105 hp. The 265 V8 is notable mainly as a curiosity — it produced barely more power than the standard V6 while using more fuel.
Did the 1981 Century come as a station wagon?
Yes, and the wagon is the more interesting body style today. Intermediate wagons of this period were built in modest numbers, generally worked hard, and rarely preserved, so clean survivors have a following among buyers who value practical classics. The wagon typically used heavier-duty rear springing than the sedan.
What happened to the Century after 1981?
The name moved to GM’s new front-wheel-drive A-body for 1982, alongside the Chevrolet Celebrity, Oldsmobile Cutlass Ciera, and Pontiac 6000 — a family that proved very successful and remained in production for well over a decade. The old rear-drive Century sedan and wagon continued but were rebadged as Regals, with the wagon dropped after 1983 and the sedan after 1984.
Is a 1981 Century a good classic to buy?
It is affordable, comfortable, and mechanically simple, with one significant practical advantage: it shares a great many components with the G-body Regal, one of the best-supported classic platforms in America, so parts availability is far better than its obscurity suggests. It will not appreciate significantly, so buy on condition rather than planning a restoration. The wagon is the most interesting version.
What should I check when buying a 1981 Century?
Inspect for rust in the lower body, wheel arches, trunk floor, and around the rear window — the standard weak points for GM intermediates of this era. Evaluate the Computer Command Control system, which was new for 1981 and can be awkward to diagnose. Check the condition of the overdrive automatic. And on any diesel car, establish whether the original engine survives or has been replaced with a gasoline unit, which is very common.
