1994 BUICK CENTURY steering wheel

Remember: Anti-lock doesn’t change the time you need
to get your foot up to the brake pedal. If you get too
close
to the vehicle in front of you, you won’t have time
to apply your brakes
if that vehicle suddenly slows or
stops. Always leave enough room up ahead to stop, even
though you have anti-lock brakes.
Steering
Power Steering
If you lose power steering assist because the engine
stops or the system is not functioning, you can steer but
it will take much more effort.
To Use Anti-Lock
Don’t pump the brakes. Just hold the brake pedal down
and let anti-lock
work for you. You may feel the system
working, or
you may notice some noise, but this is
normal. When your anti-lock system is adjusting brake
pressure to help avoid a braking skid, the
“LOW
TRACTION” light will come on. See “Anti-Lock Brake
System Active Light”
in the Index.
Braking in Emergencies
Use your anti-lock braking system when you need to.
With anti-lock, you can steer and brake at the same
time. In many emergencies, steering can help
you more
than even
the very best braking.
Steering Tips
Driving on Curves
It’s important to take curves at a reasonable speed.
A lot of the “driver lost control” accidents mentioned on
the news happen on curves. Here’s why:
Experienced driver or beginner, each of us is subject to
the same laws
of physics when driving on curves. The
traction of the tires against the road surface makes
it
possible for the vehicle to change its path when you turn
the front wheels. If there’s no traction, inertia will keep
the vehicle going
in the same direction. If you’ve ever
tried to steer
a vehicle on wet ice, you’ll understand this.
The traction
you can get in a curve depends on the
condition of your tires and the road surface, the angle at
which
the curve is banked, and your speed. While
you’re
in a curve, speed is the one factor you can
control.
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Suppose you’re steering through a sharp curve. Then
you suddenly accelerate. Both control systems --
steering and acceleration -- have to do their work where
the tires meet the road. Adding the sudden acceleration
can demand too much of those places. You can lose
control.
What should you do
if this ever happens? Ease up on the
accelerator pedal, steer the vehicle the way you want
it
to go, and slow down.
Speed limit signs near curves warn that you should
adjust your speed. Of course, the posted speeds are
based on good weather and road conditions. Under less
favorable conditions
you’ll want to go slower.
If you need to reduce your speed as you approach a
curve, do
it before you enter the curve, while your front
wheels are straight ahead.
Try to adjust your speed
so you can “drive” through the
curve. Maintain a reasonable, steady speed. Wait to
accelerate until you are
out of the curve, and then
accelerate gently into the straightaway.
Steering in Emergencies
There are times when steering can be more effective than
braking.
For example, you come over a hill and find a
truck stopped in your lane, or a car suddenly pulls out
from nowhere, or a child darts out from between parked
cars and stops right
in front of you. You can avoid these
problems by braking
-- if you can stop in time. But
sometimes you can’t; there isn’t room. That’s
the time for
evasive action
-- steering around the problem.
Your Buick can perform very well
in emergencies like
these. First apply your brakes. It is better to remove as
much speed as you can from a possible collision. Then
steer around the problem, to the left or right depending
on the space available.
An emergency like this requires close attention and a
quick decision. If you are holding the steering wheel at
the recommended 9 and 3 o’clock positions, you can
turn
it a full 180 degrees very quickly without removing
either hand. But you have
to act fast, steer quickly, and
just as quickly straighten the wheel once you have
avoided the object.
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Off-Road Recovery
You may find sometime that your right wheels have
dropped off the edge of
a road onto the shoulder while
you're driving.
OFF ROAD RECOVERY
/ /
The fact that such emergency situations are always
possible is a good reason
to practice defensive driving at
all times and wear safety belts properly.
If the level of the shoulder is only slightly below the
pavement, recovery should be fairly easy. Ease off the
accelerator and then,
if there is nothing in the way, steer
so that your vehicle straddles the edge of the pavement.
You can turn the steering wheel up to
1/4 turn until the
right front tire contacts the pavement edge. Then
turn
your steering wheel to go straight down the roadway.
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e If other cars are lined up to pass a slow vehicle, wait
your turn. But take care that someone isn’t trying to
pass you as you pull
out to pass the slow vehicle.
Remember to glance over your shoulder and check
the blind spot.
e Check your mirrors, glance over your shoulder, and
start your left lane change signal before moving out
of the right lane to pass. When
you are far enough
ahead of the passed vehicle to see
its front in your
inside mirror, activate your right lane change signal
and move back into the right lane. (Remember that
your right outside mirror is convex. The vehicle you
just passed may seem to be farther away from you
than
it really is.)
two-lane roads. Reconsider before passing the next
vehicle.
Try not to pass more than one vehicle at a time on
e Don’t overtake a slowly moving vehicle too rapidly.
Even though the brake lights are
not flashing, it may
be slowing down or starting to
turn.
If you’re being passed, make it easy for the
following driver to get ahead of you. Perhaps you
can ease a
little to the right.
Loss of Control
Let’s review what driving experts say about what
happens when the three control systems (brakes, steering
and acceleration) don’t have enough friction where the
tires meet the road to do what the driver has asked.
In any emergency, don’t give
up. Keep trying to steer
and constantly seek an escape route or area
of less
danger.
Skidding
In a skid, a driver can lose control of the vehicle.
Defensive drivers avoid most skids by taking reasonable
care suited to existing conditions, and by not
“overdriving” those Conditions. But skids are always
possible.
The three types
of skids correspond to your Buick’s
three control systems. In the braking skid your wheels
aren’t rolling. In the steering
or cornering skid, too
much speed or steering
in a curve causes tires to slip and
lose cornering force. And in the acceleration skid too
much
throttle causes the driving wheels to spin.
A cornering skid and an acceleration skid are best
handled by easing your foot off the accelerator pedal.
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ice can be even more trouble because it may offer the
least traction
of all. You can get “wet ice’’ when it’s
about freezing
(32°F; OOC) and freezing rain begins to
fall. Try to avoid driving
on wet ice until salt and sand
crews can get there.
Whatever the condition
-- smooth ice, packed, blowing
or loose snow
-- drive with caution. Accelerate gently.
Try not to break
the fragile traction. If you accelerate
too fast, the drive wheels will spin and polish the surface
under the tires even more.
Your anti-lock brakes improve your ability to make a
hard stop on a slippery road. Even though you have the
anti-lock braking system, you’ll want to begin stopping
sooner than
you would on dry pavement. See
“Anti-lock” in
the Index.
Allow greater following distance on any slippery road.
0 Watch for slippery spots. The road might be fine
until you hit a spot that’s covered with ice. On an
otherwise clear road, ice patches may appear in
shaded areas where the sun can’t reach: around
clumps
of trees, behind buildings, or under bridges.
Sometimes the surface of a curve or an overpass may
remain icy when the surrounding roads are clear. If
you see a patch
of ice ahead of you, brake before you
are on it. Try not to brake while you’re actually on
the ice, and avoid sudden steering maneuvers.
If You’re Caught in a Blizzard
e
If you are stopped by heavy snow, you could be in a
serious situation.
You should probably stay with your
vehicle unless
you know for sure that you are near help
and you can hike through the snow. Here are some
things to do to summon help and keep yourself and your
passengers safe: Turn
on your hazard flashers. Tie a red
cloth to your vehicle to alert police that you’ve been
stopped by the snow. Put on extra clothing or wrap a
blanket around
you. If you have no blankets or extra
clothing, make body insulators from newspapers, burlap
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Passing
You’ll need more passing distance up ahead when
you’re towing a trailer. And, because you’re a good deal
longer, you’ll need to go much farther beyond the
passed vehicle before you can return to
your lane.
Backing Up
Hold the bottom of the steering wheel with one hand.
Then, to move the trailer to the left, just move that hand
to the left.
To move the trailer to the right, move your
hand to the right. Always back up slowly and,
if
possible, have someone guide you.
Making Turns
When you’re turning with a trailer, make wider turns
than normal.
Do this so your trailer won’t strike soft
shoulders, curbs, road signs, trees, or other objects.
Avoid jerky
or sudden maneuvers. Signal well in
advance.
Turn Signals When Towing a Trailer
When you tow a trailer, your vehicle has to have a
different turn signal flasher and extra wiring. The green arrows
on your instrument panel
will flash whenever
you signal
a turn or lane change. Properly hooked up,
the trailer lights
will also flash, telling other drivers
you’re about to turn, change lanes or stop.
When towing a trailer, the green arrows on your
instrument panel
will flash for turns even if the bulbs on
the trailer are burned out. Thus, you may
think drivers
behind you are seeing your signal when they are not. It’s
important to check occasionally to be sure
the trailer
bulbs are still working.
Driving On Grades
Reduce speed and shift to a lower gear before you start
down a long or steep downgrade.
If you don’t shift
down, you might have
to use your brakes so much that
they would get hot and no longer work well.
On a long
uphill grade, shift down and reduce your
speed to around 45
mph (70 km/h) to reduce the
possibility
of engine and transaxle overheating.
If you are towing a trailer that weighs more than 1,000
pounds (450
kg) and you have an automatic transaxle
with Overdrive, you may prefer to drive in “D” instead
of Overdrive.
An overdrive transmission is required if
towing a trailer more than 1,000 pounds (450 kg).
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When your vehicle is being towed, have the ignition key
off. The steering wheel should be clamped in a
straight-ahead position, with a clamping device
designed
for towing service. Do not use the vehicle’s
steering column lock
for this. The transaxle should be in
Neutral and the parking brake released.
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10. Then replace the
pressure cap. At any
time during this
procedure if coolant
begins to flow
out of the
filler neck, reinstall the
pressure cap. Be sure
the arrows on pressure cap line up like this.
11. Check the coolant in the recovery tank. The level in
the coolant recovery tank should be at the
“HOT”
mark when the engine is hot or at the “ADD” mark
when the engine
is cold.
If a Tire Goes Flat
It’s unusual for a tire to “blow out” while you’re driving,
especially
if you maintain your tires properly. If air goes
out
of a tire, it’s much more likely to leak out slowly.
But if you should ever have a “blowout,” here are
a few
tips about what
to expect and what to do:
If a front tire fails, the flat tire will create a drag that
pulls the vehicle toward that side. Take your
foot off the
accelerator pedal and grip the steering wheel firmly.
Steer to maintain lane position, then gently brake to a
stop well out
of the traffic lane.
A rear blowout, particularly on a curve, acts much like a
skid and may require the same correction you’d use in a
skid.
In any rear blowout, remove your foot from the
accelerator pedal. Get the vehicle under control by
steering the way
you want the vehicle to go. It may be
very bumpy and noisy, but
you can still steer. Gently
brake to
a stop, well off the road if possible.
If a tire goes flat, the next section shows how to use
your jacking equipment to change a flat tire safely.
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