Short Take Road Test
Bracketed by the 10Best-winning Sonata (yes, we just said that) and the budget-luxe Genesis, the Hyundai Azera competes with other big front-wheel-drive sedans for the attention of a motoring sect committed to comfort. One of the oldest models in the Hyundai armory, the Azera went on sale in 2005 as a 2006 model.
For 2011, it receives a significant refresh that includes more power from its two V-6s (the 3.8-liter in the range-topping Limited tested here is up 20 hp, to 283), a six-speed automatic transmission in place of a five-speed unit, and a revised exterior that features new bumpers, a chrome grille, LED surrounds for the headlamps, and LED taillights. The result is a slightly classier look that is still as anonymous as a ghost writer—although recently revealed sketches of the next-generation Azera promise a dramatic look in line with Hyundai’s emergent styling philosophy.
The only change inside is new trim on the center console. Although the interior is simple and nicely made, the switchgear and the ambience are dated compared with Hyundai’s more recent offerings. Additionally, despite power-adjustable seats and a power tilting-and-telescoping steering wheel, the driving position is a bit weird, as if you were too high off the floor. The feeling of sitting up in the car rather than down inside it is exacerbated by the unfashionably low cowl and beltline. As awkward as it feels, the combination does make for excellent visibility.
Fast, in a Straight Line
We’re not going to complain about more power, but the Azera didn’t really need it. It’s fast, all right, with a top speed governed at 148 mph and a 0-to-60-mph time of 6.3 seconds. That’s 0.3 second faster than the Toyota Avalon and 0.6 second better than the Ford Taurus but 0.2 second off the pace of a 2006 Azera we tested. (The Nissan Maxima, which competes on price and size, rules the roost with a time of 5.8 seconds.) The Azera will easily leave the line in a cloud of tire smoke if you turn off traction control, but there’s nothing sporty about this car, and the engine becomes coarse as it nears the 6200-rpm redline.
The Azera is happiest on interstates, where the combination of quietness and a soft, pillowy ride makes it the automotive equivalent of yacht rock. On inclines and during passing, the six-speed automatic transmission is as unobtrusive as a good CIA operative. When the road deviates from the straight and wide, however, the Azera comes across as a bit petulant, signaling its discomfort with lots of body roll and tire squeal. The 0.79-g skidpad performance is minivanlike, and the 189 feet the Azera needs to stop from 70 to 0 mph lags behind the competition. EPA mileage estimates have improved compared with the old model’s, from 17 mpg city and 26 highway to 19/27, but we only recorded 17.
Luxury on a Budget
With 107 cubic feet of cabin space—more than in a Lexus LS or Mercedes E-class— the Azera is a big car that doesn’t look huge. In its class, the Ford Taurus drives better but gets pricey in upscale Limited trim or when outfitted with features such as a navigation system. The Toyota Avalon, another primary competitor, is a boat—like the Azera—but is also more expensive when equipped to the same level. A bigger issue for the Azera is that the base Hyundai Genesis drives much better and looks more distinctive.
Here’s the good news: The Azera is a bargain. The base price of the Limited is $30,870, for which you get a large, luxurious car that goes well and has plenty of powered comfort and convenience features. Leather seats are standard, as is a power rear sunshade. Spend an extra $1750, and you get a decent touchscreen navigation system; the technology isn’t as cutting edge as the Taurus’s, but it works well. To get any of the Azera’s rivals to a similar specification, you will need to spend at least $5000 more. If you don’t care about personality in an automobile and want something with lots of interior space that can ply interstates in comfort, then the Azera is a bargain.
