2008 Hyundai Azera Review

Specifications

Versace … Cartier … Hyundai … the must-have name brands of today’s nouveau riche, right? OK, well I suppose Hyundai doesn’t quite fit that description, but if you toss the Korean brand’s entry-level name out of the picture for few minutes, you’ll quickly see that its flagship Azera certainly makes a person wonder why they should pay more for a fancier badge.

OK, its front end styling is a bit nondescript for sure, and its profile a little soft around the edges in a world that has become hard and edgy, but its bustle back rear end is unique in the entry-level luxury class, and more akin to high-level models from BMW and Mercedes-Benz, while its long, horizontal taillight bar reminds me of top-tier Chrysler Imperials of years gone by … which was a gorgeous car from ‘80 through ‘83. Again, light bars in general aren’t exactly to my taste, but the design is distinctive enough just the same. Then again, its ten-spoke, 17-inch alloy wheels are exquisite.

My mixed emotions about the car’s exterior design cues aside, it’s when I get inside that the Azera truly makes sense. Its general layout is very attractive, and the use of high-quality materials like the genuine aluminum trim covering lower console gives it a rich ambiance. Even the simulated woodgrain is quite authentic, and much better looking than the fake stuff Toyota and GM are putting out. And despite being a snob with regards to many things, needing real wood isn’t one of them just as long as the product planners in question have allowed sufficient budget to make the faux wood appear genuine. I figure that if a few hardwood rainforests can be saved to spare the vanity of automotive one-upmanship, why not? And this is hardly the green movement’s poster child talking, I just happen to like trees, and love undisturbed forests even more. Back to the Azera, I’m less impressed with some of the less than ideal plastic surfaces surrounding the center stack and lower dash, although it’s still better than some in this class. It’s just that Hyundai’s own Veracruz has shown what this brand is capable of… and yes we do expect a lot from your next Azera, not to mention your rear-drive, V8-powered Genesis (or whatever name it finally gets).

The seats are comfortable and clad in soft, luxurious leather, with five-way heaters for backs and butts plus multiple power adjustment including lumbar. One item for improvement might be the lower cushion, which I felt was a little too short for my legs. Factor in that I’m only 5′8” and I can only imagine what truly tall folks experience. You’ll have to try this out for yourself, as it may not bother you at all. The Limited model’s seats can be opted with two-way memory, so your significant other won’t continually cause the need for you to painstakingly find that perfect position again and again each time the car goes out without you.

Helping to arrive at that ideal driving position are my Limited model’s power adjustable pedals, power tilt and telescoping steering column, power adjustable mirrors, an overhead rearview mirror with the all-important automatic dimming feature, plus the integrated electronic compass and Homelink garage door opener add convenience. On that note, the driver’s and front passenger’s windows wind up and down automatically, and they work without fault; not always the case. The dual-zone climate control is a nice touch, although expected in this class, as is the powered glass sunroof surrounded in a high-quality woven roofliner material that wraps around and down each padded pillar. The rain-sensing wipers, exclusive to the Limited package, worked fairly well too, although our city’s mist is troublesome for this feature no matter which brand is being tested, although the power rear sunshade only made me wish side-window shades (even manual ones) were part of the Limited package (as they’re much more useful for kids). Of course, all Azeras come with power door locks actuated via remote, and it’s a really stylish, high quality remote too. It’s also worth mentioning that some of the features listed above are
optional. The three packages available with the Limited are the Premium
($1,550), Ultimate ($2,550), and Ultimate with Surround Sound ($3,100).
The Limited I tested came with the latter and you can Build Your Own at
www.hyundaiusa.com to find out which options best suit your lifestyle.

While the front seating area is large and accommodating, rear seat room is limousine-like, making me wonder why more airport limo drivers don’t use this car for shuttling VIPs around. One thing’s for sure, its rear chairs are a far cry more comfortable than the bagged out bench seats in almost every Lincoln Town Car I’ve been driven around in … and I’ve been in a lot of those thanks to countless North American press junkets.

Like the cabin, the Azera’s trunk is larger than life, and the rear seatbacks fold forward in a 60/40 configuration opening up even more space, ideal for long, otherwise awkward items.

Back in the driver’s seat the wood and leather-wrapped steering wheel felt really good in the palms of my hands, and its light feel is what I’ve grown to expect in a luxury car. It firms up at speed, something that ramps up quickly thanks to Hyundai’s 263-horsepower 3.8-liter V6 with 257 lb-ft of torque. The ultra-smooth engine features 24-valves and a DOHC configuration plus continuously variable valve timing, and when pressed hard really pulls the large sedan forward with gusto. As quick as it is you’ll never feel rushed, as the five-speed automatic is also as smooth as just about any rival, although its manual mode feature adds a touch of sportiness to the equation when boredom sets in.

The suspension reacts to assertive tendencies well too, managing long, sweeping high-speed corners well and only feeling bogged down when flung through tight road courses at speeds I probably shouldn’t be doing anyway. Still, its willingness to corner caused me to drive it faster than initially expected, allowing me to discover its main weakness … brakes.

Oh sure, the four-wheel discs with ABS, EBD and Brake Assist do a fine job stopping the car in regular traffic, or when needed in an emergency on the highway, but when pushing the Azera on a circuitous back road, even when going light on the pedal to conserve braking power, it doesn’t take long before that disturbing burning odor starts emanating from somewhere beneath the floorboards, followed quickly by serious fade and spongy, less than confidence-inspiring pedal feel. If this were my ride I’d find a way to upgrade its stock binders with a set of aftermarket brakes. A little extra money would buy a much more capable set of rotors and calipers, freeing the already deft suspension and powerful drivetrain to work their magic without concern.

And now that we’re on the subject of safety, what about other aspects of safety, plus quality and owner satisfaction? Well, rest assured that the Korean brand hasn’t taken its customers’ loyalty lightly, with a full assortment of front, front- and rear-side-thorax and side-curtain airbags for all outside occupants included standard, traction and electronic stability control also part of the base package, plus pretensioning front seatbelts, active head restraints and tire pressure monitoring.

Also worth mentioning, the Azera won the 2007 Strategic Vision Total Quality Award for Best Large Car Ownership Experience after 27,780 new car owners were surveyed after 90 days of ownership, and what’s more it achieved the top crash rating for frontal offset impacts from the Insurance Institute of Highway Safety (IIHS). The Azera was also voted “Best New Luxury Family Sedan” by Auto Mujeres al Volante (the number one automotive authority for U.S. Hispanic women) when it was introduced in 2005 as a 2006 model. So, if you happened to have driven an Azera and fallen for its charms, you can at least feel a little camaraderie amongst friends who have also been wooed by its graceful ways. You’re not alone.

I suppose I felt like you might or many others would when pulling up to my daughter’s high-society high school this Friday evening, an Audi Q7 parked behind, myriad BMWs all-round and a Bentley Continental GTC sidling up to my left. While it looks the luxurious, and is luxurious, it still doesn’t have that badge of honor specifically designed to make other less fortunate souls feel like my dog Charlie’s yard fodder. You can either crouch down behind the wheel and hope the tinted windows hide your red faced shame at not measuring up to someone else’s idea of living the good life, or hold your head up high knowing that you’ve got all the luxury anyone needs and you did the smart thing in buying something more affordable … dare I say more responsible? Especially if you donate the unspent $150,000 to a worthy cause.

Price in mind, I certainly wouldn’t feel any guilt for putting it through its paces on occasion, and by so doing running up the fuel bill a little more than I would in a more expensive car. After all, compared to most anything else with as much performance and luxury, its initial savings from purchase could buy a lot of regular unleaded. Still, as adeptly as it performs this is a luxury car first and foremost, and should probably be treated as such, and by this I mean piloted with conservative confidence, quickly, not aggressively. I found myself driving this way for most of the week, which is a good thing as my license could hardly use any more points. The fully independent double-wishbone front and multilink rear suspension was quick to soak up the ruts and heaves of inner city pavement, proving ultimately smooth and, resultantly, quite quiet. Actually, the Azera is ruddy quiet. Even Buick fans would find this Hyundai suitably tomb-like, which, after all, is a characteristic most in the luxury segment appreciate. My wife, on her way to a weekend scrapbooking retreat, actually called to tell me how impressed she was with the car. Jennifer is rarely impressed with any car, so for her to do this is a major, major commendation. Congratulations Hyundai, on passing the ultimate test. Additionally, we both liked how easy the car was to maneuver in tight spaces, its turning circle surprisingly small for a large, front-wheel drive vehicle.

Truly, all I wanted to do was cruise around enjoying this Limited model’s fine 10-speaker Infinity audio system, with its six-disc CD player and other top-tier features. One of these is XM satellite radio, new for 2008, an upgrade that I believe is well worth the monthly expense (although you get to use it for free for the first three months). Although I spend a lot of time scrolling between 52 (The Verge) and 54 (Lucy), I found 112 (VOX) to be especially suited to the Azera … non-stop, commercial free opera! Ora che è la buona musica! Unfortunately though, if your favorite arias happen to be on your iPod or some other external audio device, you’re still completely out of luck as there’s no aux plug offered. Another negative to some will be the lack of navigation equipment, not available on any Hyundai vehicle due to being extremely slow out of the GPS gate. For me, this last issue is hardly a deal breaker, as I’m more inclined to buy an aftermarket GPS by Garmin or TomTom. These units are much less expensive, and have the added convenience of portability when traveling abroad … where they’re really needed. No doubt Hyundai will arrive with a navigation system sooner than later, and then there won’t be need to bring this up any longer, but for now it’s a weakness that must be remedied in order for them to be more accepted in the luxury segment.

And this brings us back to my opening statement: does Hyundai belong in the same company as Omega, Bang and Olufsen, Prada and Armani? I don’t think so, but not because its quality is somehow suspect. Certainly the Azera doesn’t measure up to the likes of Audi, BMW, Cadillac, Lexus or Mercedes-Benz in interior quality or amenities, the brands more often associated with living large, but it hits up-and-comers like Buick, Chrysler and Lincoln straight on, when compared to their luxury flagships, and holds its own against the more obvious rival from Toyota, the Avalon. What it’s missing is the prestige that comes from pedigree, something that can only be earned from decades of elite acceptance, and a stronger, bolder design presence. This seems to be on its way, with the Genesis, although this car is still no Equus HCD-7, a wonderfully progressive concept from 2002. We’ll just have to see what this formidable brand, that never seems to hold back from shocking and awing everyone in this industry, does next.

Right now, however, I have little to complain about, and my final comments regarding the Azera remain the same as they did two years ago when I tested a 2006 version: “It’s a car that is so good it will most likely win you over, as it did me.”