OVER the long term, large saloons are probably a threatened breed thanks to the escalating price of crude oil. The energy panic of the 1970’s illustrated how quickly that could happen, but this time around it’s likely to be slower but more sustained with SUVs taking the hit first. However, most manufacturers still foresee sufficient demand to invest in flagship models
With Hyundai’s latest venture, the Azera, the Toyota Camry is the rival to beat. Not an easy task, given the illustrious history of the Camry. Instead of attacking this small market with a host of offerings, the Azera’s model line-up is refreshingly simple. To parody Henry Ford on the Model T, you can have any model you like as long as its got a 3,3-litre, transverse V6 engine, a five-speed automatic transmission and a set spec level.
The styling is a mixed bag of cues; although most of the messages are favourable, with a front and rear end resembling an Sclass Mercedes-Benz, including the BMW-derived bloated boot lid. Thankfully the Azera’s boot is less pronounced. The flared rear wheel arches also mimick the new S-Class Merc. Chrome strips and door handles brighten up the exterior, but not as much as the sparkling LEDs in the rear lights. Finishing-off the rear end, we find an aggressive looking pair of exhaust tailpipes.
The interior design is perhaps less successful than the exterior, but it’s not a bad effort. On one hand, the facia includes an artistic sweep of wood finish panelling that flows along the doors and across the front, separating the darker facia top from the lower panel in a lighter grey. The upper portion of the steering wheel gets the same wood look, but is rather bright and shiny. More tasteful are brushed aluminium strips flanking the facia wood, also appearing on interior door handles. On the other hand, the rest of the design is straightforward with the centre section housing the ventilation and audio controls. This slopes downwards and towards the interior, a pleasing effect spoiled by sunlight reflections that make some of the control lights difficult to read. Instrumentation is permanently backlit in white and is neat in appearance. The handbrake is actually pedal operated using the left foot. It is easy to use, but lacks bite, and it is easy to forget to disengage it, with only a small warning light and no audible buzzer. Park distance warning sensors are standard at the rear and not too neurotic.
The intent to compete in the Camry market is evident from the same mix and match approach employed by Toyota for information displays. The digital clock uses green with a black background, ventilation and audio displays use a black LCD with a light green backlight, and the fuel consumption read-out uses a yellow LCD display.
The button for scrolling through the various consumption-related options is mounted on the facia behind the steering wheel. A much better spot would be at the end of one of the stalks. A final grumble is that only a single CD audio system is fitted. At this level, one expects a six-disc CD changer.
Seats are quite plain looking, with reasonable quality leather covering and pleated padding. These are suitably large and comfortable, but with minimal side support. The adjustment on the front seats is electric, (with two memory settings for the driver) but sadly the range is insufficient, leaving some testers wishing they could lower the seat more, or tilt the cushion further. The driver’s seat, but not the passenger’s, includes electrical height, tilt and lumber adjustment. Rear seat accommodation is this car’s forté, with more than ample legroom and headroom plus additional seat padding. While this is great, the boot capacity is less noteworthy at 352 dm3. This is due to lack of depth, in turn due to the huge full-size alloy spare wheel. You can’t have it both ways!
Switching to dynamics, the accelerator pedal is so keen to show off the considerable powerplant under the bonnet, that it catapults the car forward at the slightest touch of your foot. This is usually accompanied by a chirp from the front wheels – quite out of character for a large luxury car, but thereafter acceleration is smooth and brisk. Doors do not lock automatically as you pull off, and must be triggered via a driver’s door-mounted switch. For a large saloon, the sprint time to 100 km/h of 8,25 seconds is impressive as is a top speed of 234 km/h, reached in fourth gear, just before top gear kicks in, dropping the revs from 6 300 down to 4 500 r/min. Gearshifts are very smooth, both up and down, and the five speeds available are ample. Inevitably, when brisk acceleration is needed, the ‘box must step down two or three gears, delaying your getaway. To reduce this tendency, one can change gears manually. Cars this size are normally set up for a soft ride and the ride certainly is absorbent, but the surprise is that cornering is quite sure-footed, with only mild levels of body roll, tyre squeal and understeer. ABS, EBD and electronic stability control help in the safety department, as does a full set of front, side and curtain airbags.
Fuel consumption will depend entirely on how you drive. Steady speed should return about 10 to 11 litres/100 km, but making frequent use of the power will raise consumption to around 15 litres/100 km.
Summary
If there is one thing that puts a smile on the faces of Korean motor manufacturing executives, it’s when they manage to take sales away from their main rivals, the Japanese. As we have said before, they keep on improving and overall quality is now tops. So the Azera deserves to do well. But, (there is always a “but”), from this price level upwards, badge appeal becomes increasingly important and here the Hyundai still has an uphill battle ahead of it.
