2012 Hyundai Azera

2012 Hyundai Azera Expert Review:Autoblog

The following review is for a 2011 Model Year. There may be minor changes to current model you are looking at.

Refresh Fails To Meet Brand's Own High Bar

2011 Hyundai Azera Limited

2011 Hyundai Azera Limited - Click above for high-res image gallery

Even five years ago, Hyundai was widely considered to be a bargain-basement marque. After all, anyone interested in checking out the brand's lineup could visit a rental company within five miles of any major airport. But why dwell on the past when the Korean automaker is kicking butt and taking names in the here and now? Hyundai has been on a roll these past few years, with hits like the Genesis, Genesis Coupe and 2011 Sonata. With those successful entries, Hyundai has clearly established itself as a prime player in the U.S. market, but the company's improved standing has also substantially raised the public's levels of expectation. Where qualifiers like "for a Hyundai" were once the norm, we're now measuring each and every new entry donning the italic H against the best from Toyota, Ford, General Motors and Honda.

Hyundai's most recently refreshed product is the 2011 Azera. When the Azera first arrived on U.S. shores as a 2006 model, it came came close to nixing the "for a Hyundai" stigma with an impressive level of standard equipment and a lower price tag than its competition. But even with a strong value equation and plethora of amenities, that original Azera still wasn't as refined as the current crop of winners coming out of South Korea. Can the freshly redesigned 2011 Azera, with an improved powertrain and increased level of luxury equipment, truly succeed like its all-star siblings?

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Photos copyright ©2010 Chris Shunk / AOL

The Azera has received more than a mild refresh for 2011, with a pair of upgraded powertrains, new headlamps, taillamps, fog lights and a host of tweaks and tucks to the front and rear fascias. Our Midnight Blue Limited tester included the only available option, a $1,750 navigation system, nudging the Azera's MSRP to $32,620. That's still about $5,000 fewer greenbacks than a similarly equipped Toyota Avalon or Ford Taurus. A good deal? Perhaps, but competing in the full-size sedan segment means measuring up on more than just price.

When looking over the Azera from the outside, the large sedan's newest features shine brightest, and not just because we're talking head- and taillamps. The Azera's headlights are pretty special, with the LED-encrusted, Audi-like elements begging for attention. The taillamps are pretty snazzy as well, as Hyundai has gone a bit nuts with the light-emitting diodes. The chiseled front grill also impresses, borrowing its basic shape from the Genesis Sedan while going all-in with chrome in a decidedly American manner. We're also fans of the rich, sparkly Midnight Blue paint job, which gives the Azera a welcome touch of class.

While the Azera's updated exterior elements add a touch of freshness, there are still more than enough throwbacks to push it towards the back of the pack visually. Exhibit A: a tall and somewhat awkward greenhouse. Compared to the steeply-raked, coupe-like roofline of the Sonata, the Azera looks as if it were penned by a fan of Oldsmobiles from the 1990s, and it doesn't fare much better against sleek-looking competitors like the Nissan Maxima or Buick LaCrosse.

2011 Hyundai Azera Limited side view2011 Hyundai Azera Limited front view2011 Hyundai Azera Limited rear view

Given that the Azera underwent just a refresh and not full redesign, we expected the tweaked exterior to fall short of game-changing. But the interior is another matter altogether. Since it's easier to swap out cabin components than re-engineer sheetmetal, refreshed vehicles often receive fairly substantial interior upgrades. Sadly, not so with the Azera. The interior looks essentially unchanged from the outgoing model, save for some aluminum graining on the center console and a low-tech eco indicator that's about as interesting as a check engine light. The Azera's interior wasn't terrible before with a muted cabin, comfortable seats and reasonably high quality materials on the dash, seats and doors. Unfortunately, "good enough" just doesn't cut it in a segment where MSRPs regularly exceed $30,000. The Avalon, LaCrosse and Taurus far outshine the Azera in this regard with better materials, cushier armrests (the Azera's is as soft as diorite) and superior aesthetics all around.

Park a new Sonata next to an Azera and even the optically challenged can see the larger Hyundai offers a far less compelling cabin while commanding a starting price that's several thousand dollars lower. On the high end of the company showroom is the Genesis Sedan – a fair comparison given our tester was within $1,000 of the starting price of Hyundai's Lexus-fighter. The base Genesis and uplevel Azera also share the same basic powertrain and both offer near identical levels of interior volume. The difference, besides the Genesis being driven by its rear wheels and the Azera its fronts, is that the Genesis comes packed to the sunroof with amenities and interior refinement, while the Azera struggles even against the not-long-for-this-world Buick Lucerne. For instance, the sat-nav on the Genesis – a massive, modern-looking system – dwarfs the Azera's seven-inch unit in both size and design.

2011 Hyundai Azera Limited interior2011 Hyundai Azera Limited front seats2011 Hyundai Azera Limited door panel2011 Hyundai Azera Limited rear seats

So the Azera's interior is many meters short of segment leading, but there is some good news under the hood. Remember the part about the Azera and Genesis Sedan sharing the same engine? The Azera Limited's new 3.8-liter V6 churns out 283 horsepower at 6,000 rpm and 263 pound-feet of torque at 4,500 rpm. (Lesser GLS models make do with a 3.3-liter V6 producing 260 hp and 233 lb-ft.). If you're thinking that the 3.8-liter provides a lot of pop for a sedan driven by its front wheels, you're right – particularly if you're slamming the go pedal from a dead stop. While bull riders would love that level of torque steer, we're less inclined to saddle up. But when you're already in motion, the extra punch is very welcome, and as an added bonus sounds damn good from the driver's seat.

When mated to its new, smooth-shifting six-speed automatic transmission, the revised Lambda 3.8-liter V6 proves is very competent and impressively smooth – easily the best attribute the Azera has to offer. And all that power doesn't kill you at the pump, as the EPA rates the 3.8-liter V6-powered Azera at 27 miles per gallon on the highway and 19 mpg around town. We managed to average just under 22 mpg, mostly because we were "fully experiencing" the 3.8-liter engine.

2011 Hyundai Azera Limited engine

Dynamically, the Azera is competent for a vehicle that tips the scales at 3,585 pounds. Beyond its torque steer problem, Hyundai has managed to tie down the chassis to the extent that it doesn't offend an elderly buyer looking for a smooth ride. Body roll stays within an acceptable range, though our tester's 235/55VR17 Michelin rubber emitted predictably high levels of tire squeal when pushed. Steering was a bit heavier than we found at the helm of the similarly sized Avalon – generally a good thing – though any semblance of feel went undetected by our paws. Overall, the Azera feels just about how we'd expect a large family sedan to drive – not as tight as the Maxima and not as loose as the Avalon.

So we've established that the Azera shouldn't waste the application fee for any beauty contests, its interior could use some love and its powertrain is a strong suit. Is that enough to propel Hyundai's updated sedan past the "for a Hyundai" designation? In a word, no. Truth is, the competition from Toyota, Buick, Nissan and Ford has it all over the Azera in most every way. The closest the Azera comes to sniffing the winner's circle is with the Limited's excellent V6 engine, but this segment is chock-full of competent powertrains. And we'd argue that "for a Hyundai" isn't even fair to the marque's other products. Is it as good as a Sonata? The Genesis? No.

2011 Hyundai Azera Limited rear 3/4 view

So why has Hyundai decided to let it hang around? Even though it's been a slow seller, we hear that Hyundai has kept the Azera in its lineup for buyers who come in to sample the Sonata, only to walk away because its styling is too avant-garde. If that's the strategy at work, it also neatly explains the visual conservatization brought about with the car's 2011 facelift. Said another way, the Azera remains as a hedge bet for keeping elderly and more traditionally minded customers in the fold who are looking for comfortable full-size transportation with a good warranty. By that yardstick, it succeeds – but only just. In 2006, we would have called the Azera competent, affordable and perhaps even a bit surprising, but it's 2010, and these days we expect more.

Photos copyright ©2010 Chris Shunk / AOL

All-new luxury sedan is smooth and efficient.


Hyundai Azera is all-new for 2012, the second generation of Hyundai's flagship luxury sedan. Larger and more luxurious than a midsize, Azera compares well with the Toyota Avalon, Nissan Maxima, Buick LaCrosse, and Ford Taurus, all large, front-wheel-drive sedans typically loaded with leather and all the bells and whistles, and it aspires to compete with the Lexus ES and Acura TL. 

Our test drive of this new car revealed the 2012 Azera is comfortable for long distance cruising and economical for urban transport. Azera is smooth and quiet, it gets excellent fuel economy, and its cabin is nicely furnished with quality materials and controls that are easy to operate. 

There's only one trim level, one powertrain, one price and one option, so picking the Azera you want is very easy. Priced at a highly competitive $32,000, this four-door, five-passenger sedan is powered by a remarkably efficient, 3.3-liter, 293-horsepower V6 driving the front wheels through a 6-speed automatic transaxle outfitted with the Shiftronic manual shift feature. The hardest decision will be choosing the color. 

The new Azera comes standard with features often optional in this class. Heading the list is a full-featured navigation system with rearview camera and automatic, dual-zone climate control. Leather is standard as are HD Radio and XM Satellite Radio, a 10-way power driver's seat and 8-way power front passenger seat. The seats are heated, front and rear. Options include ventilating fans for the front seats, a 550-watt premium sound system, a two-pane panoramic sunroof, and a power rear sunshade complemented by manual sunshades on the rear side door windows. 

EPA-estimated fuel economy is 20/29 mpg City/Highway, numbers that top the competition save for the Avalon's matching EPA City estimate. Azera also gets Hyundai's new Active ECO system that reins in throttle response and alters the transmission's shift points to eke out more miles per gallon. Hyundai's engineers say this system in the right conditions can deliver an improvement of around 7 percent. 

The 2012 Azera's styling presents a less flamboyant iteration of the Fluidic Sculpture motif that debuted on the 2010 Sonata. Where the Sonata's arrays of flowing curved lines flowed strongly and consistently from grille to trunk, the Azera presents, shall we say, an interesting blend of subdued echoes of the marque's motif, with a stately front view, a sporty side view and a classy rear view. The lineage is indisputable, but the Azera's visions are unique. Not all car makers can carry this off, but Hyundai manages to do so with panache. 

Interior treatment, materials and finishing are top end. It's everything that's needed, with nothing that isn't, and all where it should be. Controls are well marked and easy to operate. Instruments communicate needed information as does the 7-inch, touchscreen navigation system-cum-backup camera display. The interior is roomy, too, and ahead of the competitors in a number of measurements, not the least being all-important front seat head room and leg room. 

Ride and handling are well mannered. It's not sporty, but that's not an aspiration of the new Azera. What is, is comfortable long distance cruising and economical urban transport. Automatically adjusting shock absorbers level high-mileage interstates and urban streets. Capping it off, the Azera adds to Hyundai's recent string of strikingly quiet cars, attributable in part to well placed sound deadening but also to sophisticated vibration isolating and motion counterbalancing underhood structures. 

There was a time when Hyundai struggled to earn shoppers' consideration. The 2012 Azera confirms that time is long past. 


The 2012 Hyundai Azera ($32,000) is powered by a 293-horsepower, 3.5-liter V6 driving the front wheels through a 6-speed automatic equipped with Sportronic manual shift mode. Standard features include automatic, dual-zone climate control; touch screen navigation system; power driver and front passenger seat; heated front and rear seats and outside mirrors; leather trimming on all seats and on the steering wheel and shift knob; keyless proximity lock and unlock and push button engine start and stop; 450-watt, multi-media audio system with HD Radio, XM satellite radio with a 3-month trial subscription and iPod/USB and auxiliary inputs; and Bluetooth capability. 

The single option is the Technology Package ($4000), adding such niceties as a power tilt-and-slide, two-pane, panoramic sunroof; power adjustable, tilt-and-telescope steering column; two-setting memory for driver's seat, outside mirrors and steering column; fan-ventilated front seats; Infinity premium speaker system with subwoofer and 550-watt external amplifier; power rear sunshade and manual rear side window shades; and parking assistance sensors. 

Safety features comprise front, side and curtain airbags, plus a driver's knee airbag for a total of nine airbags; rear-impact reducing front seats; electronic stability control with traction control; antilock brakes with electronic brake-force distribution and brake assist; tire pressure monitoring system; and a rearview camera. 


Our first impression of the 2012 Azera's front end is that the car's an ever so slightly larger edition of its wildly popular Sonata sibling. At first glance, the grille looks like it's taken directly from the Sonata assembly line and bolted onto the Azera. It isn't, of course, and on closer examination, its cross bars and framing are thinner and it's subtly recessed in the surrounding fascia, giving it a more stately presence. The headlight assemblies wrap farther around the front fenders and are more sharply tapered at both ends. The bumper and lower fascia are flat and edgy, with sharply outlined lower air intake and fog lights. But that grille dominates, which, depending on one's opinion of the Sonata's styling, can be good or not so good. 

Side view presents a subdued iteration of the styling theme Hyundai labels fluidic sculpture. A sharp crease starts behind the trailing point of the headlight housing and then fades just forward of the B-pillar, the vertical roof support between the front and rear door windows. Another, even sharper crease begins just ahead of and then flows over the top of the rear door handle, kicking up as it rounds the rear fender to flow into a gentle lip topping the trunk lid. A lesser character line runs the full length of the Azera, from the front wheelwell to the leading edge of the taillight. All of this sounds busy, but the differing degrees of severity in the lines blend and complement nicely. The roofline is fast, arcing gracefully from just behind the front wheelwell to just aft of the taillight's leading edge, with a triangular rear quarter window emphasizing the deeply sloped backlight, or rear window. Perfectly circular wheelwells wrap snugly around low profile tires, putting the finishing touches on a fresh, sporty profile. 

As for the rear perspective, were it not for the trademark Hyundai flying H perched proudly above the reflector band tying together the high tech LED taillights, one might for a moment, while squinting with one eye, think Aston Martin. The dual exhaust tips integrated into the lower bumper contribute to the illusion. But opening that eye reveals a much taller body than on that megabuck Brit, although in all truth just as pleasing a collection of arches and cut lines. 


From the comfortable, evenly supportive, 10-way power driver's seat to the 8-way power front passenger seat (which includes a height adjustment, often a rarity even among pricier sedans) to the dual-zone, automatic climate control to the navigation system with its 7-inch screen, Azera's cabin coddles its occupants. 

The standard leather upholstery is supple without being soft. The Technology Package includes a most welcome extendable section on the driver's seat for thigh support, and the front seats have remarkably effective ventilating fans, the combination of which made the long stretches between refueling stops quite bearable. 

The instrument cluster glows soft, blue and white lighting that's easy on the eyes. Primary controls for personalized settings and audio and climate systems are conveniently and clearly mounted on the center stack, which flows smoothly up from the center console with its properly positioned shift lever and seat heater buttons. 

Dash styling is a bit swoopy but is integrated nicely with the interior door panels, which along with the passenger dash are graced with thin strips of blue ambient lighting when the Technology Package is added. The uplevel sound system delivered wonderfully full and robust sounds; even satellite sports talk radio sounded almost conversational. 

Storage is plentiful, with front-door map pockets apportioned, proportioned and molded to hold real maps and water bottles, always capped, of course. Twin cupholders fill the front center console next to the shift lever. The rear seat gets twin cupholders in a fold-down center armrest and magazine pouches on front seat backs contoured to provide added knee room. 

Front-seat occupants of the Azera will enjoy more head and leg room than drivers in the Taurus, Avalon, Maxima or LaCrosse, although the Azera's hip room gives up a smidgen to all but the Maxima. Rear-seat passengers won't notice any difference in headroom among these sedans but those in the Azera and Maxima will give up a couple inches in leg room to those in the other cars. Azera families also will have at least two more square-feet of trunk space for luggage and weekend gardening supplies than the Avalon, Maxima and LaCrosse, while the Taurus trunk will hold almost four more foot-square boxes than the Azera's. 

If there's any finding fault with the Azera's interior it's with such minor issues as having to use your foot instead of your hand to set the parking brake and what to some might seem an overabundance of steering wheel-mounted buttons. One suggests a policy of insulating the driver, the other of encouraging, almost demanding involvement. Over a half-day/half-night, 600-mile trip, however, such seeming inconsistencies faded to trivialities. 

Driving Impression

Our experience in other Hyundai cars had us looking forward to our time in the new Azera, and we weren't disappointed. That 600-mile trek, almost all of it on interstates and including crossing from Nevada into California's Central Valley over the Golden State's Tehachapi range, returned a solid 29 miles per gallon with the speedometer needle positioned almost constantly north of 70 mph. California's State Highway 99, which serves as the primary north/south truck route for hauling the State's abundant produce to market and is, therefore, somewhat well worn, presented little challenge for the Azera's new, self-adjusting suspension. Road noise and buffeting from passing 18-wheelers was minimal. And did we mention the heavenly ventilated seats?

The Azera was just as accommodating, easy to drive and fuel conscientious around town on daily commutes and runs to the grocery store and to local eateries. A couple of hundred miles around town pulled the gas mileage down to 24.5 mpg, in large part a consequence of delightful, foot-to-the-floor merges onto local urban freeways. It's not a car that likes to be driven hard on winding two-lanes, taking a bit longer than hoped for to settle onto the suspension when entering a turn and equally casual when pushed quickly through a series of lefts and rights. On those types of roads, we'd probably opt for the Taurus. But as a family car and commuter, it's in its element and easily competitive with, if not the better of, the bunch. 

Not the least of its winning ways is the almost complete absence of noise, vibration and harshness. It's close to totally silent when idling at a stop light and though it's not quite as silent underway as some of the other cars in this class, it's close. What tire noise there was seemed more related to the optional low profile rubber on 19-inch wheels than anything fundamental or structural with the car. Tolerances were properly tight between body panels and interior bits and pieces, with nary a hint of a squeak or rattle, including in the somewhat complex, dual-pane, panoramic sunroof, which rear seat passengers flat out loved. 

Brakes never squealed or delivered anything but solid, controlled, confident stops. 


The 2012 Hyundai Azera is a winner. It's sharp looking, roomy, quiet and gets excellent fuel economy. 

NewCarTestDrive.com correspondent Tom Lankard filed this report from Sacramento, California. 

Model Lineup

Hyundai Azera ($32,000). 

Assembled In


Options As Tested

Technology Package ($4000): power tilt and telescope steering column; two-setting memory for driver seat, outside mirrors and steering column; panoramic power tilt and slide sunroof; premium sound system; power rear sunshade and manual rear side window shades; ventilated front seats; parking assist sensors; HID xenon headlights; P245/40VR19 tires on alloy wheels. 

Model Tested

Hyundai Azera ($32,000). 

*The data and content on this web site is subject to change without notice. Neither AOL nor any of its data or content providers shall be liable for errors in the content, or for any actions taken in reliance thereon.

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