2012 Buick LaCrosse vs. 2012 Hyundai Azera vs. 2013 Lexus ES 350 – Comparison – Motor Trend

18 May 2015 | Author: | Comments Off on 2012 Buick LaCrosse vs. 2012 Hyundai Azera vs. 2013 Lexus ES 350 – Comparison – Motor Trend
Hyundai Azera

Elimination Round

The Azera is a wild card. Based on the platform, it’s sort of Avalon — 3.5 inches than the Sonata and 1 inch And the biggest winner is rear which is inflated by 2.2 inches.

But immediately struck us was the Azera’s interior. If Audi is the leader in artful interior design, has become the ringmaster of mass-market dazzle. How well does it work?

We’ll get to that, but the numbers. Two insights emerged sifting through the data we at Auto Club Speedway in California. First, the ES is a comparatively car, light enough to its last-place horsepower (268 the Azera’s 293 and the LaCrosse’s 303) a sizable acceleration advantage.

its 6-second-flat, 0-60 mph time is quicker than the Azera’s and a second better than the Buick’s. The new ES is even 55 pounds than its predecessor, delivering 2.4 combined EPA mileage (2013’s mpg versus 2012’s 22.2). of that is because of its Michelin MXV4 tires, which to be the same low-rolling-resistance rubber by the ES 300h hybrid. Unfortunately, it

The Lexus understeered its way round the course’s corners at a crummy g, not helped at all by its group-worst weight (61% of it up front). Frankly, I if this car had the wrong tires, but a confirmed that these are the prescribed footwear.

Numerically, the track numbers offer a particularly clear – the Lexus is quickest in a line; the Hyundai stopped in the distance; the Buick delivered the lateral grip. However, differences most certainly from our figure-eight lapping. what I said about the On the road, the Buick seems to pitch and roll, but here, it’s being driven much harder, that largely disappears.

It really with the program and turns in a lot than I expected. Unfortunately, its are way too wide a perch for performance and its insanely-wide A-pillars badly your view while On the Azera: This car’s is a tick more remote the Buick. Its on-center response is but add in some angle and the front end abruptly. The Buick’s steering is no shakes, but it’s better this.

Within a few laps the was really punishing its front And the ES 350: Although its stability is still presiding over its touch is so subtle, I was able to spin the inside front at will while cornering. All its seem to have a little clarity than the other but that understeer is a real

And its seats? Frankly, I’m flying into the door The support is virtually nonexistent. To be though, for cars in this sportiness is an optional reward.

But refinement better be standard And so we took all three cars to a long, straight, delightfully road late at night to interior noise over an one-mile stretch. (The were averaged two-ways.) time, the ES 350 bested the Buick in noise, 24.6 sones 66.1 dBA) to 25.3 (66.7 dBA). The Hyundai was a blink behind, tying the in sones, but generating 66.8

After two rounds, the Lexus which had completely failed to our Mr. St. Antoine — appears to be by a nose. Was he mistaken?

Our final was our Mount Palomar, site of the and mighty 200-inch Hale and perhaps its proximity would the insight we’re needing. The climb to Palomar’s summit is a set of horsepower- and agility-testing kinks; the a looser ribbon of road gradually unwinds down the stressing brakes and stability as it Connecting them is a leisurely to judge luxury-car credentials.

And at its is Mother’s Restaurant, our headquarters for pie-eating and debriefing. Benson on the Buick: The LaCrosse’s small mirrors attempt to hide the girth, but its lazy body give away the car’s purpose. In … mode, its body roll is well-controlled than expected) and the wide offer surprising stick. good stability in fast but you use tangible effort to keep body in place.

This is the softest brake of the bunch, and those sounds from underneath the hood are not so On the ES 350: It’s loud for a and I’d wager it’s than the previous-gen ES. There’s a lot of noise and it wanders quite a bit The ES’ powertrain is probably the engine and transmission of this by a smidge over the Hyundai. all-around visibility.

But about its qualities, Benson opined, no grip. Its steering response is OK, artificially heavy. It’s than its predecessor, but there’s no grip.

Interesting comments. new ES 350 is really suffering from a bad of unmet expectations. It’s than we expected. And rides than we expected. When you into a Lexus, you’re at minimum, Lexus quietness and suppleness.

And you hope you’ll be by more. I’m starting to get St. beneath what Lexus is capable of comment.

And here’s on the Azera: As long as there too much going on for the chassis and to cope with, the car glides though it feels like it a little more suspension for this segment. Wind is prevalent, primarily coming around the windshield. Surprisingly, long, slender side don’t appear to contribute to the About its performance traits: Its brake bite feels you’re tapped out of braking but more is there.

Its suspension is communicative enough, but the rebound behavior makes it jittery through poorly turns. Maybe the shock are retaining too much heat? In any the steering is really good at all the bad parts of the driving moment some of the good).

I think the end moves around more the front when in …

Where does this us? With the cars parked, we all the seats, fiddled with and contemplated the meaning of it all. on the Buick’s interior: There’s a lot of storage opportunity on the flowing console and too much redundancy on the controls.

Its back seat very cramped in relation to and ES 350’s though it’s the largest. And I discovered that I put an address into navigation while in motion. I like the big wheel on the center stack controls functionality, but its mirrors’ spot warning indicators wash out if the sun is hitting just Leaving the left blinker on for changes the turn signal to a different alert tone super neat.

Azera: car’s cabin presentation is forward-thinking here. Dark give it a cool, classy and I like the ringed lighting around the cabin. Center is definitely design-driven and the huge knob is somewhat out of place. of cool, soft lights make it impressive to look at at

The Azera’s shifter, like the remains too close to the driver. the power seat controls on the panel a la Mercedes is a mind every time. And there’s seat heaters (outboard Can put address in nav system while but can’t add new cellphone profile via unless the car is in Park.

And its panoramic is impressive. ES 350: Disappointing to its fellow newcomer, the GS. The GS’ is in genuine contention to be called but the ES cut several corners.

Beige do it no favors and the separated cupholders on the look very out of place. its cavernous second row should many a backseat driver. The thing here is its nicely center display screen.

Its controller works well but needs a physical back near the mouse and a software so the GUI graphics and text enter the world. (The latter is a Toyota problem.) All three of cars offer generous with the Azera leading in front head- and legroom, front and rear shoulder The ES 350 had the best rear headroom, the Buick bested the Lexus’ legroom by a half-inch.

There’s also a notable in trunk volumes. Azera the most, with 16.3 feet, and the Buick is the smallest at

 Seriously. That the conclusion of article is funny. Is this a Wow, it must be a Typo.

Hyundai Azera
Hyundai Azera
Hyundai Azera
Hyundai Azera
Hyundai Azera
Hyundai Azera
Hyundai Azera
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