Comparison: 2010 Ford Taurus Limited AWD vs 2011 Toyota Avalon Limited vs 2010 Hyundai Genesis 3.8
Mature Audiences: A Trio of Four-Doors in Which Age Matters
DISCLAIMER:DO NOT attempt to buy one of the three large sedans seen on these pages unless you are (A) ready to retire, (B) on this earth to serve as a highway chicane, (C) allowed to use blue-lined parking spots. Okay, we kid. But not about choice A, which is absolutely true. From August 2009 through July 2010, median-age buyers of the Toyota Avalon (64 years old), Ford Taurus (58), and Hyundai Genesis (58) were all on the verge of enjoying senior discounts. Truth be told, folks who purchase these full-size sedans do tend to be, um, mature, but not drastically more so than the average car buyer; in fact, 49 years is the median age of purchasers industrywide.
So why do older buyers flock to these sedans like snowbirds to Florida? Well, the four-doors assembled here are grand and roomy, so not only do they offer a high level of perceived safety (bigger is better, right?) as well as actual safety (the Hyundai, for instance, is five-star-rated across the board), but they oblige just about any chore, errand, or trip with ample space for passengers, Costco binges, bocce balls, bingo rollers, you name it. Further, with long wheelbases (111.0-115.6 inches) and independent rear suspensions, they promise -- and generally deliver -- supple rides that are especially appeasing to nagging family members or achy joints and muscles. And they have ample power (at a minimum, 263 horses), so worrying about a freeway on-ramp merge needn't be a pacemaker stressor.
For this test, we gathered three similar albeit notably different big boys. All feature advanced all-aluminum, twin-cam V-6 engines, six-speed automatic transmissions, leather trim, navigation, pushbutton start, Bluetooth phone capability, and at least six airbags. Yet, one is front drive, one is rear drive, and one is all-wheel drive. Our mission? To pick the ultimate compromise of comfort, luxury, and, last but certainly not least, driving enjoyment. In other words, the one that coddles three six-footers in the back seat with the most room, or the one that circles the skidpad with the highest lateral g, or the one that swallows six golf bags in the trunk with space to spare won't necessarily get the win on those merits alone. No, it will take an all-around performance -- one best appreciated by mature audiences.
Rich Design, Poor Package
"Looks tough on the outside," says executive editor Edward Loh. "Its broad stance, high sill line, slit headlamps, and technical grille give it a leopard look. The Avalon seems awkward in comparison, and the Genesis looks good but a bit anonymous." Without a doubt, Ford's reincarnated Taurus, back for the 2010 model year after years of rebadged Five Hundreds preceded by a hiatus (in which the Five Hundred attempted to replace the Taurus), is one sharp dresser. If comparison tests were based solely on good looks, Ford's astrological four-door would've won before we ever turned a wheel. But, of course, we turned a wheel, and the Taurus's handsome luster began to fade -- but not from how you might think. Allow us to explain.
Spin the Ford's meaty, leather-wrapped steering wheel, and the result is clear communication, fluid linearity, and, for a 4244-pound all-wheel-drive sedan, crisp turn-in. "Surprisingly neutral feel for an AWD car, but feels pokey," says Loh. In our objective handling and braking tests, the Taurus fell between the 3530-pound front-drive Avalon and the 3888-pound rear-drive Genesis, delivering 0.81g lateral acceleration, 27.6 seconds at 0.61 g in the figure eight, and 123 feet from 60 to 0. Bottom line: As the heaviest of the threesome, the sure-footed Taurus surprised us with a delightful demeanor along twisty roads.
Alas, we were disappointed with the Ford's uninspiring straight-line performance, gluttony for gas, and subpar packaging. Saddled with the most pounds and fewest horses, the Taurus struggled to 60 in a relatively slow 7.4 seconds. Not helping things was a sluggish six-speed that most agreed was unenthusiastic. A shame, really, because the 3.5-liter six is a stout, refined, and sweet-sounding engine. Nevertheless, the smooth motor pounds petrol at an alarming rate, whether according to the EPA (17/25 mpg city/highway) or our observed economy (17.6 mpg).
Inside, the Taurus looks much as it does on the outside -- sleek and sexy -- but space and comfort are compromised. Due to a high seating position, a low roofline, and a high beltline, as well as door panels and a twin-pod dash that look as if they've been inflated, the Taurus comes across bulkier and more confining than the others. Indeed, it ranks last in three of six interior measurements. Side and rear visibility are comparably poor, too, compounded by the lack of a backup camera, an oversight given the tall rear deck (for 2011, a backup camera is standard on the Limited). Last, a couple cheap bits, namely tacky mouse fur covering the rear shelf and exposed power cords under the front seats, reek of cost cutting. In this class, a $40,000 sedan should show less obvious evidence of cost cutting.
Limo ByLexus?
The Lexus LS 460, which boasts a long, 116.9-inch wheelbase and a very comfortable 35.8 inches of rear legroom, has nothing on the back seat in Toyota's updated 2011 Avalon. Nor does the Taurus or the Genesis. And for all that, nor does Hyundai's all-new Equus flagship. The Avalon, riding on a 111.0-inch wheelbase, somehow manages to offer a unfathomable 40.9 inches of rear legroom, two more than the next closest of the above mentioned luxury-liners, the Equus. Suffice it to say, Toyota's limo has a La-Z-Boy of a back seat, which, just like a La-Z-Boy, reclines for complete and utter comfort. Limo analogies don't end with the back seat. The Avalon's ride, too, is soft and serene, making this big Toy ideal for long hauls, whether to the airport or cross country.
Given its supple suspenders, the Avalon ranked behind the others in objective and subjective handling scores. Its skidpad (0.76 g) and figure-eight (27.7 sec at 0.61 g) performances trailed those of the Taurus and Genesis, and the same can be said of the Toyota on a curvy byway. "The limits are very low in the twisties," observes Loh. "Tires howl at the mere suggestion of understeer, followed by an abrupt nudge from the stability-control system. These elements conspire with noticeable body roll to make the Avalon a difficult, uninspiring car to drive briskly." The steering, feathery and great for cruising, is not well suited for hustling home over the mountain. "Steering is light and on-center is pretty solid, but there's not a lot of feel when arcing right and left," notes our Exec.
In dominating a dragstrip, though, the Avalon impressed all drivers. Zero to 60 takes a scant 6.2 seconds, and the quarter mile registers in only 14.7 at 95.6 mph. The little old lady from Pasadena would surely drive this car. "Refined 3.5 that sounds as sweet as it goes. A lively engine, always eager," says Loh, adding, "surprisingly quick in a straight line and buttery smooth at triple-digit speeds." Moreover, the six-speed auto proved quick, seamless, and, thanks to manual and sport modes, very user-friendly.
Our Limited tester, at $37,894, wore the least expensive price tag, despite such features as auto up/down for all windows, navigation, backup camera, Bluetooth phone and audio, driver-knee airbag, Xenon headlamps, and heated/cooled front seats. Even more savings are guaranteed via the best fuel-economy figures (20/29 EPA, 22.1 observed). What kept the Toyota from taking top honors, other than its languid handling, were bland sheetmetal and a lack of personality. Oh, and a certain Hyundai.
Comprehensive Performance
Objectively, the Genesis 3.8 makes a compelling case for being top gun of this shootout. It has the most horsepower (290), the most torque (264 pound-feet), and the best basic warranty (5 yrs/60,000 miles) all at the lowest base price ($33,800). It's the quickest from 0 to 60 (6.0 seconds), to the quarter mile (14.6 at 95.7 mph), around the skidpad (0.86 g), and through the figure eight (27.1 at 0.64 g). And it provides the shortest 60-to-0 stopping distance (117 feet) and the tightest turning circle (36.0 feet). Subjectively? Just as compelling.
From the logbook: "Sportiest of the group and the most rewarding to pilot,"and "Good body control, nice steering feel, strong brakes, and spirited Lambda V-6." Loh, who also appreciates the Hyundai's "solidity and quickness," notes, "The multimedia control knob, the power tilt/telescope steering wheel, and the yards of leather put the Genesis a class ahead of the Taurus and Avalon." While leather trim is included in the $33,800 base price, the $2500 Premium Package, which adds plusher hides and a leather-wrapped dash and door trim, takes the Genesis to a higher level. Even the Lexicon audio system -- part of the $5500 Technology Package that includes nav, 18-inch wheels, Bluetooth phone, Xenon headlamps, backup camera, smart cruise control, and cooled driver seat -- uses five more speakers than the Ford's Sony and Toyota's JBL systems.
Gripes? Naturally, we have a couple. The 3.8's ride, as we've experienced in the V-8 Genesis 4.6, can be "a bit pebbly and nervous," as Loh puts it. And during aggressive cornering over uneven pavement, the Genesis tended to exhibit an unwanted kickback through the helm. Otherwise, we were all grins. The backseat, while not as cavernous as the Avalon's, was still spacious and comfy. Gas mileage, at 18/27 EPA and 21.0 observed, was downright respectable, especially in light of the sports-car acceleration and grip. Overall, the Genesis substantiated itself as more engaging than the Taurus, more fun than the Avalon, and more rewarding than both. As Mike Connor concluded: "The Hyundai is far and away the superior car here. When it comes to luxury, refinement, and dynamics, the Avalon and Taurus come across as wannabes; the Genesis, the real deal."
1ST PLACE: HYUNDAI GENESIS 3.8
The styling's a bit conservative and the ride's sometimes busy, but the combination of power, luxury, and comfort is second to none.
2ND PLACE: TOYOTA AVALON LIMITED
Hard to pass on the biz-class backseat, cloud-nine ride, and first-string speed. Easy to pass on the forgettable façade and disengaging dynamics.
3RD PLACE: TAURUS LIMITED AWD
Chiseled, handsome body and sporty all-wheel-drive chassis can't compensate for poor visibility, cramped cabin, and sluggish acceleration.
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