Large-sedan reviews

Unpredictable spikes in gasoline prices have steered many buyers toward smaller, fuel-efficient cars. But if you're willing to trade some gas mileage for a vehicle with a roomier, more upscale cabin and a more refined driving experience, several well-crafted large sedans might better suit your lifestyle.

The biggest news in this group is the ongoing regeneration of Chrysler's flagship 300. When we tested the V8-powered 300C last year, we found it to be a huge improvement over the mediocre original. For 2012, the 300's V6 engine was paired with a smooth-shifting eight-speed automatic transmission, which improved driveability and helped the large sedan get a decent 22 mpg in our fuel-economy tests. Its 83 test score now puts the 300 V6 near the top of this class, below the Hyundai Genesis.

We also tested the redesigned Hyundai Azera; a Buick LaCrosse equipped with GM's eAssist mild-hybrid system, which achieved a best-in-class 26 mpg overall; and the freshened Ford Taurus, which suffers from a cramped interior, limited visibility, and complex controls.

None of the four sedans in this month's group are recommended. We don't have enough reliability data for the redesigned 300; the Azera and LaCrosse eAssist are too new; and the Taurus scored too low.

A 2011 redesign of the 300 put Chrysler's flagship back on the map in the large-sedan category. It provides a comfortable ride, responsive handling, and a roomy, quiet, and nicely appointed cabin that's packed with features. Though the muscular V8-powered 300C delivers more oomph, most buyers will probably be quite happy with the 3.6-liter  V6 engine, which combines strong acceleration with a commendable 22 mpg overall, 4 more than the 300C. An eight-speed automatic transmission, which was coupled with the V6 for 2012, provides smooth shifting but suffers from a hard-to-use electronic shifter.

The 300 is based on the same platform as the Dodge Charger, but the Chrysler scored higher in our testing.

Polished, efficient drivetrain. The 292-hp V6 and new eight-speed transmission contribute to the 300's refined character. The transmission shifts often but performs the gear changes smoothly, much better than the previous five-speed. The fussy electronic shifter requires a firm tug and holding a button, and finding reverse can be difficult. Chrysler is working on improving that.

Unlike the rest of this group, the 300 is rear-wheel drive, with all-wheel drive optional.

Handling is sound, and the steering is reasonably quick and appropriately weighted. At our track, the 300 was steady and secure, posting a modest speed through our avoidance maneuver with no surprises.

The cabin is hushed, with very little road noise, but the engine can sound raspy at lower speeds. A high point is the steady and compliant ride. Our  V6 Limited, equipped with 18-inch wheels, is particularly absorbent, giving the car a stately feel. The optional 20-inch wheels and lower-profile tires make the ride somewhat stiffer.

Plush and comfortable. The interior is nicely trimmed with padded surfaces, well-finished leather, faux wood, and quality carpeting. Drivers have plenty of room behind the optional power-adjustable steering wheel, which tilts and telescopes.

The front seats are firm and well shaped, with supportive padding, and have a power lumbar adjustment. But some drivers may find the seat cushions to be too long, and shorter drivers may have a hard time reaching the power-adjustable pedals.

Two adults can sit very comfortably in the rear with plenty of room. But the center seat, which sits over a wide driveshaft tunnel, is a hard perch with little room for legs or feet.

The optional touch screen, which controls audio, navigation, and climate functions, is easy to use. But some adjustments, such as airflow direction and radio presets, may require changing screens. We like that there are also knobs and buttons for basic radio and climate functions. The Garmin navigation system is simple to use, and a voice-command system can handle phone, navigation, and audio functions.

The thick steering wheel is nice to grasp but partly blocks the view of the gauges. Shiny trim and reflections cause glare on readouts.

The trunk is well finished and spacious. And you can create more room by folding the 60/40- split rear seatbacks.

The Azera, which was redesigned for 2012, is more stylish and refined than its predecessor and is now more competitive among large sedans. Like many Hyundais, it provides a lot of features for the money.

A spacious, nicely finished cabin has comfortable, roomy seating for five people. Under the hood, a smooth, powerful 3.3-liter V6 engine returns 23 mpg overall, which is among the best in this class.

Handling has improved too, but the Azera is still not as agile as some of its competitors. It also suffers from a stiff, unrefined ride, which detracts from the car's luxury intentions.

Ride and handling shortcomings. In general, the ride is controlled and compliant, but it's marred by short, frequent motions on the highway that compromise comfort. Although the Azera is very quiet overall, its engine gets a bit raspy at high revs and while idling it emits a diesel-like clatter from the direct fuel-injection system.

Steering is vague and feels artificially heavy. When pushed to its limits at our track, the Azera plowed its nose very early on, which made the car feel ungainly. Still, it posted a decent speed in our avoidance maneuver.

The Azera's 293-hp V6 is responsive and thrifty. An economy mode helps improve gas mileage by blunting engine and transmission response. The six-speed automatic transmission shifts smoothly and is normally responsive, but some downshifts can require a firm nudge of the throttle.

Comfortable cockpit. The interior is nicely finished and well assembled but not over-the-top. Dash and door tops are padded, and all the storage compartments are flocked.

The Azera's cabin feels very spacious, with plenty of foot and leg room. But taller drivers found head room to be a touch snug under the optional sunroof, and some wished the power tilt-and-telescopic steering wheel extended further toward them. Shorter drivers were able to get within easy reach of the wheel.

The roomy front seats are well padded and comfortable. Opting for the Technology package adds a welcome power thigh-support adjustment. The rear has plenty of leg and foot room. It's wide enough for three, but the way the seats are contoured tips people toward each other, which reduces comfort.

The driver's seat and steering wheel power out of the way to make more room when you're getting in. The sloping roofline is a bit of an impediment when getting into the rear.

Brightly backlit gauges are easy to read, and most controls are simple and well labeled. But the radio lacks a tuning knob and has a lot of similar buttons crammed tightly together. The center touch screen is simple to navigate, with large onscreen fonts and buttons, but it's a long reach away from the driver. Hyundai's Bluelink infotainment system uses a smart-phone connection to bring weather, traffic, and other features to the car's navigation screen. Voice commands can control some functions.

The trunk is large, and the rear seat folds 60/40 to expand the cargo space.

The quiet, luxurious, and economical LaCrosse is a sophisticated, modern sedan. It delivers a steady ride and responsive handling, qualities that haven't usually been associated with the Buick nameplate.

Although the LaCrosse's base drivetrain still uses a 2.4-liter, four-cylinder engine, for 2012 it's supplemented by GM's eAssist light hybrid system, for a total of 182 hp. That improves acceleration and fuel economy, resulting in a category-leading 26 mpg overall.

But several faults keep the LaCrosse from reaching the top of the class, including a narrow cockpit, a busy dashboard, obscured sight lines, and trunk storage that's compromised by the hybrid battery.

Power boost. The electrically aided four-cylinder engine is mated to a smooth, six-speed automatic transmission. That combo delivers adequate power and responsive performance. If you want more power, you can get a 303-hp, 3.6-liter V6 that provides stronger acceleration but only 20 mpg overall.

The LaCrosse's ride is serene, and pavement flaws are soaked up with only muted kicks. Motions are steady and controlled. The highway ride is very smooth and relaxed. V6-powered models usually come with larger wheels that create a busier ride. The cabin is quiet overall, but the four-cylinder engine can sound somewhat raspy.

In everyday driving, the LaCrosse corners well and feels responsive, with restrained body lean. The steering feels light at low speeds but firms up as speed increases. When pushed to its handling limits at our track, the LaCrosse felt secure; it posted a commendable speed through our avoidance maneuver.

Nicely detailed cabin. The interior is luxurious, with high-quality materials, many soft-touch panels, generous wood trim, and stitched detailing. Most trim pieces fit together well, and fit and finish has improved since our 2010 test.

Drivers are helped by a tilt-and-telescoping steering wheel and a sliding armrest on the center console. But the driver's space is narrow for a big sedan. A wide center console intrudes from the right, and the kick panel pushes into the foot room on the left.

The LaCrosse's biggest flaw is impaired driver visibility. The windshield pillars are very thick, blocking the view in the corners. And the other windows are small.

We found the optional leather seats to be much more supportive than the standard cloth ones. Front seats are well padded and shaped, with generous lower-back support aided by a power adjustment. Some drivers felt that the head restraint was too close. The spacious rear seats are well shaped and comfortable, but the low roof robs some head room.

Controls are straightforward, but picking the one you want from the sea of buttons isn't always easy. Some gauges are hard to read, and the chrome trim can create annoying reflections on them. The dual-zone climate system works very well.

The hybrid battery pack eats up cargo space, resulting in a relatively small trunk for this size car. The rear seatback folds, but the battery placement allows for only a tiny pass-through.

Updated for 2013, the Taurus is quiet and rides smoothly, traits buyers expect in a large car. Tweaks to the 3.5-liter  V6 brought more power and a decent 21 mpg overall, a 2-mpg improvement. And like other Fords, the Taurus is jam-packed with features.

But the car's interior is cramped, and it's not easy to see out. Plus most Tauruses now come with the complicated, cumbersome MyFord Touch control system. That dragged the Taurus' overall test score down to just below our threshold for recommendation and makes the Taurus the lowest-rated model in this category. Reliability has been average.

Well-balanced performance. The Taurus has a steady ride, especially on the highway. Bumps are well absorbed. The quiet cabin is largely free from road and wind noise, with only some engine noise evident during acceleration.

Agility isn't a strong suit. Body lean is controlled in corners, and the steering has decent response, but it's devoid of feedback. In our avoidance maneuver, the Taurus reached an adequate speed, relying on stability control to keep it in line. And the wide, 42-foot turning circle makes parking difficult.

The 288-hp V6 can sound harsh when pushed. It's mated to a six-speed automatic transmission that comes up short on shift refinement and response. Other engine choices include a smooth and efficient 240-hp, 2.0-liter turbocharged four-cylinder (which wasn't available in time for this month's test) and a 365-hp, turbocharged V6 in the high-performance Taurus SHO. All-wheel drive is available with the V6 engine and is standard on the Taurus SHO.

Overwhelming controls. The MyFord Touch system offers a variety of ways to enter commands: a touch screen, steering-wheel controls, flush switches, and voice commands. But the screen's many buttons and small fonts make it difficult to use, and you wind up toggling through different menus to perform many functions. The flush buttons are fussy and difficult to tell apart. Voice commands work well for navigation and music players but can be cumbersome for climate control and radio tuning. Pairing a phone and connecting a music player are easy.

The interior has thickly padded and wood-trimmed panels. But fit and finish falls short; rough edges and wide gaps are evident.

You'll find a cramped driving position with a big center console hogging space on the right and little foot room on the left, though head and leg room are sufficient. The seats and pedals have power adjustments, but taller drivers wished they could pull the tilt-and-telescoping steering wheel closer to them.

Front seats are supportive and well padded, but they're narrow and there's not enough thigh support for some tall drivers. The rear seat is comfortable, but head and leg room are less than in some smaller family sedans.

Other than the analog speedometer, all the gauges are digital. It takes a stiff push to fully activate the turn signals, and a lot of controls, including wipers, share that single stalk.

The trunk is huge and nicely finished. But its exterior release is low, where it gets dirty. The rear seat folds down in 60/40 sections.