Hyundai Elantra car reviews

by David Zatz

Once upon a time, we marvelled on Hyundai’s vast leaps forward in car interiors, sound insulation, and quality, and suggested that all the Korean company needed to become a killer was decent engines. At that point, Hyundai engines tended to make good “paper” power, but in real life provided poor mileage for what power they generated. With the new Elantra, the last piece clicked into place, and Hyundai now has a fully competitive vehicle, with good power and decent gas mileage to complement the well-made body.

The Elantra is priced along with the Civic and Corolla, starting at $14,000 for a base model; our test vehicle was priced closer to a midsized family car, at $16,500, but was comparable in features, ride, and feel to cars costing well over $20,000. The five year warranty and Hyundai’s rising standings in quality surveys should overcome any reliability qualms.

Exterior styling uses the current t hree-angle-grille with raised hood center, as seen on the Dodge Charger and other Hyundais. The interior is par for the course, though far more integrated in appearance than most cars. Gentle curves bring the center stack out, in sharp contrast to the old Japanese custom of making the center stack look like, well, a center stack. The stereo and climate components are all neatly fitted as part of a whole rather than slapped in as afterthoughts. Other than that, our test car had a fairly dull and not particularly upscale interior, which puts it into the center of its class.

The ride of the Elantra is surprisingly well-mannered, with every surface dealt with nicely, from broken cement to sharp pot-holes. The road can be felt through it, but the driver does not jiggle-jaggle, bounce, or gently meander up and down as though on a yacht sofa. It comes close indeed to the perfect balance of road-feel and cushioning. Major shocks are inaudible, without the subsonic booming of many cars, and nasty roads are toned down dramatically.

Sound insulation is also quite good, with the interior noise staying at low levels until one gets to faster freeway speeds, at which point the engine starts to drone. The engine itself is rather noisy at higher speeds, but it’s not particularly annoying, and it’s easy enough to keep it quiet.

Power is fairly good; though the same engine, when tuned by Chrysler, is very peaky in torque, only making real power when running well over 4,000 rpm, the Hyundai tuning sacrifices a little high end power for a much better balance. At low engine speeds, the engine feels much peppier than the bigger 2.4 liter powerplant in the Chrysler Sebring or Dodge Caliber, though the horsepower rating is lower, allowing the driver to keep engine speeds down, which in turn keeps noise and fuel usage down. At high engine speeds, the Hyundai Elantra feels very fast indeed, and it doesn’t take long to get to those speeds.

Our test car had the five-speed manual transmission, which had a smooth clutch and a civilized shift feel, requiring little force for either movement. Reverse was locked out unless a little ring was lifted, a natural movement and a better way to deal with Reverse than having, as some automakers do, a noise that alerts you to being in that gear. The gear pattern was standard, with Reverse to the left of First to prevent accidental Fifth-to-Reverse shifting.

The discordant note in the driving experience was sounded by the steering, which had an unnatural, over-assisted feel to it. Cornering was surprisingly good, especially considering the gentle ride; it took unusually sharp or fast turns to get the tires to squeal, and in general cornering was far better than we expected from a car in this class (or with this ride).

Gas mileage was also better than expected, quite good for the modern day if unexceptional ten years ago (when sound insulation and safety both had lower standards). We averaged about 25 mpg around town and 33 on the highway, with the air conditioning on. EPA estimates are 28 city, 36 highway; the city rating is (as usual) rather optimistic, though 36 highway is achievable if you stick to the speed limit and don’t accelerate too hard. That’s not bad for a mid-sized car with a 138 horsepower engine, and gas mileage is, according to the EPA, identical with a manual or automatic transmission.

Interior space was more than adequate if not expansive; there was good legroom in front and moderate legroom in back, and good headroom in both locations. Indeed, the interior is larger than the Civic or Corolla, if smaller than the Camry, Accord, and Avenger.

The front seats could be more comfortable (and in some models they might be) and supportive, but that’s largely a matter of body size and taste. Ergonomics were generally good with controls in sensible locations. Visibility was excellent with only a small blind spot in the usual rear quarter. The controls included on-wheel audio and cruise; the cruise was a bit unconventional in layout but easy to learn, and featured both a “cruise active” and “cruise locked” light to make the situation completely clear. We liked this setup when it first appeared, but most competitors eliminated it when they started their ham-fisted cost-cutting.

The trip computer was implemented far better than most; a single button brings you through the functions (average speed, range, average gas mileage, trip odometer), and holding down the button resets whatever parameter you’re looking at. The button itself is large, clearly marked, and easy to reach without going around or through the steering wheel, as in some vehicles. Some options (like heated seats) that were not on our test car had well hidden buttons – unlike some cars that just shove on a blank faceplate on unused buttons, cheapening the looks.

The tilt/telescope steering wheel is also well implemented, using a friction mechanism rather than a “click into place,” making small changes possible. Our test car also had a power trunk release on the driver’s door, and a remote gas cap release on the floor by the driver’s seat.
Climate controls are similar to the new standard Dodge set, having bright chrome trim rings that do most of the action, with the center including markings and acting as an on/off button for the a/c compressor, defroster, and recirculation. They work just as well and feel just as good, but would look better without the knurled knobs. The air conditioner itself provided good cold air when the car was moving; when at idle, it wasn’t particularly effective. The fan was quiet except on its highest setting.

The stereo was easy to use and sounded clear with good stereo separation; the usual two-button system was used, with bass, treble, balance, and fade handled by pushing the tuning knob and then twisting it. The auxiliary (iPod) jack was given extra amplification to match typical iPod volumes, and was placed in a very sensible spot – at the bottom of the center stack, next to a power outlet, and right where one would naturally place an iPod (or other portable device).

The “airbag off” light for the front passenger seat is nicely styled and fits in well, without calling attention to itself unnecessarily as some GM designs do. At night, the white backlighting for gauges is nice enough, but day or night, the fashionable bright-purple backlighting on the stereo, clock, and odometer/trip computer is distracting and less than perfectly readable. As usual for a Korean vehicle, the electric window lockout not only stopped passengers from playing with the windows, but it also stopped the driver.

In front, passengers get a simple pair of cupholders, a small covered cubby, a shallow covered slot in the center stack (presumably taken up by an optional CD changer or something of the sort in some vehicles), and an unusual top-of-dash shallow covered bin which can hold highway passes, tickets, or such. Along with the map pockets, these bins provide a good deal of storage.

In back, a center armrest with integrated cupholders pulled down from the seatback; the rear seats have a 50/50 split and can be folded down, but the pass-through to the trunk is rather limited. That’s less of a liability than it could be, because the trunk is so large and easily accessible. It would be nice to have a cargo net in the trunk as well, given how quickly the Elantra can be driven around sharp turns.

The base price of the Elantra is around $14,000; our Hyundai Elantra SE is priced at $16,500. That includes a huge range of standard features including four-way antilock disc brakes, front and rear side airbags, air conditioning, tilt-telescope steering wheel, tachometer and trip computer, variable intermittent wipers, power windows/locks/heated mirrors, fog lights, CD with XM satellite radio, auxiliary jack, and wheel controls, and cruise control. That’s not even the highest trim level; and even equipped that well, with a luxurious ride and sound insulation, the Elantra manages to come in cheaper than a similar (and smaller) Corolla, and far, far cheaper than a similar four-cylinder Camry, Accord, or Avenger/Sebring.

Overall, the Elantra feels like it could cost far more than it does, and were it not for the personal fit to the seats and the steering (and the fact that we do buy American, quaint though it may seem), we’d have this one on our shopping list. Hyundai’s quality has been high in recent years, and the Elantra felt well-made and solid. We suspect it’ll give automakers Toyota and Honda some chills – and that it’ll delight buyers who thought they’d have to make more tradeoffs.Once upon a time, we marvelled on Hyundai’s vast leaps forward in car interiors, sound insulation, and quality, and suggested that all the Korean company needed to become a killer was decent engines. At that point, Hyundai engines tended to make good “paper” power, but in real life provided poor mileage for what power they generated. With the new Elantra, the last piece clicked into place, and Hyundai now has a fully competitive vehicle, with good power and decent gas mileage to complement the well-made body.

The Elantra is priced along with the Civic and Corolla, starting at $14,000 for a base model; our test vehicle was priced closer to a midsized family car, at $16,500, but was comparable in features, ride, and feel to cars costing well over $20,000. The five year warranty and Hyundai’s rising standings in quality surveys should overcome any reliability qualms.

Exterior styling uses the current three-angle-grille with raised hood center, as seen on the Dodge Charger and other Hyundais. The interior is par for the course, though far more integrated in appearance than most cars. Gentle curves bring the center stack out, in sharp contrast to the old Japanese custom of making the center stack look like, well, a center stack. The stereo and climate components are all neatly fitted as part of a whole rather than slapped in as afterthoughts. Other than that, our test car had a fairly dull and not particularly upscale interior, which puts it into the center of its class.

The ride of the Elantra is surprisingly well-mannered, with every surface dealt with nicely, from broken cement to sharp pot-holes. The road can be felt through it, but the driver does not jiggle-jaggle, bounce, or gently meander up and down as though on a yacht sofa. It comes close indeed to the perfect balance of road-feel and cushioning. Major shocks are inaudible, without the subsonic booming of many cars, and nasty roads are toned down dramatically.

Sound insulation is also quite good, with the interior noise staying at low levels until one gets to faster freeway speeds, at which point the engine starts to drone. The engine itself is rather noisy at higher speeds, but it’s not particularly annoying, and it’s easy enough to keep it quiet.

Power is fairly good; though the same engine, when tuned by Chrysler, is very peaky in torque, only making real power when running well over 4,000 rpm, the Hyundai tuning sacrifices a little high end power for a much better balance, so that acceleration comes much quicker - at around 2,500 the engine starts to feel its oats, and by 4,000 rpm, the Hyundai Elantra feels fast indeed.

Our test car had the five-speed manual transmission, which had a smooth clutch and a civilized shift feel, requiring little force for either movement. Reverse was locked out unless a little ring was lifted, a natural movement and a better way to deal with Reverse than having, as some automakers do, a noise that alerts you to being in that gear. The gear pattern was standard, with Reverse to the left of First to prevent accidental Fifth-to-Reverse shifting.

The discordant note in the driving experience was sounded by the steering, which had an unnatural, over-assisted feel to it. Cornering was surprisingly good, especially considering the gentle ride; it took unusually sharp or fast turns to get the tires to squeal, and in general cornering was far better than we expected from a car in this class (or with this ride).

Gas mileage was also better than expected, quite good for the modern day if unexceptional ten years ago (when sound insulation and safety both had lower standards). We averaged about 25 mpg around town and 33 on the highway, with the air conditioning on. EPA estimates are 28 city, 36 highway; the city rating is (as usual) rather optimistic, though 36 highway is achievable if you stick to the speed limit and don’t accelerate too hard. That’s not bad for a mid-sized car with a 138 horsepower engine, and gas mileage is, according to the EPA, identical with a manual or automatic transmission.

Interior space was more than adequate if not expansive; there was good legroom in front and moderate legroom in back, and good headroom in both locations. Indeed, the interior is larger than the Civic or Corolla, if smaller than the Camry, Accord, and Avenger.

The front seats could be more comfortable (and in some models they might be) and supportive, but that’s largely a matter of body size and taste. Ergonomics were generally good with controls in sensible locations. Visibility was excellent with only a small blind spot in the usual rear quarter. The controls included on-wheel audio and cruise; the cruise was a bit unconventional in layout but easy to learn, and featured both a “cruise active” and “cruise locked” light to make the situation completely clear. We liked this setup when it first appeared, but most competitors eliminated it when they started their ham-fisted cost-cutting.

The trip computer was implemented far better than most; a single button brings you through the functions (average speed, range, average gas mileage, trip odometer), and holding down the button resets whatever parameter you’re looking at. The button itself is large, clearly marked, and easy to reach without going around or through the steering wheel, as in some vehicles. Some options (like heated seats) that were not on our test car had well hidden buttons – unlike some cars that just shove on a blank faceplate on unused buttons, cheapening the looks.

The tilt/telescope steering wheel is also well implemented, using a friction mechanism rather than a “click into place,” making small changes possible. Our test car also had a power trunk release on the driver’s door, and a remote gas cap release on the floor by the driver’s seat.
Climate controls are similar to the new standard Dodge set, having bright chrome trim rings that do most of the action, with the center including markings and acting as an on/off button for the a/c compressor, defroster, and recirculation. They work just as well and feel just as good, but would look better without the knurled knobs. The air conditioner itself provided good cold air when the car was moving; when at idle, it wasn’t particularly effective. The fan was quiet except on its highest setting.

The stereo was easy to use and sounded clear with good stereo separation; the usual two-button system was used, with bass, treble, balance, and fade handled by pushing the tuning knob and then twisting it. The auxiliary (iPod) jack was given extra amplification to match typical iPod volumes, and was placed in a very sensible spot – at the bottom of the center stack, next to a power outlet, and right where one would naturally place an iPod (or other portable device).

The “airbag off” light for the front passenger seat is nicely styled and fits in well, without calling attention to itself unnecessarily as some GM designs do. At night, the white backlighting for gauges is nice enough, but day or night, the fashionable bright-purple backlighting on the stereo, clock, and odometer/trip computer is distracting and less than perfectly readable.

In front, passengers get a simple pair of cupholders, a small covered cubby, a shallow covered slot in the center stack (presumably taken up by an optional CD changer or something of the sort in some vehicles), and an unusual top-of-dash shallow covered bin which can hold highway passes, tickets, or such. Along with the map pockets, these bins provide a good deal of storage.

In back, a center armrest with integrated cupholders pulled down from the seatback; the rear seats have a 50/50 split and can be folded down, but the pass-through to the trunk is rather limited. That’s less of a liability than it could be, because the trunk is so large and easily accessible. It would be nice to have a cargo net in the trunk as well, given how quickly the Elantra can be driven around sharp turns.

The base price of the Elantra is around $14,000; our Hyundai Elantra SE is priced at $16,500. That includes a huge range of standard features including four-way antilock disc brakes, front and rear side airbags, air conditioning, tilt-telescope steering wheel, tachometer and trip computer, variable intermittent wipers, power windows/locks/heated mirrors, fog lights, CD with XM satellite radio, auxiliary jack, and wheel controls, and cruise control. That’s not even the highest trim level; and even equipped that well, with a luxurious ride and sound insulation, the Elantra manages to come in cheaper than a similar (and smaller) Corolla, and far, far cheaper than a similar four-cylinder Camry, Accord, or Avenger/Sebring.

Compared with a larger car, like the Camry, Accord, or Avenger, the Elantra is a tremendous deal. It offers nearly the same interior space along with a full range of features for a much lower price, and beats the ride and sound insulation of just about every mainstream competitor. On the other hand, the odd-feeling steering may put some off, and those who want more power (or more instant torque) may not be satisfied, though the Elantra has enough go for most buyers. Likewise, comparisons to entry-level cars depend largely on what one values. The Elantra has features and a level of refinement far beyond Civic, Corolla, Focus, Cobalt, and, yes, Rabbit; but particularly compared with the Corolla, the acceleration and gas mileage balance is not as ideal, and the pricing there is more even.

Overall, the Elantra feels like it could cost far more than it does, and were it not for the personal fit to the seats and the steering (and the fact that we do buy American, quaint though it may seem), we’d have this one on our shopping list. Hyundai’s quality has been high in recent years, and the Elantra felt well-made and solid. We suspect it’ll give automakers Toyota and Honda some chills – and that it’ll delight buyers who thought they’d have to make more tradeoffs. The Elantra should, in an ideal world, capture a number of former Accord, Camry, and Taurus buyers.