Of course, now that we've seen the Equus compete against the best of the German luxury brands, and watched sales soar as Hyundai's reputation for good quality cars and one of the best warranties in the business continues to grow, it should come as no surprise that the Elantra, now in its 20th year, should receive such a first-rate makeover.
As a compact sedan, the Elantra belongs to one of the most hotly-contested segments in the industry. It's up against such established competitors as the Toyota Corolla, Honda Civic and Mazda3. And judging from the increasing number of them on the roads, the Elantra's doing more than holding its own.
Visually, it's a standout. The "fluidic sculpture" design that previously transformed the larger Sonata looks even better in a scaled-down version. Flowing curves and sharp creases add up to a dramatic presence in a league that often leans toward the nondescript. The drama continues inside the cabin, with a swooping dash that curves into the centre stack and flares at its outer edges to incorporate the doors.
Economy is important in this segment, so there's an abundance of cloth and plastics, yet the attention to detail is obvious. Panels meet with tight gaps, and plastics are nicely textured with a variety of interesting surface lines. My tester is an upper-range $20,999 GLS with cloth-upholstered seats, but they're comfy, well bolstered and, surprisingly, even the rear ones are heated. The GLS trim includes sunroof, auto transmission, air, USB, cruise and all power and safety features.
With a 2,700-mm wheelbase, there's nothing cramped about the Elantra–in fact, it's what used to be considered a mid-size sedan ten years ago.
On the road, the Elantra handles very well, although it's not as sporty as the Mazda3. But there's little body roll and the steering is quick and responsive. Of course, one of the most important aspects of this segment is fuel economy, and I averaged a very impressive (especially considering my leaden foot) 6.8 L/100 km during a week that included a lot of hilly runs through the countryside.
As a compact sedan, the Elantra belongs to one of the most hotly-contested segments in the industry. It's up against such established competitors as the Toyota Corolla, Honda Civic and Mazda3. And judging from the increasing number of them on the roads, the Elantra's doing more than holding its own.
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| Inside, a swooping dash and curves into the centre stack and flares at its outer edges to incorporate the doors. (Photo: Lesley Wimbush/Auto123.com) |
Visually, it's a standout. The "fluidic sculpture" design that previously transformed the larger Sonata looks even better in a scaled-down version. Flowing curves and sharp creases add up to a dramatic presence in a league that often leans toward the nondescript. The drama continues inside the cabin, with a swooping dash that curves into the centre stack and flares at its outer edges to incorporate the doors.
Economy is important in this segment, so there's an abundance of cloth and plastics, yet the attention to detail is obvious. Panels meet with tight gaps, and plastics are nicely textured with a variety of interesting surface lines. My tester is an upper-range $20,999 GLS with cloth-upholstered seats, but they're comfy, well bolstered and, surprisingly, even the rear ones are heated. The GLS trim includes sunroof, auto transmission, air, USB, cruise and all power and safety features.
With a 2,700-mm wheelbase, there's nothing cramped about the Elantra–in fact, it's what used to be considered a mid-size sedan ten years ago.
On the road, the Elantra handles very well, although it's not as sporty as the Mazda3. But there's little body roll and the steering is quick and responsive. Of course, one of the most important aspects of this segment is fuel economy, and I averaged a very impressive (especially considering my leaden foot) 6.8 L/100 km during a week that included a lot of hilly runs through the countryside.
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| On the road, the Elantra handles very well, although it's not as sporty as the Mazda3. (Photo: Hyundai) |