The Elantra's engine performs well and in many cases beats the competition. The twin-cam four-cylinder engine produces 140 horsepower and 133 foot-pounds of torque, which is impressive power in this class. We noticed that the engine can be particularly inharmonious when run at high revs for an extended stretch. But it launches quickly from a stop and offers good acceleration performance for passing other cars.We tested the new Elantra through city streets and over Interstate highways. We even climbed some pretty treacherous mountain roads, and everywhere we took the car, except the steepest grades, the Elantra preformed well. Even on mountain passes it had no trouble keeping with the flow of traffic. We often recommend selecting a manual transmission when performance is a priority; and this is especially true on economy cars. However, the Hyundai four-speed automatic is up to the work-a-day grind of commuting and running errands.
Elantra's suspension is fully independent and quite sophisticated for the economy category. Plenty of cars that cost $10,000 more than Elantra, don't have multi-link rear suspension, or speed-sensitive power steering. The steering assist gives the wheel a light touch at low speed, for easy parallel parking, yet it's not overly sensitive at highway speed. Feedback through the steering wheel gives the driver a pretty good idea of how well the front tires are gripping.
Elantra's ride quality is reasonably compliant, yet controlled, and it handles twisting mountain roads in fine fashion. Only on the most uneven stretches of freeway, where joints and undulations can get the suspension hopping does the Elantra get bouncy.
Hyundai's continued effort to moderate shakes and limit cabin noise have made the newest Elantra a much tighter package. Noise and vibration exist inside the Elantra's cabin, but below that of other subcompacts. The engine can get loud when run wide-open. Yet overall, the Elantra is smoother and quieter than previous-generation models.
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