The Hyundai Elantra is among the quickest cars in its class. This year, horsepower has increased by three to 135 horsepower, while torque is up four pounds-feet to 132. Both Elantra GLS and GT deliver more than enough oomph to hustle through traffic, pass with confidence or rush through mountain passes at faster than posted speeds. This subcompact accelerates from 0 to 60 mph in the mid 8-second range. It's quicker than a Honda Civic LX, Mazda Protege, Nissan Sentra GXE, or Ford Focus SE.For years Hyundai borrowed its engine designs from other manufacturers. The company now develops and manufactures its own engines, and the Elantra's 2.0-liter four-cylinder boasts most of the latest high-output technology, including dual overhead cams, four valves per cylinder, multipoint electronic fuel injection and coil-direct ignition. A cast aluminum oil sump, a stiff engine block and eight crankshaft counterweights reduce mechanical noise and control vibration. For 2004, there's also a new variable valve-timing system that Hyundai calls CVVT. CVVT allows the improved performance at high RPM with increased torque at low RPM, and better fuel efficiency. The system also allows Elantra's engine to meet the stringent SULEV emissions standard now required in California and several Northeast states.
But there still isn't much grunt at lower engine speeds. Most of Elantra's power comes in the last 2000 revs before the 6400-rpm redline. That means you'll need to work the transmission, shifting often to get the most from the power plant. Enthusiast drivers prefer to do exactly that. But if you're used to an engine with more low-end torque, and you don't let the Elantra wind out, you might wonder where the goods are. And when you find them, you might be disconcerted by the ruckus of a hard-working four-cylinder howling near 6000 rpm.
This performance demonstrates two areas where Elantra falls a bit short of best-in-class. First, the drivetrain (engine, transmission, differential) isn't as smooth as that in the most refined subcompacts. Second, Elantra nets an EPA-estimated 24/34 mpg City/Highway when equipped with the five-speed manual (24/32 with the SULEV engine). That's good gas mileage, but Elantra's relatively heavy weight means other cars in the class deliver better fuel economy.
We didn't test the Elantra with an automatic, but experience with hundreds of other automobiles suggests that a car with these power characteristics is better suited to a manual transmission. Unless you absolutely hate shifting, or do most of your driving in heavy traffic, we'd recommend the five-speed.
What impressed us most was the Elantra GT's balance of ride and handling, which replicates the style of a good European sedan. Some cars that cost $25,000 don't have speed-sensitive power steering or a sophisticated multi-link rear suspension, but Elantra has both. The steering requires only a light touch during parking maneuvers or in tight quarters, yet it firms up at travel speeds and gives the driver a good idea of how well the front tires are gripping. The rear suspension keeps the tires firmly on the pavement, even on bumpy roads, to keep the rear of the car from bouncing around.
This all adds up to maneuverability in traffic, secure, reasonably precise handling on curving two-lane highways and a ride that is neither floppy nor buckboard stiff. Only on freeways with a rapid succession of excessively uneven expansion joints does the Elantra tend to get bouncy. This hatchback doesn't suffer from the flexing and rattling that is the bane of some five-doors, however. It's decently screwed together and satisfactorily solid. The weakest link in the Elantra GT's handling package is its hard, wear-resistant all-season tires. A set of speed-rated performance tires would make this subcompact even better.
Four-wheel disc brakes, vented in front, do a great job of slowing the Elantra; indeed, it can stop more quickly than the Honda Civic and Toyota Corolla, according to published reports. We recommend the anti-lock brakes ($525), which comes bundled with traction control. ABS allows the driver to maintain steering control in an emergency braking situation, while traction control enhances stability when accelerating.
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