Hyundai Elantra GLS - great looks, drive and feel

Hyundai Elantra GLS - great looks, drive and feel

Hyundai Elantra GLS - great looks, drive and feel

They say imitation is the sincerest form of flattery.
So it is no surprise that after the Hyundai Sonata’s “fluidic sculpture” design was so well received, its baby brother would want a similar new set of clothes.
Introduced at the Los Angeles Auto Show, the fifth-generation Elantra compact hits the streets from the company’s Alabama plant with a sweeping body shape, a new engine and starting price that’s less than its competition.

For a car company that started with a class-below compact back in 1986 on U.S. shores, the latest Elantra seeks to make us sit up and take notice of a stylish small sedan that has what Hyundai calls “Class-above” mid-size car interior volume. So let’s advance on the new Elantra GLS.

· Elantra elegance – The new compact Elantra is the fourth of Hyundai’s planned seven new models in 2011/2012, coming after its new Tucson, Sonata and full-size Equus luxury sedan. Fluidic sculpture refers to a design that “considers the interplay of wind with rigid surfaces to create the illusion of constant motion,” according to Hyundai press-speak. No matter how you phrase it, the new shape is worlds away from the chunky compact look of the old. Our GLS model’s dual-level grill gets a hexagonal design line to frame them, the upper one slim with a prominent Hyundai emblem with slim headlights sweeping up and back, the lower one wider, with chrome accents and flanked by inset faux side vents. It does look like the wind sculpted it, further detailed by the flowing lines on the flanks that accent the doors and especially the rear fenders. The flattened front fender flares start with a design line that comes of the nose, while those in back line off the lower door sill’s curve. Our GLS looked a bit under-tired with its 16-inch Continentals on five-spoke alloys – I’ve seen a Limited with the 17-inch rubber that fills the wheel wells better. But the swept-back windshield and the steeply fastbacked rear window with high, shirt rear decklid with molded-in spoiler add a sleekness to the design. The taillights carry the rear fender flow as they curve around into the trunk, while the rear bumper carries more of the fender curve. Designed at Hyundai’s California studio, the new car rides on a 106.3-inch wheelbase, two inches longer than the last generation, while there’s almost an extra inch to its overall 178.9-inch length and almost two inches less height. The overall effect is very sleek and sculpted, with a decent .28 drag coefficient, actually a tenth better than the Chevrolet Volt, according to Hyundai. But other than some other Hyundai owners, no one gave our blue test car a second look.

· Hyunda habitability – Inside, a sweeping design that matches the exterior, an interior big enough now to classify as mid-size car, says Hyundai. A neighbor called it a “wicked” design. Our test car’s dark gray over light gray design is padded on top, with a small hard plastic binnacle housing black-faced 160-mph speedometer and 8,000-rpm tach with a white LCD trip computer with gas and temperature bar gauges, all neatly designed and legible. The tilt and telescopic steering wheel has neatly integrated cruise, stereo and Bluetooth hands-free cell phone buttons on its silver spokes, and a fat padded vinyl rim. The dash center gets pewter plastic framing of a 172-watt AM-FM-XM Satellite-CD-MP3 audio system with six-speakers with a big ice blue display. Below that, a well-designed single zone climate control, the fan speed knob nicely integrated inside the temperature knob for eye appeal and ease of use. The dash flows down into the center console with a touch of gloss black accent, the iPod/USB and MP3 input jacks in a lidded unpadded compartment with a 12-volt power outlet and digital player slot on the right side of the console. Twin cup holders sit next to a real parking brake lever and a padded center armrest with storage. The front bucket seats were comfortable and supportive, but with no lumbar support, the insets done in a swirling fabric design matched by the cloth door panels. Storage is limited to small door map pockets with water bottle/coffee cup holders and a decent glove box. In back, decent head and leg room for two adults on a low cushion with a fold-down center armrest, but a third might be tight atop the center bump. The near-fastback roof line also means I bumped my head getting in. The 14.8-cu. ft. trunk has no external release, only key fob and driver’s-side buttons. But it is deep, expandable due to 60/40 fold down seat backs that can be dropped remotely via trunk-mounted pull knobs. There’s also a segmented storage compartment under the trunk floor. Hyundai says interior volume beats the Honda Civic, Nissan Sentra and a few other compacts, even a mid-size or two. Nice touch – all buttons and displays were ice blue backlit, very pretty at night.

· Elantra energy – Under the hood of our 3,100-mile-old test sedan was Hyundai’s new 1.8-liter Nu four-cylinder engine with 148 hp and 131 lb-ft of torque, a tad coarse in engine noise when pushed. That’s smaller than the 2-liter Beta engine in the last-gen Elantra, weighs 74 pounds less, and gets better gas mileage. It’s also a perky powerplant as well, with electronic throttle control, aluminum block and a plastic two-stage Variable Intake System that can switch between long and short intake manifolds for performance. Tech aside, that means 60-mph comes up in 8.5 seconds, vs. 8 seconds for the 138-hp 2007 Elantra I tested with 4-speed automatic back then. The 2011 Elantra’s new six-speed automatic shifted cleanly, and had a manual shift option. We averaged an OK 28-mpg on regular, aided by an “ECO” indicator on the gauge package that let us know when we were light-footing it on the gas pedal. Under the platform, the car rides on a McPherson strut front suspension with coil springs and gas shock absorbers and a lightweight coupled torsion beam rear suspension. The set-up means a nice ride with a bit of softness around the edges. The car handles curves well, slicing its way capably with some understeer and body roll – it still is an economy compact. The use of more high-strength steel meant a 37 percent stiffer body for a quiet ride, weighing only 2,701 lbs. vs. the 2007’s 2,895-lb. rating. The new Elantra has a stability management system that manages its stability control and electric steering, applying steering assist in slippery conditions to counter torque steer. The electric power steering was direct at low speed, and weighted up nicely at highway speed, but with a bit of artificial feel when there. The brakes came on fast, but with assuredness, and we had decent stops with minimal fade after hard use. For safety, dual front/front seat-mounted side-impact/front and rear side curtain airbags.

· The price of the base Elantra is $14,830, while our GLS was $17,080, with everything standard above except a $550 preferred equipment package with the alloy wheels, Bluetooth hands-free phone system, cloth door insert trim, sliding center armrest, illuminated driver’s sunvisor mirror with extension and illuminated ignition; $85 carpet mats; and $35 iPod cable. Total price - $18,480. A Chevrolet Cruze LT is $18,350, with 136-hp; a Ford Fiesta SE is $16,065, but smaller. The Fiesta is more fun to drive, as is the Mazda3 and Civic.

Specifications
Vehicle type 4- door compact sedan
Base price - $ ($ as tested)
Engine type - DOHC, 16-valve continuously variable valve timing in-line four
Engine size – 1.8 liter
Transmission – 6-speed automatic
Horsepower (net) - 148 @ 6,500 rpm
Torque (lb.ft.) – 131 @ 4,700 rpm
Wheelbase – 106.3 inches
Overall length – 178.3 inches
Overall width – 69.9 inches
Height – 56.5 inches
Front headroom - 40 inches
Front legroom – 43.6 inches
Rear headroom – 37.1 inches
Rear legroom – 33.1 inches
Cargo capacity – 14.8 cu. ft.
Curb weight – 2,701 pounds
Fuel tank – 12.8 gallons
Mileage rating - 29 mpg city/40 mpg highway
Last word – Great looks inside and out, more room and more power

By Dan Scanlan MyCarData