Elantra is Hyundai’ss value-oriented entry in the popular compact car segment. All Elantra come with a long list of standard equipment including air conditioning, cruise control, power windows/locks, body-colored door handles, and side mirrors (which are heated and have power adjustment), remote keyless entry with panic alarm, height-adjustable driver seat, and a 6-speaker, 100-watt stereo with CD player.
The Elantra is available in two body styles and three trim levels. The four-door sedan is available in GLS and Limited versions, while the 5-door hatchback comes in GLS or sporty GT trim. The Elantra 5-door hatchback features four-wheel disc brakes in place of the sedan’s front disc/rear drum setup. All Elantra have four-wheel independent suspension; hatchbacks get a firmer setup with stiffer anti-roll bars (front and rear) to increase handling capabilities. The GT hatch is differentiated from the GLS by alloy wheels, fog lights, body-colored rear spoiler, and a black grille. GLS sedans and hatchbacks have a chrome grille, while the Limited gets a unique vertical-bar design. The Limited sedan includes fog lights, leather seats, and wood-grain interior trim. The aforementioned Premium Package, consisting of a power sunroof, anti-lock brakes, and traction control, is the sole option across the board.
Power for all Elantra comes from a 2.0L, four-cylinder engine with dual overhead camshafts, 16 valves, and continuously variable intake valve timing. Output is 138 hp and 136 lb.-ft. of torque and the engine meets ULEV (Ultra-Low-Emission Vehicle) standards. States that conform to California emissions standards get a SULEV (Super Ultra-Low-Emission Vehicle) version with an output of 132 hp and 133 lb.-ft. of torque. A 5-speed manual transmission is standard, a 4-speed automatic is optional on GLS and GT, and the automatic is standard on Limited and SULEV versions. EPA fuel economy ratings are 27 mpg city/34 highway for the 5-speed manual, and 24 mpg city/32 highway for the automatic. The Elantra, like all models from Hyundai, is covered by a 5-year/60,000-mile bumper-to-bumper warranty with 10-year/100,000-mile limited power train coverage.
All-new Elantra has visually improved several notches compared to the existing model. Despite a fantastically priced package that is the cheapest in its class for all the value adds, the Elantra sold in India never really caught on too well. The car packed in ABS, traction control, airbags, climate control and a multi CD-changer in addition to a refined engine with a diesel CRDi option that is frugal and efficient yet it never managed to do as well as the competition, which primarily came from Toyota, General Motors, and Skoda. One of the root causes sales was the oddball styling with the unsightly aesthetics. All that is now passe; the new Elantra is far more ?uid in form. However we still would not call it attractive as it tries to mate the Coupe’s character to an ironed out Elantra front end invoking a mixed bag of emotions.
The new design has added 2.2 inches to the height and two inches to the width lending more space to the greenhouse. Boot volume has also increased considerably making it a very spacious car in its class. Contemporary interiors are quite similar in design to the Mitsubishi Cedia with a sloping dash and two-tone theme. Expect a choice of two engines, a diesel, and petrol, as in the existing Elantra. There would also be the option of a 5-speed manual or automatic transmission. As in the existing Elantra, the all-new replacement also packs in similar safety features such as ABS with EBD and traction control. In addition, it comes with six airbags, active front seat head restraints, disc brakes on all wheels and impact resistant bumpers.
While Hyundai India has yet to announce the replacement that the all-new Elantra is heading to India is inevitable. It would be interesting to see how Hyundai prices the
Car considering they managed such a fantastic pricing on the existing Elantra. Stay glued for further developments. The Elantra is fairly well upholstered and is a nice place to be in. It has shut off that oppressive heat and to an extent, the drone of the common rail direct injection diesel engine. Did I say CRDi? Yes, after the three-cylinder 1500cc unit of the Accent and the massive, turbocharged 2900cc power plant of the Terracan, comes another CRDi engine in the Elantra. This time, it is a four-cylinder 1991cc unit developing 110 bhp at 4000 revs and a neat 25.5 kgm of torque from just 2000 rpm onwards. Sounds good, right? Wait, that’s not all. Hyundai is also bringing in a petrol version, a 1795cc inline four that produces a delicious 135 bhp at 6000 rpm and 16.6 kgm of turning force at 4500 clicks.
Which puts the Elantra firmly in competition with the Skoda Octavia on one hand and the Toyota Corolla on the other - and the engine specs actually favor the Korean. In addition, if we expect Hyundai to adopt a value-for-money pricing strategy, then the Elantra will land firmly on the Chevrolet Optra 1.8’s ballpark as well. Yes, there is a great comparison test just waiting to happen! We are preparing ourselves for the onslaught of Which Car. Questions already.
If one of those Which Car? Queries are about looks, then the Elantra might be difficult to recommend. Though this car received a facelift internationally, it retains that pinched, old, Hyundai corporate face, something that is already being cleaned up in their recent line-up of cars. That curiously shaped grille and those headlamps buried in black plastic went out of style along with VHS tapes and VCRs. The tail lamp treatment however is not that bad, it looks contemporary enough, but the rest of the architecture is conventional. That does not mean the Elantra does not have presence. Wearing a fluorescent white cloak and gleaming in the Chennai sun, the Elantra looked rather substantial. Something that is necessary in this category of automobiles.
Inside, the overall layout may also be conventional, dare I say dated, but all the controls are ergonomically placed, and the quality of the plastics seems to be of a higher order. There are quite a few notches and cubbyholes to keep stuff - I could not think of many things that would fit inside these, but I am sure once you start living with it, you will find them useful. The speedometer and the tachometer gauges get a unique, border-less treatment, which make them look different from anything you would have seen before. In addition, the steering wheel is quite neat too.
I am inside the diesel Elantra, which made me hopeful with its engine specifications. In addition, the way I see it, it is this version that is critical for Hyundai, to bring in the volumes - other than the Octavia 1.9TDi, and it does not have much competition, even all the way up to the D-segment. Crank it up and there is that distinctive diesel clatter, until things are warmed up. The 2000cc motor is mated to a five-speed manual gearbox, which feels a little notchy. In addition, the steering wheel feels quite tight - quite unusual for a Hyundai, irrespective of the front-heavy diesel engine placed on the nose. However, that could be because this is an RandD vehicle, which has been subjected to quite some abuse.
Another surprise is the rough nature of the engine, it seems as if it runs on diesel - yes, of course it does, it is just that with common rail technology, your expectations are rather high. If you have experienced the Accent CRDi, you will know what I mean. On paper, the torque figure of the engine is quite impressive, but that does not translate into the performance that 25.5 kgm entails. Preliminary testing reveals that it attains the 60-kph mark in 6.41 seconds, and the 0 to 100–kph timing is 13.81 seconds. It may not be quick off the block, but once it attains sufficient speed, there’s no stopping the Elantra CRDi.
Lack of initial grunt can be attributed to gear ratios meant for petrol power plants, I guess. Again, since this is an RandD vehicle, we would rather wait for a full test to gauge its performance potential. There is no doubt that the Elantra CRDi will be a great on the highways - it can chomp distances at ease, cruising steadily at 100 kph, with the needle hovering at the 3000 rpm mark.
However, when you take the petrol version out for a drive, the difference between the two is pronounced. The 1800cc four-cylinder unit is much refined and smooth, and is quite pleasurable to drive. According to my back-of-the-envelope performance timings, it’s not so quick off the block initially, touching 60 kph at just a little over 6 seconds, but 100 kph is dismissed off in 12 seconds. Which is not bad at all? The gearing seems to be better off in the petrol version, with the third gear offering decent tractability - going all the way up to 142 kph before redlining at 6500 revs. The 1.8 GLS is indeed more enjoyable to drive than the diesel version, and a full test should arrive at a clear verdict.
The ride quality is what you would expect in a car of this class. The suspension, which comprises McPherson struts at front and a multi-link setup at the rear, is tuned well for a balanced, comfortable ride. For India, the ride height has been increased by about 25 mm, so hopefully those ugly grinding noises when you ride over speed breakers should be absent. These test cars rode on Korean 195/60 15″ tubeless radials that were quite grippy. Now whether Hyundai is going to provide tubeless tyres as standard, we do not know as of now, but we highly recommend them. In addition, it works well for the car’s handling prowess too, making it feel surefooted and confident. The other good news is that the Elantra gets ABS as standard, with disc brakes all around. Even on hard braking, it never loses its poise and comes to a halt in a straight line.
Going by this initial drive, Hyundai seems to have got its act together well on the Elantra. They have what seems to be two good power plant choices and the car comes loaded with stuff. The build quality is exemplary, the cabin cossets passengers and drivers alike, and there is adequate legroom too. In addition, like the Santro, I think the looks will grow on people eventually - some actually like it, but I do not. There are chances that the Korean automaker might bring in an entry level 1600cc engine, which will take on the Optra - it does not sound exciting, but it should be able to carve out a niche for itself.
Hyundai actually were planning to introduce the five-door (notchback, a la the Octavia) version of the Elantra as well, but that could enter the market later in a sporty manner perhaps, like what they did with the Accent and Viva. Activity at the Irungattukottai plant is at present feverish, and Elantra are steadily rolling out of the assembly line. Hyundai is all set to make a big splash with the car very soon, and the heat, as the song goes, is on.
Exterior
The Elantra’s cool blend of crisp lines and a rounded tail give it the look of a little luxury car. The doors are nice and big; allowing easy entry and exit, and it has a fair-sized trunk that can be expanded by folding down the rear seats. The Elantra is also highly versatile, offering a choice of two body styles: a four-door sedan or a five-door hatchback.
Interior
The Elantra’s long list of standard features gives even the base car the feeling of a premium small sedan. Firm seats are contoured to fit your body, and the driver’s seat is height-adjustable; both driver’s and passenger seats get adjustable lumbar support. Interior room is about in the middle of the compact class, so taller passengers will want to ride up front. Fit and finish, as well as the quality of the interior materials, are first-rate. The GT trim has perforated leather seats for an even higher level of refinement.
Driving impressions
On the open road, the Elantra returns a surprisingly smooth ride-so long as the road itself is in relatively good condition. On dips and bumps, we found the soft suspension bounces a bit, allowing the car to exhibit a noticeable amount of body lean in the corners. Still, as this is not a performance sedan, we think for most people the soft ride will actually be to their liking. For those who do not like a soft ride, Hyundai offers a more sporting Elantra called the GT. With its five-speed manual transmission and sport-tuned suspension, the GT model all but erases the few complaints we had with the GLS’s softly sprung suspension tuning.
Engine
Elantra is available in 2 different 4-cylinder, powerful engine configurations a 1.8 liter DOHC 16 Valve Beta engine and a powerful 2.0 liter Turbo Intercooled CRDi engine
Petrol Engine
The Elantra petrol engine features multi-point fuel injection and comes with a state-of-the-art microprocessor for precise fuel delivery, high velocity air intake and exhaust ports, tumble airflow, dual intake valves, asymmetric rockers; harmonically balanced cranks and ignition spark timing. These help make a cleaner burning engine for reduced emissions, making it more fuel-efficient and more environment friendly engine.
1.8L DOHC 16V Beta Petrol engine: Turn on the 1.8 Liter DOHC (Dual Overhead Camshaft) engine and feel the 127 ps of power rush through your veins as you take on both city and highway roads with equal ease. The engine also packs an amazing 16.6 kgm of torque, delivering peak all round performance.
CRDI Engine
2.0L Turbo Intercooled CRDi Diesel engine Engineered for the future - Engineered to meet the latest EURO III norms, this 2.0 liter new generation ‘Green engine’ combines performance and handling of a petrol engine with the fuel efficiency of a diesel, delivering an unbelievable 112 ps of power and 25 kgm of torque. Working on a patented ‘direct injection’ technology, the CRDi engine has ‘rails’ that inject pressurized fuel directly into the engine thereby improving engine efficiency and reducing noise and vibrations. The CRDi also electronically controls engine pressure, fuel quantity, and injection timing to deliver better fuel efficiency and lower Nox and particulate emissions, making it one of the most environmentally friendly diesels in its class.
Suspension
Elantra features an ultra smooth all wheel independent suspension:
The front suspension features McPherson struts with gas-filled shock absorbers and coil springs for superior handling and control when turning at higher speeds. This also ensures no uneven tyre wear (due to elimination of camber), excellent handling stability and ride smoothness (due to high caster angle) and excellent lateral strength.
The rear suspension is of dual link type with coil springs and anti-roll stabilizer. Gas Shock Absorbers: Deployed at both front and rear gas filled shock absorbers ensure superior vibration absorption and instantaneous response to the slightest road irregularities. Tubeless Tyres: Elantra also features advanced tubeless types that contribute significantly to the enhanced comfort of the seating cabin.
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