Hyundai Elantra 2004 Review

"We want to become the Elantra car company," says the new chief at the Korean carmaker's fully owned local subsidiary, Bong Gou Lee.

It's a thought that has rattled around Hyundai in Australia for more than a decade, since the original Elantra – then the Lantra – arrived to sit between the Excel and Sonata, aimed at people who could not get enough of Japanese cars like the Toyota Corolla.

This time, it looks as if Hyundai could have the car to deliver on the promises it made in the 1990s – and do it without the bait of a driveaway deal or some sort of short-term sales package.

Prices for the 2004 Elantra are attractive, from $18,990 for the starter car and $23,990 for the fully loaded Elite, but it's the basics that are going to make the car perform better in showrooms and on the road.

The upgrade work includes everything from an updated engine to a sound system with MP3 player, new dials, an upgraded airbag and the inevitable body changes.

The heart of the 2004 Elantra is its upgraded Beta engine – the Alpha series is used in the baby cars – compete with Hyundai's first variable valve timing system.

It has joined the companies which have recognised the value of the tuning changes – strong torque and top-end power without shortcomings at either end – that are possible with variable valve adjustment.

Hyundai's system varies the intake-valve timing to match driving conditions and works from the exhaust camshaft. The company says its output, of 105kW of power and 186Nm of torque, is a best-in-class performance for its 2.0-litre four.

The styling update hasn't turned the Elantra into a fashion winner, but the package has softened the car and helps it stand out in a field of small Japanese sedans and hatches.

The cabin update runs to what Hyundai describes as "3D-design" dials, the MP3 sound system (which still has a CD player), vertical-vane air vents and new seat trims. There is also a hook on the back of the front buckets to hang shopping or a bag.

The Elantra has always come with airconditioning as standard, but on the Elite Hyundai has added alloy wheels, a small rear spoiler, leather trim, four-sensor anti-skid brakes and a centre armrest.

It's a good deal from a company which became a fully factory-owned operation last year, complete with promises of added value in all models and a long-term approach to brand building.

Hyundai intends to return to the top of the import brands within two to three years and the Elantra shows the approach it intends to take.

On the road

We were spoiled during our Elantra time by the Elite version. Then again, it's still only a $23,990 car and that's great value in today's small(ish) car scrum.

But the best thing about the Elantra is that the best changes, and the ones which really move the brand forward, are deep and complete and will run right through the range.

They include a driving feel that's much more like a quality Japanese car than a starting-price Korean, and final finishing – despite the traditional "Korean plastic smell" – has also stepped up a class. There were no squeaks or rattles in the test car and it felt as if it was built to a plan, not just a price.

It might not sound much, but from the first couple of kilometres, we were impressed.

And it proved that Hyundai finally has an Elantra that delivers on the original Lantra promises.

It's a car that we would now recommend happily to our friends and, with a starting price of $18,990 – don't wait for any driveaway deals – it joins our class champions with a four-star ranking.

But Hyundai still hasn't fixed our longest and biggest gripe, not just with the Elantra but all its cars.

It's a manual gearchange that's notchy and unpleasant, leading to an occasional graunch and an overall unhappiness with the shift.

A lot of people won't notice but, given the other updating work, Hyundai should have got this right by now.

We're not great fans of the Elantra's look, even with the latest body changes, but it's a roomy small car with a good boot and the leather trim in the Elite is sensational value.

It's not the sort of leather you get in a $150,000 Jaguar, but it gives the cabin a real boost and is very comfortable.

We didn't try the MP3 sound system, but the ability to play the latest CD format will be appreciated by younger shoppers.

We were impressed by the latest dials, which have a fresh and unique look, as well as the trendy blue lighting.

We've left the engine to last because it was the best thing about the Elite. And that means every Elantra.

The changes to the Beta motor don't sound like much, and the power and torque figures – despite Hyundai's extravagant claims – are only up from 104kW/182Nm to 105kW/186Nm. What's different is the way the engine works.

It's much smoother, with a solid surge of power and torque that makes it really enjoyable to drive and easy on the juice.

It's not a howler at high revs, but always seems to have plenty of go when you tickle the throttle. It's the sort that flatters any driver, works well on any trip and can get up for go if you push to the peak at 6000 revs.

Still, it's a pity that the classy engine isn't matched by a similarly classy gearbox.

Driving the Elantra is a reflection of the progress made at Hyundai, as the suspension is well damped and copes with the toughest conditions, it is quiet and comfy and it handles surprisingly well. It's not a sports car, but it has a good balance in turns and gets along briskly on twisty roads.

We found ourselves thinking more and more about its strengths against the Japanese pacesetters – Toyota Corolla, Mazda 323, Nissan Pulsar – and even the baby Holden Astra which has been our cost-no-object choice in the small-car class. And we realised that the latest Elantra, once you park your prejudices, is worth a look for anyone shopping in the class. And not just a look, but a test drive and a value comparison.

We liked the Elantra Elite, but we believe the starting-price car could easily be one of the stars of 2004.