2015 Hyundai Elantra Reviews

Peter Anderson road tests and reviews the 2016 Hyundai Elantra Active with specs, fuel consumption and verdict.

Derek Ogden road tests and reviews the Hyundai Elantra Active with specs, fuel consumption and verdict.

Richard Berry road tests the Hyundai Elantra with specs, fuel consumption and verdict at its Australian launch.

If the sales numbers of the Hyundai i30 hatchback and Hyundai Elantra sedan were combined there were periods when this would have been the best selling car in Australia during 2013.

When criticised, car companies can, and do, react in a number of violently different ways. My personal favourite is the silent treatment, which is easy to deal with (and, if you're really lucky, can go on foryears).More common, however, is the huffing Hinch approach, where someone who sounds like they've just inhaled a supertanker load of righteous indignation gives you a point-by-point analysis of why you're an idiot.If you've really offended them, this conversation might end with you being banned from driving their cars, for ever more. In the case of some companies, this is what is known as a blessing indisguise.Then, at the most extreme end of the spectrum, there are companies who actually take on board what you've said and do something about it.Step forward Hyundai Australia, which reacted to some rather cruel and cantankerous criticism of the lifeless steering on its new Elantra, written in these pages, by having three engineers flown out from Korea to fix it.Hyundai spokesman Richard Power said he believed the cars delivered for the Australian launch were specified for the Asian region, rather than Europe, which has similar demands to the local market."A few days after the Australian launch we had an international launch, with journos from the Middle East right across to the Pacific, and we think the cars came with their spec," he said."We took your comments on board and swung into action, asking Korea if we could do something about it."Three specialist chassis engineers were duly dispatched and spent an intensive week comparing the Elantra with other cars sold here, testing and re-testing the steering and recalibrating it."We now have our own, unique steering setting for Australia," Power said."Basically, it was a case of changing the feel of the set-up to something that might be better accepted by a greater range of Australian motorists."It's got more feel and more self-centring as speed rises, yet it's still very light at parking speeds, which is what you want."The Koreans then flew home and instituted a change on the production line, so that all cars delivered in Australia will have the new steering.It's quite common for global companies such as Hyundai to produce cars with two or three suspension settings, applicable to particular markets.Meanwhile, we were asked to have another go at the Elantra, to revise our opinions.Sure enough, the steering is much improved. It's still not class-leading, and it's certainly not Porsche-challenging, but at least it loads up a bit in corners and there's decent feedback about what your wheels are up to.Compared to the previous ropey and dopey steering, it's a solid 300 to 400 per cent improvement — and for that, Hyundai should be applauded.Unfortunately, the other criticisms we noted on the launch drive were still valid after a week of living with the car.Most notable is the touchy throttle, which can tend to make both driver and passengers look like Muppets as their necks bend at unfeasible angles.Although the two-litre engine can be rowed along with reasonable ease if you've got the manual gearbox, which is a reasonably smooth unit, we spent more time in the auto, which tends to complain long and loud when asked to perform more than a traffic trundle.Still, it's an honest enough performer for an engine developing just 105kW and 186Nm.The cabin is a passable copy of more expensive cars — the blue mood lighting at night is a particularly nice touch — but there's still an overall feeling of thin-ness to the car, which kind of comes with the price territory.It's also annoying that, at night, there's no indicator light to tell you which gear the auto is in.One of the Elantra's big selling points is supposed to be its fuel consumption, with claimed economy of 7.4 litres per 100km (7.8 in the auto), but over a week of fairly relaxed motoring we averaged 9.0 litres, which isn't quite so spectacular.On the plus side, with a range that begins at $19,990, the Elantra is actually quite a lot of car for the money.It rides much better than past models and, thanks to that quick fix, it steers pretty well, too.There's also a decent back seat, with more leg room than you'd imagine, and the styling — which is a bit of a mish-mash of ideas borrowed from Japanese companies — somehow works as a whole.For those who simply have to have a new, family-ish-sized car, but don't want to spend a lot of money, the new and improved Elantra is an obvious option.

Some things just feel instantly comfortable - an old pair of jeans, a fat roll of $100 bills in your hand, the driver's seat of a Ferrari.Then there's the new Hyundai Elantra.From the very first minute, this car like wearing socks with sandals.The seats are flat rather than flattering, the steering wheel has all the tactile feel of a garden hose and as you attempt to drive off you find the accelerator pedal is touchier than a domino expert at the end of a long day.The instantaneous thrustiness gives a misleading impression that this is something of a jackrabbit in the acceleration department.Obviously, the Elantra is a budget mid-sizer, not a sports car, but while it boasts an engine size advantage over some of its 1.8-litre competitors, the 2.0-litre powerplant produces just 105kW and 186Nm.Hyundai claims a 0 to 100km/h time of 8.9 seconds, but they must have had a cyclonic tail wind of when they recorded that time. It's also noisy and rough sounding.Then there's the steering, which is about as talkative as Humphrey B Bear. The lack of feel would be mildly annoying, but it's actually worse than that. There seems to be a disconnect between the steering-wheel position and the reaction of the wheels.In fact, it gives new meaning to understeer. Not only does it exhibit this tendency in the traditional sense, it actually is literally under steered.Throw in the generous amount of bodyroll and you've got a car that doesn't exactly inspire confidence.When my colleague and I swapped places I discovered that these feelings weren't entirely my own as she apologised for wandering around the road like a drunken wombat. She couldn't get to grips with the Playstation-like steering either.To be fair, on smooth freeways the Elantra's ride, with its new rear suspension, is reasonably supple and indeed, amid the mundanity of everyday driving, the car's failings would hardly be noticeable.It's roomy, with a decent back seat, it's got a sheen of classiness and the exterior styling, with the “curvaceous character line” along its waist will no doubt turn heads.As will the pricing. The base SX model of what Hyundai calls its “very big small car” is $19,990.But at that price you miss out on some things - like steering-wheel adjustment, side-impact airbags, curtain airbags and buttons on the wheel for the stereo.The rest of the range, which tops out at $28,990, gets all that and more, including a very capable ESP (Electronic Stability Program) system.Buyers of the SX, who will make up the vast majority of customers, have the option of paying for a Protectz Pack, for $1790, which adds ESP, traction control and the curtain and side airbags. While this option is a potential life saver, safety just isn't sexy and realistically people are more likely to shell out for alloy wheels.Hyundai already offers a similar pack for its Getz and out of the 1800 units it sells a month, only 10 to 15 buyers have chosen to Protectz themselves.The company tips a similar take-up rate for the Elantra, which it expects to sell between 750 and 800 a month when it goes on sale in October.It's a real shame Hyundai couldn't have made ESP standard across the range, but a sub-$20K price is a far better selling point.The other attraction for buyers will be the claimed fuel consumption of just 7.4 litres per 100km (7.8 in the auto). Strangely, though, our car on the launch drive returned a less impressive average of 8.7 litres per 100km.Even so, at least drivers will get a good feeling from the Elantra when they get out of it to approach the bowsers.

"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 roadWe 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.