Hyundai Elantra 2006 Review

What we liked
>> Roomy, comfortable and well equipped
>> Traction control and dynamic stability system standard
>> Cleverly original styling invites more than a second look

Not so much
>> Disinterested steering
>> Black-on-blue information displays
>> Four-speed automatic

Now generally bigger and almost entirely better than before, the Elantra aims to continue as Hyundai's best seller worldwide, and, in Australia, as its second most popular line behind the Getz.

As the fourth-generation of its family, the HD Elantra continues the theme begun in 1991 by a well-specified, mid-size sedan named Lantra.

Its re-bodied successor arrived in 1995, one of the first cars in the class with an optional driver's airbag. The sedan was joined by a wagon in 1996 and they continued through another evolution before being discontinued in 2000 when the name changed to Elantra for the now outgoing XD series which adopted front passenger airbag, four-wheel disc brakes and anti-lock braking.

Although the new Elantra's three-bar grille has a hint of the previous version, the car's styling owes nothing to its forebears and is interestingly individual.

Initially the languorous rolling-wave shoulder that flows the length of the bodyside from nose to tail seems almost too pronounced, perhaps even gimmicky. But with little familiarity, it works. The curves' visual prominence grows or subsides depending on the viewing angle and light, lending drama to the shape's definition in the process.

Although you might not guess it from the appearance, the Elantra has grown in every dimension (except length -- it is actually 20mm shorter than before) and its corners are more rounded. In becoming one of the largest small cars, Elantra has seen its wheelbase grow by 40mm, its front and rear tracks spread by 58 and 66mm respectively, its width broaden by 55mm and its height rise by 65mm. Depending on model, the weight has increased by approx 50-60kg.

For the remainder of this year and up to half of next, the Elantra will be marketed as a sedan only. The range will then expand to include a five-door hatchback and a wagon; both such variants have been produced in earlier iterations, but not at the same time.

The SX version opens at $19,990; the price unchanged from the outgoing XD series despite being a bigger, better equipped car. Standard features include the usual electric mirrors and windows, remote entry, alarm, height-adjustable driver's seat and a useful array of stowage spaces. Not to overlook commendable standard and optional safety features which are detailed in the Safety section below.

The $22,490 manual Elantra SLX adds cruise control, multi-function steering wheel with tilt/telescope adjustments, and climate control among other goodies.

With sights lifted to $24,990, the manual Elite adds front fogs, trip computer, tinted windows, boot floor net and cloth door trims while also adopting 16-inch alloy wheels instead of the SX/SLX's 15-inch steels.

The range-topping $28,990 Elite S comes only as an automatic, complete with plush leather trim and an electric sunroof.

Features shared by all Elantras include the large (400lt-plus) boot which can be extended via the split-fold rear backrest, a full-size spare wheel, front footwell 'curry' hook, overhead sunnies holder, auto-off headlights, six drink holders, auxiliary input jack for external audio source (iPod or whatever) and, far from least, Hyundai's five-year/130,000km warranty.

MECHANICAL
Carrying over from the previous model with detail improvements, Elantra's familiar 2-litre twin cam 16-valve engine drives the front wheels through either a manual or automatic transaxle. Unusually perhaps, the maximum power and torque are unchanged with 105kW at 6000rpm and 186Nm at 4600rpm, but new-found refinement lets the engine perform more smoothly and quietly overall.

Development focussed on revising the engine management and variable valve timing systems to reduce exhaust emissions to Euro IV levels. The changes also made the engine better attuned to the transmissions' newly lowered gearing. Net effect is an engine that's nicer to use, feels just a touch livelier and, on the ADR 81/01 fuel figures, gives slightly reduced consumption despite the car's extra size and weight.

Although the strut type front suspension follows the previous design, most aspects the new Elantra's chassis dynamics have changed and improved enough to notice. For that, thanks go to increased body rigidity, bigger brakes and a more sophisticated multi-link rear suspension that teams with the upgraded front-end to deliver appreciably better ride and handling than the departing model. However, those pleasantries are tarnished by the unnecessarily light and inconsistently variable new electrically assisted steering system.

COMFORT
Elantra's upgraded comfort shows on several fronts. Apart from the enhanced ride quality and generally reduced noise levels, there are welcome improvements within the generously roomy cabin which extends an inviting ambience.

Interior dimensions have expanded in every direction, particularly for rear occupants. Adult rear passengers have toe space, kneeroom and head clearance to spare, and there's more than ample width for two, or sufficient for three at a pinch. Moreover, the deeply upholstered rear bench is comfortingly supportive and, unlike some, manages a properly postured angle for the backrest (not too steep, nor too reclined). Even the base model gets a foldaway centre armrest (with cupholders included).

Also very accommodating, the front seats are reasonably large, shapely and supportive, with the driver's bonus of pump-action height adjustment, which in the SLX and higher levels, is complemented by two-way wheel adjustability.

Beyond its seats and roominess, Elantra's cabin also has nicely designed look and feel to it, with pleasingly friendly shapes, tones and textures throughout.

SAFETY
A big Brownie point here for Hyundai, for reinforcing its above-average safety initiative begun with the Getz.

Apart from anti-lock brakes across the range, the big news is that a sophisticated electronic stability system and traction control are standard on Elite and Elite S, and optional for the SLX ($990).

Increasingly commended (though not mandated) by government and motoring authorities, the stability and traction aids are also available on the base SX, where a $1790 'Protectz' package includes the front side airbags and full curtain 'bags supplied on the other models, making six 'bags in all.

Besides pre-tensioner and load-limiter front seatbelts, the Elantra range has active front headrests which, in event of  the car being impacted from behind, automatically move forward to meet the occupant's head, reducing risk of whiplash. Ordinarily, the padded part adjusts horizontally as well as vertically.

The SX has two rear headrests, the others three; all with low-profile wrapover pads which can be lowered to backrest level when unoccupied, to avoid compromising the rear view.

Hyundai plays the game straight with Elantra's comparatively conventional front-drive platform, 2-litre engine, standard five-speed manual gearbox and optional four-speed automatic (Civic is the only five-speed automatic exception). But the Elantra matches any of its peers in its specification, features, build quality, roominess, comfort and how much car you get for your money.

ON THE ROAD
If not for diffident steering, the Elantra would acquit itself pretty impressively on the road in almost every respect. The few and relatively minor other reservations involve persistent but not unreasonable wind rustle from around the mirrors at 100km/h-plus cruising speed, and a sense that the old-faithful four-speed automatic sometimes struggles.

Although developed over successive generations like George Washington's axe, the four-speed unit isn't always as smooth and responsive as drivers expect after exposure to automatics with five or more speeds.

Although wind rush and the automatic's occasional slight clumsiness are subjects of comment rather than outright criticism, the steering rates special mention because the Elantra deserves better. The wheel's very light weighting and springy variability at parking speeds may be applauded by limp-wristed urbanites, however, with cruising speeds' higher demands on directional integrity, the steering's increasingly tenuous relationship with the road doesn't deliver the confidence, precision and pleasure which help some of Elantra's rivals stake their reputations.

From keen drivers' point of view, the poorly resolved steering is a sour spot among what are otherwise respectably competent chassis dynamics.

The brakes are amply powerful and nicely modulated once through their initial slight over-assistance. The suspension has sufficient travel and absorption for comfortingly bump-blotting ride quality. Yet it isn't so pliant as to develop floatiness over undulations and woozy body roll in cornering.

Effective suspension discipline is also reflected in Elantra's secure roadholding and confident handling, both of which are further enhanced, particularly on loose or greasy surfaces, by the subtle, yet quick-acting traction and stability aids.

So, this is by almost every measure a better Elantra, which means an even stronger competitor in an arena where design and marketing muscles matter.