Hyundai Elantra 2014 Review

Hyundai has given its popular Elantra a New Year makeover. The small sedan is the four-door sibling to the strong-selling i30 hatchback, and for 2014 receives a refreshed look, more generous equipment levels and a localised suspension tune that will carry it forward until an all-new model arrives sometime next year.

But there is a catch. The Elantra II is between $400 and $1000 dearer than its predecessor, depending on the grade, with the starting price of the entry-spec Elantra II Active manual now $20,990 (plus on-road costs).

Arguably, the increase in cost is justified by additional equipment, which for the Elantra II Active includes front foglights, 15-inch steel wheels, rear parking sensors, a chilled glovebox, cruise control, a five-inch touch-screen audio system with Bluetooth connectivity, cloth upholstery and Hyundai’s three-mode Flex Steer adaptive steering system. Optioning a six-speed automatic will cost you $2200 more.

However, the model is competitive with segment leaders including the Holden Cruze (from $19,490 plus ORCs), Mazda3 (from $20,330 plus ORCs) and Toyota Corolla (from $20,990 plus ORCs).

The small car segment is now Australia’s most popular and most populous; home to 34 competitors, of which the Elantra ranks tenth with a 3.6 per cent market share (VFACTS, November 2013).

Stepping up to the mid-grade Elite and in addition to those features listed for the Active, we find 16-inch alloy wheels, a rear-view camera, electric-folding side mirrors, a seven-inch touchscreen audio system with sat-nav and Bluetooth connectivity, ‘Supervision’ instrument panel cluster with OLED centre display, plus auto headlights and wipers.

The Elantra II Elite is now offered exclusively in conjunction with a six-speed automatic transmission priced from $26,790 (plus ORCs), an increase of $1000.

Finally, at the top of the Elantra II line-up is the high-grade Premium. On top of those features found in the Elite, the Premium model adds leather upholstery, HID projection-beam headlights, LED daytime running lights, 17-inch alloy wheels, rear-seat ventilation outlets, an electric tilt/slide sunroof and heated front seats.

Priced from $30,190 (plus ORCs), the Elantra II Premium is $1000 dearer than the model is supersedes.

All Elantra II variants are sold with a comprehensive roadside assistance package, capped-price servicing and a five-year/unlimited kilometre warranty. The range is available in seven paint colours with premium and metallic hues attracting a $495 premium.

The Elantra II arrives with a five-star ANCAP safety rating and includes such safety features as anti-lock braking with electronic brake-force distribution, stability and traction control, and six airbags.

During the local launch program north of Sydney, the Elantra II proved smooth for the most part, but was peaky in its power delivery. The 1.8-litre ‘Nu’ four-cylinder engine required the regular use of its lower gears and generous throttle openings to tackle steeper grades and overtaking.

With peak power of 110kW available at 6500rpm and peak torque of 178Nm arriving at 4700rpm it’s no surprise the Elantra II needs revs to develop impetus. Though pleasingly -- thanks to a good spread of ratios from the smooth shifting six-speed automatic transmission -- it’s well-mannered in urban environs, and when cruising the open road.

But the biggest changes to the Elantra II come from down below. A localised suspension tune sees the model equipped with thinner stabiliser bars, new dampers and new 32-bit Flex Steer motor-driven power steering.

The changes see the Elantra II feel more comfortable on rough roads while also bringing more focus to the all-important area of vehicle dynamics. Turn-in is sharpened and understeer reduced, and while the car is far from sporty, it is now more confident across a wider variety of road surfaces, including NSW’s poorly maintained ‘sealed’ roads and pockmarked gravel lanes.

Steering feel from Hyundai’s electric arrangement is somewhat muted and can feel a little vague on centre. However, the wheel does load with linearity through bends and is not fazed by rapid changes in direction. Our tip? Give the firmest ‘Sport’ setting a miss as it does little but add unnecessary weight to the equation without contributing to improved feel.

Noise, vibration and harshness (NVH) is improved by the addition of sound deadening material under the bonnet, which reduces engine noise in the cabin. However, on larger alloy wheels we did observe abundant tyre thrum on coarse sections of sealed roads.

Pleasingly, these minor criticisms don’t detract from what is otherwise a very mature offering from Hyundai. The Elantra II is very well packaged and provides generous rear-seat accommodation, comfortable seating fore and aft, and excellent outward visibility.

Ergonomic considerations have also improved slightly thanks to the raising of the front inboard ventilation outlets, though the electrochromatic rear-view mirror has been omitted from higher spec variants.

Out back, the boot area remains unchanged at 485 litres. It is expandable via 60:40-split folding rear seats. All rear seat positions are fitted with top-tether child seat anchorage points while the outboard pews also feature ISOFIX preparation.

As Hyundai continues to bolster the value equation of its range, the improvements to the Elantra come as a welcome part of an on-going evolution. But we still can’t help thinking the Elantra might win more friends if it was called the i30 sedan...

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site...

Don't forget to register to comment on this article.