Hyundai Elantra v Toyota Corolla 2016 Comparison

Hyundai Elantra Elite v Toyota Corolla ZR
Comparison Test

Highly equipped small sedans – along with SUVs – have dealt a deadly blow to the traditional six-cylinder family sedans that Australians once bought in droves. Buyers are flocking to these new family cars for the equipment, the lower running costs and the user-friendliness offered, for less than the price of an entry-level large car. We've matched up two of the country's better known small cars – each with a boot – to decide which is the champ.

The nameplate has been around for a while, but the Hyundai Elantra has long been the bridesmaid, never the bride. But as we learned from a recent comparison, pitting the Elantra against the very capable and well regarded Mazda3, the new Elantra is not taking any prisoners – pardon the mixed bridal party/hostage scenario metaphor.

Having knocked off the Mazda3, the Elantra also has to take down Toyota's Corolla, the car that symbolises the small car segment – and has done for decades.

The two cars we've tested for this comparison are flagship variants in each range: Toyota Corolla ZR and Hyundai Elantra Elite. As a sign of just how aggressively Hyundai is marketing the new Elantra, the Elite variant tested is priced $4500 below the retail price of the Corolla ZR before any options are fitted.

Good things in small packages

Why small sedans? The reasons are various. There's extra luggage-carrying capacity for small families, better NVH suppression and enhanced crash safety in the event of a rear-ender.

At 4620mm the Corolla is 50mm longer than the Elantra (4570mm), but 24mm narrower (1776mm versus 1800). Both cars ride on a wheelbase measuring 2700mm in length and the Corolla is 20mm higher than the Elantra (1460 to 1440mm). With its extra length and identical wheelbase, the Corolla is rated ahead of the Elantra for boot space, offering 470 litres to the Elantra's 458.

Neither car is especially light, although the Corolla is carrying around 60kg less than the Elantra, at 1295kg versus 1355.

ANCAP tested the Corolla two years ago and rated it a five-star car for crash safety. The Elantra is yet to face a local crash test, but Hyundai anticipates a five-star rating when the new car – with a body that's lighter but stronger and stiffer – is tested by ANCAP during the second quarter of this year.

Four-pot screamers they're not
The Elantra and the Corolla are cars for buyers who enjoy relaxed motoring. Nevertheless, both are testament to how far small cars have come in just a few short years. In the case of the Elantra, Hyundai has started with a thoroughly modern base and then tweaked the underpinnings for a ride and handling balance more suitable for Australian roads.

Despite the Elantra's performance advantage from its 2.0-litre engine, the Corolla felt far from sluggish in a straight line. And what it gave away to the Hyundai was more than offset by the fuel it saved.

Both cars were tested over the same 60km loop, which combined some suburban driving with an extra-urban (freeway) stint, some harder driving and a gentler cruise along country roads. According to the Corolla's trip computer it finished the loop posting an average figure of 7.2L/100km.

Even before it ran the same loop, the Elantra wasn't winning any friends with its fuel consumption, averaging 9.2L/100km over several days of commuting. That included around 70km of freeway travel. After resetting the trip computer and running the Hyundai around the 60km test loop it posted a figure of 8.2L/100km.

The Corolla's smaller-displacement engine was quieter and more refined; it sounded strong and sporty even in the higher reaches of the rev range. Both cars delivered immediate power and torque from a standing start – a credit also to the Elantra's automatic transmission and the Corolla's continuously variable transmission (CVT).

Are CVTs unfairly maligned? Judging by this particular example… possibly. Like the auto transmission in the Elantra, the Corolla's CVT would change up to the next step at redline without waiting for the driver and was highly responsive using shift paddles.

Like the Corolla, the Elantra would spring to 2000rpm from standstill and then muster a subtle surge from 3000rpm onwards. The Elantra's powerplant was torquey, even when loaded up in a higher gear from revs below 2000rpm. It was a little thrashy higher in the rev range.

Hyundai has configured the automatic to hold gears longer for enhanced performance, and in Sport mode (and sequentially shifting with the lever) it stayed with whatever gear the driver desired, and wouldn't kick down or change up until it reached the engine's redline.

With its local suspension tuning the Elantra's chassis could easily handle more power than the standard engine develops. Handling and roadholding were top-shelf for a car that is still fairly unpretentious.

The car turned in promptly and handled very tidily for a front-wheel driver. It was hard to provoke lift-off oversteer and the Elantra mustered unexpected levels of grip, front and rear. The stability control system was properly calibrated so as not to waste energy on the exit from a corner by intervening too heavily and too soon.

A downside to the Elantra's excellent dynamics was its moderately firm ride. It was unerring in the way it closely followed every bump and ripple in the road. But there was some initial compliance to soak up smaller bumps.

At open road speeds the principal source of noise was transmitted by the tyres, whereas in the Corolla wind noise was the main culprit. At night the Corolla's headlights were superior to the Elantra's. The Toyota's beam shone brighter and whiter than the Hyundai's when dipped.

Where the Corolla earned a heap of brownie points for its driveline, we deducted quite a few for its ride and cornering. The Corolla felt underdamped and busier over rougher, lumpier bitumen on country sections of road.

At times the Corolla's stability control system was forced to intervene earlier because the car's limits of adhesion were significantly lower than the Elantra's. Turn-in was slower and the lighter steering was also less precise, in a straight line as well as in bends. Lacking the dominant stability of the Elantra the Corolla was easily pressed into lift-off oversteer at one point.

Other issues we had with the Corolla included the brake pedal, which felt soggy under foot, but was progressive. And there was a sort of micro fluttering felt through the brake pedal at times. It was very faint, just like the pulsing power delivery experienced at freeway speeds.

At full lock, the Corolla's steering clunked, which was not evident in the Elantra. Unfortunately, these relatively minor shortcomings were all the more apparent after stepping out of the Elantra.

Living life small
This generation of Corolla hasn't been in the market that long, but it already feels dated in some respects, when measured against the Elantra. Toyota seems to have cut corners to bring the car to market at a competitive price as well.

The Corolla's indicators aren't the modern two-stage type for lane changing, for instance. And there's just one climate control zone, where the Elantra is a dual-zone set-up. The Corolla's trip computer display between the two major instruments looks 'lossy' – grainy and low-res – compared with the same facility in the Elantra.

Cruise control switchgear is old-fashioned and runs from a stalk on the lower right of the steering wheel boss. Hyundai's interior designers have gone with a simpler, more modern system on the right spoke where it is easier to operate.

While the Corolla comes with a reversing camera, the beeping alerts while backing the car are not actually acoustic guidance. They're merely to inform you the car is reversing. There's no Doppler-shift-type change of frequency as the Corolla approaches an obstacle.

Conversely, the Elantra's reversing camera display is great. It's a larger screen and the camera picks up a wider angle. It's almost effortlessly easy to park without needing to turn the head and look over the shoulder.

The seat upholstery in the Toyota is less luxurious than the Elantra's and the headlining felt flimsy too. While the headlining in the Elantra was only slightly better, it felt fixed in place solidly and wouldn't easily yield to a prodding finger.

The Toyota's doors were light and felt just slightly tinny when closing. And from an ergonomic perspective, either a low seat mounting or the cowl height of the Corolla left occupants feeling claustrophobic after sitting in the Elantra.

Despite that the Corolla was actually more spacious inside, particularly in the rear.

The Elantra was generally a nicer place to stay. Hyundai's interior designers have really got their act together with simple labelling of switches that are large and easy to find in a hurry.

Also to the Elantra's credit, the infotainment stack and the instrumentation look stylish in this level of trim and everything other than the starter button – on the dashboard left of the steering column – is easily spotted from the driver's seat. The Corolla's starter button is located to the right of the steering column.

So layout and presentation of the Elantra's infotainment system switchgear was very good overall, with just the placement of the volume control for the audio system near the passenger side a debatable choice. Yes, there are volume controls on the multifunction steering wheel – but the knob provides finer control, but is simply too far removed from the driver's seat.

On the same subject, the Elantra's audio volume always dropped back to an inaudible setting on start-up if you were streaming audio from a smartphone.

The major instruments were informative at a glance, with a large, clear view through the wheel. Controls were soft-damped and pleasant to use.

I found the driver's seat to be flat in the base cushion, but well shaped otherwise. The Corolla came with softer seat cushioning but was not as well shaped for support.

In the rear, the Corolla's legroom was considerably better. The Elantra narrowed the gap for headroom but it remained a win for the Toyota overall. Both cars feature a 60:40 split-fold seat that's unlatched by buttons on the seats themselves (Corolla) or by cable releases in the boot (Elantra). Neither system is entirely adequate but the Hyundai's is more user friendly on balance.

Both cars have a centre armrest in the rear with two integrated cupholders. The Elantra had adjustable vents for rear-seat occupants, the Corolla didn't.

In the boot the Elantra came with a luggage net, along with four anchorage points for it. The Corolla's boot lid felt lighter to close than the Hyundai's. Kudos to both companies, each car came with its own full-size spare on a matching alloy wheel.

The winner
This was a simple decision – the Elantra by about two furlongs.

Factoring in everything we've mentioned above, and considering the value and after-sales factors of each, the Hyundai stands head and shoulders above the Toyota.

Hyundai charges $495 for metallic paint which applies to all hues bar Polar White. Toyota asks for $450 for all colours excluding Glacier White. On test the Hyundai is finished in Fiery Red while the Toyota wears Wildfire.

When it comes to after-sales support, it’s the Elantra that takes the blue ribbon. Hyundai offers a five-year/unlimited-kilometre warranty where Toyota offers a three-year/100,000km deal.

The Elantra has annual service intervals (or 15,000km) where the Corolla needs to visit the service department every six months (or 10,000km). Hyundai offers its first, 1500km inspection free of charge.

Roadside assistance is complementary for the first 12 months and thereafter bundled into the lifetime capped-price servicing program offered by Hyundai. Toyota charges annually for a subscription to your state’s auto club. Toyota's capped-price servicing program covers only the first three years or 60,000km (whichever comes first).

Hyundai will soon offer a warmer version of its Elantra dubbed the ‘SR’. Toyota does not offer a performance version of its Corolla model locally.

The Corolla, Australia's most popular car last year has a deserved reputation for being bulletproof and easy to drive. And the model tested was an impressively strong performer that was also pretty frugal.

But it's simply amazing what Hyundai has done with the Elantra. This is a car that would have won the comparison priced the same as the Corolla. At $4500 less it's astonishing value.

2016 Hyundai Elantra Elite pricing and specifications:
Price: $26,490 (with metallic paint option, plus on-road costs)
Engine: 2.0-litre four-cylinder petrol
Output: 112kW/192Nm
Transmission: Six-speed automatic
Fuel: 7.2L/100km (ADR Combined)
CO2: 167g/km (ADR Combined)
Safety Rating: TBA

2016 Toyota Corolla ZR pricing and specifications:
Price: $31,440 (with metallic paint, plus on-road costs)
Engine: 1.8-litre four-cylinder petrol
Output: 103kW/173Nm
Transmission: Continuously variable
Fuel: 6.6L/100km (ADR Combined)
CO2: 153g/km (ADR Combined)
Safety Rating: Five-star (ANCAP)