THE world's sixth largest car-maker now has a vehicle that matches Japanese marques and can fuel the company's ambitions.
It's 20 years since the first Hyundais arrived in Australia, under the aegis of the soon-to-be-notorious Alan Bond. The West Australian entrepreneur's faltering image did not do the Korean brand any favours, and they quickly gained a reputation as cheap and nasty little cars. But the ones that were properly built — quality was a lottery for early Hyundai buyers — were notably tough.
Late 1980s Hyundais can still be seen on the roads today, and they most assuredly are not driven by classic car enthusiasts.
In 2006 Hyundai has absorbed its one-time rival Kia and is the world's sixth largest car-maker — larger than Nissan, Peugeot-Citroen and Honda. You don't get to that level with cheap and nasty cars.
The company's ambition is to grow further — another million sales a year and they'll be ready to overhaul DaimlerChrysler.
To do that they'll need something special and the new Elantra is a good start. It's a Korean car that needs no excuses.
The Elantra name has been around since 1991, although until 2000 it was known as Lantra. Mitsubishi had a now long-forgotten version of the Magna called the Elante and objected to the name. While the Elantra played second fiddle to the smaller Excel in Australia, in Korea and around the world it has been Hyundai's most popular car.
The new Elantra is all-new apart from its engine, and comes in four models. The range opens with the $19,990 SX model, priced the same as the old FX model but $1500 more than the old entry level GL.
Next rung up, the SLX at $22,490 adds side and curtain airbags, cruise control and heated door mirrors and the Elite brings electronic stability control, a trip computer and alloy wheels for $24,990. The $28,990 Elite S comes with automatic transmission (a $2000 option on other models), leather trim and a sunroof.
It's higher, wider but slightly shorter than the old car. It has a unique look with a wavy shoulder line running from stem to stern. To our eyes it looks better in the metal than in photographs and — perhaps intentionally — establishes a feminine and non-threatening appearance in a market where sharp creases and beetle-browed headlights give many cars an aggressive look.
The rounded theme continues inside with a curving dash that's more like a piece of furniture than an aircraft cockpit.
There's a place for most elements of modern life, with an overhead sunglasses drawer, a double-decker bin under the armrest, door bins with bottle-holding bulges, a bag hook and a miniature chest of drawers in the centre console.
It also has that talisman of automotive modernity, an iPod connection, although there's no facility for remote control of the music player. Anything that cannot be stored in the cabin will have plenty of space in the 405-litre boot.
All models above the $19,990 entry SX get climate-control airconditioning, operated by a blue tinted LCD display. It looks classy and slightly kitsch at once but is easy to understand and use. The instruments also light up in blue, like those of a Volkswagen.
For softness, texture and consistency the interior plastics match those of any European or Japanese competitor in its price bracket. For showroom appeal it is closer to a Volkswagen Golf than to any previous Elantra. Hyundai interiors used to reek of glue, vinyl and goodness knows what else but the only offending odour in the new Elantra is a slight burnt-toast smell in the leather-trimmed Elite S model.
Some previous Hyundais have been well-equipped, nicely finished cars that disappointed the moment you turned the key — but the Elantra keeps its act together on the road. Within metres it reveals unexpected reserves of torque from the 2.0-litre engine. On paper, its power and torque outputs have hardly improved but there's been a subtle change that makes more of both available at low to medium revs. The variable valve timing engine now lives up to its specification.
Fuel consumption is also good, for what is effectively bordering on a medium car. On test, the manual obtained 8.5 litres per 100km.
The manual gearbox is light but positive enough between cogs to satisfy keen drivers. The four-speed automatic is refined and works well with the torquey engine, but could do with an extra speed.
There is also a cosseting ride by small car standards that along with the roomy cabin creates a distinct feeling of comfort. Soft-riding cars often pay a price on winding roads but with the Elantra there's enough spare change left over for a modestly enjoyable drive. It is softer than the best-steering cars in the class, but it feels like a basically competent car deliberately tuned for comfort rather than a design out of its depth in the bends.
The power steering is electric for reduced fuel consumption — unlike a belt-driven design it only consumes power when you're turning the wheel. Hyundai Australia has made a running change after early criticism it was too light. That could never be done with a hydraulic system, which would have to be re-engineered, but electric steering systems can be fine-tuned from an engineer's laptop. As driven it felt fine on the road with moderate but consistent weight, while retaining one-finger lightness at parking speeds. It's not exactly intimate with the road surface but it's free from rack rattle and kickback.
The last word on the Elantra's handling is an abbreviation: ESC, for electronic stability control, the system that detects and minimises uncontrolled skidding. ESC is at least as important in most driving situations as the degrees of handling finesse that separate great from merely good — and Elantra has it.
While standard on the Elite and Elite S, it is available with side and curtain airbags in a $1790 option pack on the base SX and as a $990 stand-alone option on the SLX. Ideally, safety gear should be included across the range but with six airbags and ESC, the option pack-equipped SX is a safety bargain at $21,780. ABS brakes are standard on all.
The Elantra is more than worthy of consideration against its older Japanese competitors. Where the five-year-old Toyota Corolla offers the reassurance of a name the Elantra offers more equipment, some of which might just save your life. Next year's new Corolla may change that, but for now Korea has caught up to Japan. Fast Facts
A mainstream small car competitor with nothing to apologise for, new Elantra answers criticisms of previous model and adds a few surprises. No longer bargain basement ... but good value, considering its quality, room and standard equipment.
Price: $24,990
Warranty: 5 years/130,000km
Engine: 2.0-litre four-cylinder
Power/Torque: 105kW/186Nm
Transmission: Front-drive five-speed manual (four-speed auto $2000)
Seats/weight: Five/1300kg
Fuel tank/type: 53 litres/unleaded
Litres/100km: 7.4 combined
Turning circle: 10.3m
Airbags/ESC: Six/Yes
Value: 4/5 stars
Performance: 3.5 stars
Overall: 4 stars
Competitors
- Honda Civic VTi-L
- Toyota Corolla Conquest
- Mazda3 Maxx
