COMFORTABLE COMPACT
Hyundai Elantra underwent a growth spurt to boost appeal, from 2007 to 2010,
The all-new-for-1992 Hyundai Elantra was a portent of the South Korean automaker’s plans for world domination — despite the yuks inspired by earlier efforts such as the Pony and comically misnamed Stellar.
Powered by a stout double-overhead-cam 1.6-L four-cylinder engine designed by former collaborator Mitsubishi, the front-drive Elantra was a thoroughly modern compact that bore a passing resemblance to the Toyota Corolla.
Throughout its evolution, Hyundai’s entry in the fiercely contested compact segment offered all the right stuff: a durable engine, wellappointed cabin and a whittled-down entry price.
“I did a lot of research on cars and this car was the cheapest without getting a ‘cheap’ car,” posted one fan online.
“This car is amazing and saves me so much money that my pockets can finally breathe again,” wrote an owner who logged 450,000 kilometres.
Consider the Hyundai joke book officially out of print.
Configuration Released for 2007, the fourth-generation Elantra underwent a growth spurt to appeal to more North Americans. The four-door-only sedan provided significantly more interior volume than the outgoing model.
With more interior room than either the Honda Civic or Toyota Corolla, the height-adjustable driver’s seat and telescoping steering wheel meant even big and tall drivers could find a comfortable position.
The contoured dashboard incorpo- rated nice materials that defied the Elantra’s sticker price, with the right texture and sheen to elicit favourable reviews. Owners especially liked the blue-lit instruments, which would become a Hyundai trademark.
The Elantra provided a comfy and commodious back seat, with enough space for three adults, if required, or two that got to share the pull-down centre armrest. The trunk was also bigger than the class average.
There was a four-wheel independent suspension for the first time, with McPherson struts up front and a multilink rear setup with stabilizer bars fore and aft. The Coke-bottle-shaped body provided a 49-per-cent increase in stiffness over the previous model, though some owners observed the accumulated creaks and rattles challenged that statistic. An electric power-steering system, rather than traditional hydraulics, made the Elantra surprisingly responsive.
While all-new in appearance, the Elantra made do with the old car’s proven drivetrain. The lone engine was the cast-iron-block 2.0-L DOHC four-cylinder that churned out 138 hp and 136 lb.-ft. of torque, working through either a five-speed manual or four-speed automatic transmission.
Antilock disc brakes, front-seat side airbags, full-length side curtain airbags and anti-whiplash front head restraints made up the safety equipment list on the GLS.
Driving and owning the Elantra With modest weight loss an outcome of the redesign, the Elantra felt reasonably alert. A manual-shift SE model sprinted to 97 km/h from a standstill in 7.9 seconds; add almost a full second for the automatic transmission.
The Elantra exhibited smooth and stable composure at higher speeds, an attribute previous models lacked. Typical of Korean cars, the Elantra was an absorbent rider that soaked up the bumps with aplomb. But a sporty car it was not.
Wind and road noise were classleading, though the engine can sound somewhat coarse above 3500 r.p.m., which drivers may experience at 120 km/h and higher.
Fuel economy was generally good, especially since the 2.0 motor was retuned to yield better consumption numbers. In a published road test, it averaged 8.5 L/100 km in mixed driving, a little less than the Corolla and Civic.
Owners largely concur with the Elantra’s reputation for reliability, in part because of Hyundai’s insistence on using an established powertrain.
Assembled in South Korea, the 2009 Elantra was J.D. Power’s highest-rated compact car in initial quality (90-day survey) and earned an honourable mention in the threeyear dependability study.
There aren’t many maladies afflict- ing this generation of Elantra. The most common problem among early models was a stalling issue traced back to a faulty fuel pump, the subject of a recall campaign.
Some cars had an optimistic speedometer that was off by up to 10 per cent. A faulty brake switch prevented the brake lamps from lighting, a considerable hazard in traffic.
In 2008-10 models, the electric steering system could reportedly fail, requiring the driver to strong-arm the vehicle to the side of the road — another serious situation. Electronic interference can cause the steeringwheel torque sensor to disable the electric power assist. There is a recall under way.
Other mechanical faults, in small numbers, include faulty power windows and ignition immobilizers, weak air conditioners, broken visors and a few failed automatic transmissions. The engine requires a new timing belt every 100,000 kilometres. Freelance writer Mark Toljagic is a frequent contributor to Toronto Star Wheels. Tell him about your ownership experience with these models: Honda Odyssey and Fiat 500.