Hyundai Elantra reviews

2005 Hyundai Elantra Driving Impressions

The Hyundai Elantra is among the quickest cars in its class. Elantra boasts 138 horsepower and 136 pound-feet of torque. That's more than enough power to hustle through traffic, pass with confidence or zip through mountain passes. With the manual transmission, the Elantra accelerates from 0 to 60 mph in the mid 8-second range, which is quick for the class and more than adequate for most traffic conditions. This engine meets the government's ultra-low emissions (ULEV) standards.

Elantra's continuously variable valve timing allows more complete combustion of nitrous oxide in the exhaust. Models sold in California, New York, Massachusetts, Vermont, and Maine are tuned to meet super ultra-low emissions (SULEV) standards; the SULEV engine produces slightly less power: 132 horsepower and 133 pound-feet of torque.

Either way, you need to rev the engine to wring the most power from it, making a manual transmission the best choice for the Elantra. There just isn't gobs of power at lower engine speeds. Most of the acceleration-producing power is at higher revs, coming in around 4400 rpm and carrying through to the 6400-rpm redline. That means you'll need to work the transmission, shifting to get the most from the power plant. Enthusiast drivers enjoy that. But if you're used to an engine with more low-end torque, and you don't let the Elantra wind out, you might wonder where the goods are. And when you find them, you might be disconcerted by the ruckus of a hard-working four-cylinder howling near 6000 rpm. These power characteristics are better suited to a manual transmission than an automatic. Also, the Elantra drivetrain isn't as smooth as that of some of the other cars in this class.

Nor is it a leader in fuel economy. Elantra nets an EPA-estimated 27/34 mpg City/Highway with the five-speed manual, 24/32 mpg with the automatic. Its relatively heavy weight means other cars in the class deliver better fuel economy.

In addition to its acceleration performance, Elantra makes up for these deficiencies with its balance of ride and handling. Indeed, the Elantra GT offers levels of handling associated with a good European sedan, with speed-sensitive power steering and a sophisticated multi-link rear suspension. The steering requires only a light touch during parking maneuvers or in tight quarters, yet it firms up at travel speeds and gives the driver a good idea of how well the front tires are gripping. The rear suspension keeps the tires firmly on the pavement, even on bumpy roads, to keep the rear of the car from bouncing around. This all adds up to maneuverability in traffic, secure, reasonably precise handling on curving two-lane highways and a ride that is neither floppy nor buckboard stiff. Only on freeways with a rapid succession of excessively uneven expansion joints does the Elantra tend to get bouncy. The weakest link in the handling package on the GT is its hard, wear-resistant all-season tires. A set of speed-rated performance tires would further improve handling though at the expense of faster tire wear.

The Elantra hatchback does not suffer from the flexing and rattling that is the bane of some five-doors. It's decently screwed together and satisfactorily solid.

Four-wheel disc brakes, vented in front do a great job of slowing Elantra GT and GLS five-door models. Indeed, they can stop more quickly than the Honda Civic and Toyota Corolla, according to published reports. We recommend the available anti-lock brakes, which come bundled with traction control. ABS allows the driver to maintain steering control in an emergency braking situation, while traction control enhances stability when accelerating.