Auto Review: 2011 Hyundai Elantra GLS

By Ron Amadon, MarketWatch

DAMASCUS, Md. (MarketWatch) — This is a great time to be in the market for a fuel-efficient car, with so many models to choose from.

There is a new Toyota Prius model (the V)

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+1.64%

, a new Ford Focus

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-0.09%

, a new Chevy subcompact (the Sonic)

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-0.40%

, and still relatively new Cruze. Not to forget the new Honda Civic

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, Nissan Versa

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, 2012 VW Beetle

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; two of my faves, the Ford Fiesta and the Kia Soul

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; and the subject of this report, the Hyundai Elantra

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My earlier road test merely captured a half-day’s shared drive with another auto writer. I’ve now had the chance to drive one for an entire week — and do I still love it? Mostly, yes.
See Dec. 11 review.

2011
Hyundai Elantra

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To bring you up to date, the Elantra now sports Hyundai’s latest Fluidic Sculpture styling. The Elantra goes from a car that could easily fit into the crowd to one that will turn heads. Gas-sipping cars, the conventional wisdom goes, are not supposed to be so sharp-looking inside and outside.

Bystanders will almost certainly think you paid more than the $16,930 price tag on the tested Elantra. It remains true to Hyundai’s practice of including a lot of standard equipment such as stability control, disc brakes at all four corners, flat-tire monitor, satellite radio and so on. Options including 16-inch wheels, telescoping steering wheel and air conditioning were part of a comfort package included in the MSRP.

Under the hood was Hyundai’s 1.8- liter, 148-horsepower four that is good for 130 pound-feet of torque. The little four shakes hands with a six-speed manual transmission or six-speed automatic. It is the customer’s choice on the GLS model, one step below the top of the line Limited, where the automatic is standard.

Even with tepid acceleration figures, the Elantra has no problem keeping up with city or freeway traffic. The manual transmission was a delight to use, with light touches at both the clutch and center stack- mounted shifter. This combo carries an EPA estimate of 29-40 mpg on regular gasoline. I got 31 mpg.

The GLS interior creates a first impression of a more-expensive car and is anything but dull. Controls are easy to decipher and reach, the seats are comfortable and there is ample room for a 6-foot driver. Taller folks will be looking for a bit more head room to the rear but should be fine for a quick run of the “office gang” to lunch or whatever. The main demerit is persistent road and engine noise but they will be present in any car sold at this price range.

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I had fun with this car on back-country roads both here in Maryland and in northern Virginia. Zero to 60 comes up in the high eight-second range, advancing to nine-plus seconds with the automatic. Some may find the ride a tad on the hard side.

On the interstate, the engine fades into the background in sixth gear, replaced by a hint of wind noise when the legal speed limit hits 70. With a high-rated aftermarket sound system, will any of that matter, especially to a younger crowd?

The stick shift, by the way, makes this car a hoot to drive around the big city and its compact dimensions make it easy to stuff into a parking garage.

Overall, Hyundai continues to tear up the rulebook on styling and equipment, especially on upscale models. It fits so many needs, including price, that the Hyundai dealer should be the first stop for the frugal consumer looking for a new commuter or back-to-college car. It offers 10-year, 100,000-mile unlimited power train and 5-year, 60,000-mile new vehicle warranties.

Vehicles tested for this column are on loan from the auto companies through local distributors.

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