Driving Hyundai's hotcake, the Elantra

I’ve always kept a close watch on the Hyundai Elantra, even before the Korean car-making behemoth kept hitting homerun after homerun with its bestselling Tucson, Sonata, and Accent models. I remember the previous-generation Elantra when it debuted at the World Trade Center five years ago. It already sported some of the sharp curves that would be the signature design cue of current Hyundais. It even had a common-rail direct-injection (CRDi) turbodiesel engine. If memory serves me right, it had a retail price just under the 1-million-peso price point. But it hardly sold in any meaningful numbers. You probably haven’t even seen one on the road.

The reason for that could be its somewhat high price (at that time a Civic or Altis would start at the P800k mark). Another reason was that its CRDi engine came only with a manual transmission. Yet another reason could be that compact sedan buyers weren’t really too keen on diesel engines. It seemed to have much greater acceptance in SUVs. (The exception would be the previous-generation Accent CRDi.)

But ever since the current Tucson came out in early 2010, it seemed that any car bearing Hyundai’s now-trademark hexagon grille is destined to become a bestseller. And the current Elantra is a perfect example. The words “sleek,” “curvaceous,” “shapely,” and “graceful” all come to mind. The Sonata was the most graceful sedan this side of a Mercedes CLS but the Elantra comes darn close. The best part is, the chassis – and the rest of the car for that matter – live up to the upscale looks. Build quality is right up there with its Japanese rivals. The refinement and performance of the engine, transmission, suspension and brakes, too, are easily a match for the competition.

Inside the well-crafted but somewhat austere-feeling cabin, there is lots of room for legs, shoulders and elbows, thanks in part to a longish 2,700-mm wheelbase. The only tight fit would be for tall people seated at the back seat. They have decent legroom but that sloping roofline severely compromises headroom – people over 5’6 will have their coiffure touching the headliner.

I tested the 1.6-liter variant with the automatic transmission, which retails for P888,000. (The flagship model has a 1.8.) The 130-ps (with 16 kg-m of torque) variable valve timing-equipped motor delivered peppy acceleration, impressive responsiveness, and even more impressive fuel efficiency. It’s probably one of the most fuel-efficient 1.6-liter engines in its class, even if its fuel tank is a smallish 48.5-liter capacity (which slightly limits its driving range).

Ride and handling are equally polished. Suspension is via traditional MacPherson struts in front and a coupled torsion beam axle at the rear. The car rides on comfort-biased 195/65R-15 tires. (The 1.8-liter version sports 16-inch wheels wrapped by sportier 205/55 tires.)

The electric power-assisted steering is decently responsive if a little lacking in feel. Braking performance from the ABS-equipped front disc/rear drum brakes is good but nothing to tweet about.

All things considered, the Elantra is one well-rounded compact sedan with a reasonable price point and no less than drop-dead gorgeous looks. No surprise then that Hyundai is lording it over its rivals and that its dealers are hard-pressed to find models to sell – a problem any car dealer would love to have.

The good

• Graceful “baby Sonata” styling

• High build quality, inside and out

• Solid driving dynamics (handling, braking, acceleration)

• Fuel-efficient engine

The bad

• Low rear-seat headroom

• Black-colored cabin feels austere with precious few amenities (the 1.8 variant gets all the goodies)

The verdict

• Until I’ve tested the new Civic, the Elantra is arguably the best car in its class right now.