2007 Hyundai Elantra GLS and Limited Road Test

If Toyota has an enemy, it isn’t Honda or Nissan. While each makes cars and trucks that compete in the same segments, sportier Honda and Nissan buyers aren’t all that interested in the equivalent Toyotas. No, Japan’s largest automaker is more about comfort than speed, which is exactly why Hyundai is such a serious threat.

Take the all-new 2007 Elantra, for instance. It not only looks a lot like a Corolla, but it targets Toyota’s compact car customers in identical ways. It’s ultra-comfortable, smooth riding and a relatively good handler, but that’s not all. It’s also more powerful, smoother shifting, larger inside and more upscale, while it delivers more features, higher quality materials, more safety equipment and a lower price, all backed up by a longer warranty with better coverage. Get the picture?

Inside the GLS model that Hyundai provided me, the seat fabric is extremely nice and looks like it will last over time, and I dare you to find more comfortable chairs in the compact class. All the cabin plastics are extremely good for this segment too, while the switchgear is also better than average. Everything is laid out in a logical manner, which makes this car very easy to drive right out of the dealer’s lot. And there’s tons of room up front too.

But it’s your passengers that’ll be truly surprised when they get in behind you, as the Elantra is so roomy all-round that it’s actually classified as a midsize car by the Environmental Protection Agency (EPA).

The same can be said for the trunk that, like the interior, holds more than Civic or Corolla, and the standard 60/40 folding rear seats really open up the cargo area for longer items.

Other standard features include power assisted rack and pinion steering, a fully independent suspension system, variable intermittent wipers, a tachometer, power windows all around with an auto down feature for the driver’s window, heated mirrors, map/cargo lights, tilt steering, remote keyless entry with an alarm, an armrest with a storage bin up front and an armrest with cupholders in the back, and driver’s seat height adjustment.

The base GLS model comes standard with a 4-speaker AM/FM/CD player. It’s not a bad system, to say the very least, but for those, including myself, who find the stock unit lacking, I’d highly recommend checking off the $1,700 Preferred Package option box while you’re at the dealership. You’ll get an upgraded 172-watt AM/FM/XM/CD/MP3 audio system with 6 speakers and a must-have auxiliary input jack. In other markets, this auxiliary jack which allows for an external audio device, like an iPod, isn’t even available. I know people (my wife included) who wouldn’t even consider a car without one of these. Along with aforementioned items, the Preferred Package also offers air conditioning, a tinted upper windshield band, fog lights, cruise control, illuminated visor mirrors, and extendable front sunvisors. There is really no excuse to upgrade. And, if you want air conditioning or a power sunroof on its own, it’ll cost $950 or $900, respectively.

Back to the car itself, I don’t think that the majority of people will purchase the base GLS model because a relatively inexpensive jump to the SE provides so much more that you’d have to be really cash strapped not to take advantage. For starters you’ll get everything the GLS Preferred Package model has plus larger 16-inch 5-spoke alloy rims wrapped in 205/55HR16 rubber, a leather-wrapped steering wheel with really upscale steering wheel controls on a wheel that can also telescope, plus a leather shift knob and a trip computer… all for an additional $2,500 over the base car’s $13,395 sticker price, or just $800 over the aforementioned GLS with the Preferred Package. And if that’s not enough, an $1,150 Premium Package will add a power glass sunroof—with the car’s extremely high-end roofliner fabric wrapping right around the opening, rather than the chunky piece of cheap plastic that normally surrounds sunroof cutouts in this class—and heated front seats to boot (really unusual with cloth upholstery but much appreciated).

Giving the Elantra five-star frontal and four-star side-impact ratings from the U.S. National Highway Traffic Safety Association, not to mention a four-star rollover rating, are standard features that are optional on some of its other competitors. You get four-wheel discs with ABS and Electronic Brake Force Distribution (EBD), a total of six airbags, including two front seat-mounted side-impact airbags and two side curtain airbags, protecting front- and rear-seat outboard passengers, active front headrests for whiplash protection, adjustable head restraints for all seating positions, and adjustable front-seat shoulder belt anchors.

Now, if you really want to pamper yourself, you should consider the Elantra Limited, yours for the tidy sum of just under $17,000 and one of my test cars for the week. Most noticeable are its leather clad seats, and it’s not the cheap hard leather that most in the compact segment offer, if they have leather at all, but really soft, supple hides with perforations in the seat inserts, all giving the car a rich ambiance. There’s even perforated leather on the door insert. But why stop there?

OK, Hyundai USA did stop there, because in other markets the Korean automaker offers an automatic climate control system that’s oh so cool it glows an eerie shade of blue. Very chic! Although, at least the aforementioned sun visors are illuminated and feature a handy extension to block out rays that would otherwise seep through from behind the rearview mirror. Not much of a consolation prize? Figured.

Well, how about a telescopic steering column to go along with the lesser model’s tilting one? The fact is, every optional feature found in the base GLS and midrange SE can be found as standard in the Limited. But what really sets it apart from the rest is the “Limited” exterior badging that includes a chrome accent rear garnish and the Sun and Sound Package. For $1,300, including a glass sunroof, you get a 220-watt (48-watt upgrade over the standard unit) premium audio system.

A five-speed manual comes standard in all Elantras, even in the top-line Limited, while a four-speed automatic is optional for $1,000. Surprisingly, both are good for the same 28 mpg city and 36 mpg highway fuel consumption rating. Not bad.

When out on the road, acceleration is what you’d expect in this class, decent but nothing awe-inspiring. I noticed that the automatic gearbox lacked a little punch when going up steeper hills, something that a five- or six-speed would probably cure. As of yet, no competitors offer a six-speed in this class, mind you, although Honda’s Civic comes with five forward gears. The Elantra’s automatic gearbox is surprisingly smooth, however, which really fits in with the luxury atmosphere of the top-line Limited model.

The same can be said for handling, which is good enough but hardly spectacular. It rolls a bit when going into corners quickly, and dives somewhat during hard braking. Then again, most cars in this class react similarly, excepting Mazda’s sporty 3 and Mitsubishi’s all-new Lancer. The Elantra rides better than either of these two, however, and I’d even venture to say that it’s the smoothest in the compact class. For commuting back and forth to work in rush hour traffic, I’d opt for comfort over speed any day of the week.

So, while this little Hyundai’s styling won’t be for everyone, it’s so impressive in every other way I think it’ll find a lot more homes than its predecessor, and with Hyundai rating “above average” in J. D. Power and Associates 2007 Initial Quality Study, you shouldn’t be concerned about reliability. If that’s not enough to appease your worries, Hyundai even took the top spot away from Toyota in Strategic Vision’s 2007 Total Quality Index, with the most vehicle segment leaders.

What’s more, its five-year or 60,000 mile bumper to bumper and ten-year or 100,000 mile powertrain warranty is one of the best in the business, padding that comfort zone even further.

So, if you’re on the lookout for a small car, and comfort, quality and dependability are high priorities, check out the Elantra. It’ll surprise you.

June 12, 2007
by Trevor Hofmann / American Auto Press

2007 Hyundai Elantra Expert Review

By the numbers, the Honda Civic and Toyota Corolla are the most popular compact cars on the market. Beyond those two are more than a dozen alternatives, each vying for attention with its own mix of talents.

Among them is the Hyundai Elantra, a car whose chief distinctions once included its low price and long warranty. Times have changed — the redesigned 2007 Elantra is still a bargain, but now that it comes stocked with all the latest safety and convenience features, it no longer feels like a bargain-basement choice. On many levels, it’s downright desirable. If you’re considering a Civic or its peers, give the Elantra a good, hard look.

The Elantra comes in GLS, SE and Limited trim levels. A manual or automatic transmission is available with every trim level; I drove a manual SE.

Exterior & Styling
Dropping the previous generation’s vaguely European styling, the new Elantra adopts a taller, curvier look. Hyundai says it follows the look of the full-size Azera sedan — which is not the most distinctive design, either. Even with fog lights and 16-inch alloy wheels, my test car looked too much like a Toyota Corolla, especially in the back. It won’t repel anyone, but neither is it likely to attract a strong following.

Body-colored side mirrors and door handles are standard on all Elantras. They’re a nice touch, given that some competitors have black plastic moldings on their base trim levels.

The Inside
Beyond some cheap door panels and a rubbery steering wheel, there was little to suggest the Elantra as tested cost less than $16,000. The dash is trimmed in soft-touch materials, the buttons feel high-quality and the ceiling has an upscale woven texture. Better yet are the abundant convenience features, most of which are rarities at this price — things like lighted vanity mirrors, a telescoping steering wheel, a sunglass holder and a rear armrest with cupholders.

The cloth seats are comfortable, with substantial cushions and ample back support. Leather is optional, but a lumbar adjustment for the driver’s seat is not available.

Hyundai goes to great lengths to emphasize that the Elantra’s cabin is from 5 to 10 percent larger than most competitors. Indeed, I found plenty of room up front. I’m just shy of 6 feet, and there was enough legroom, plus an inch of leftover headroom with the seat positioned at maximum height. (Tall drivers, take note: My Elantra came without a moonroof, which usually steals an inch or two of headroom.)

Unfortunately, none of that extra room goes in back. The seats are high enough off the ground that legroom is bearable, but headroom is tight. The seatback folds in a 60/40 split, exposing a small opening to the trunk. Trunk volume measures 14.2 cubic feet, which is more than nearly all the Elantra’s major competitors.

Performance
The Elantra’s 2.0-liter four-cylinder makes 138 horsepower. Paired with the easy-shifting five-speed manual, it was enough to get around town. Getting up to highway speeds requires revving the engine high, creating enough noise to drown out the stereo. Passing at highway speeds requires a downshift or two, and even then it takes patience and timing.

The wheels and suspension provide little in the way of sound deadening, so there’s plenty of road noise at highway speeds. On a sustained stretch at 75 mph, there was some shimmy in the steering wheel and rattling in the headliner, and the wheels came unglued over any major bumps. Most compact cars fare about as well, but a few — most notably the Corolla — perform a bit better.

Standard four-wheel-disc antilock brakes bring things to a stop. On paper, they’re a full class above the rear drum brakes many rivals use. In practice, they delivered sure-footed stopping power.

The EPA rates the Elantra’s gas mileage at 28 mpg in the city and 36 mpg on the highway with either the automatic or manual transmission. Here’s how that compares to the competition:

Safety
The Insurance Institute for Highway Safety awarded the Elantra its highest score, Good, for frontal crash tests. As of this writing, IIHS has not tested the car for side impacts.

All Elantras come with many safety features, including side-impact airbags for the front seats and side curtain airbags for both rows. Four-wheel-disc antilock brakes are also standard, as are active head restraints, something rarely offered in this segment. An electronic stability system is not available.

All five seats have head restraints, and the front ones ratchet forward for better whiplash protection. Nice.

Trim Levels & Features
Before you add in the destination charge, the Elantra GLS starts at $13,395. That’s quite a bargain, considering it comes with all those safety features, remote keyless entry and power windows, door locks and mirrors. Unfortunately, there’s no CD player or radio. If you want music, go for a dealer-installed stereo or visit your local electronics store for an aftermarket choice. The optional AM/FM/CD system from Hyundai is bundled into the $1,700 Preferred Package, which also adds air conditioning, cruise control and fog lights.

At just under $16,000, the midlevel Elantra SE has those options, as well as alloy wheels and a leather-wrapped steering wheel with audio controls. The Limited adds heated leather seats. Options available across the line include a sunroof and automatic transmission; expect a fully-loaded Elantra to cost about $19,000. All trim levels include Hyundai’s 10 year, 100,000-mile powertrain warranty.

Elantra in the Market
Like the previous generation, this Elantra is a lot of car for the money. That it goes toe-to-toe with the Civic and Corolla is a relatively new thing for Hyundai, a company whose sedans have always offered impressive value, but only recently started delivering competitive quality. After a week behind the wheel, I’m certain the quality is here. If you’re shopping for a compact car, the Elantra is worth a drive.

By Kelsey Mays
Cars.com
April 13, 2007

DRIVING DOWN THE ROAD

2007 Hyundai Elantra SE

In cars, “small and inexpensive” once was a euphemistic way of saying “tiny, uncomfortable, and shoddy”, especially if the car referred to was Korean. Those days are long past, as a drive in Hyundai’s new-for-2007 Elantra will make clear.

The new-generation Elantra is still small on the outside, but inside it rivals some larger and more expensive cars for space. It’s now roomy enough inside to be classified as “midsize” by the EPA. As before, power is from Hyundai’s 2.0-liter twincam four-cylinder, with 138 horsepower (or 132 in SULEV tune for California emissions states), matched to a five-speed manual or four-speed automatic transmission. But increased width and height, and a longer wheelbase mean additional interior space. Despite that longer wheelbase, overall length has decreased slightly, making it even easier to get into tight parking spaces.

Three Elantra trim levels are available, and all are well-equipped and offer good value. Even the entry-level GLS has six airbags, antilock four-wheel disc brakes, and power windows. The volume-leader SE adds air conditioning, a 172-watt audio system, power doorlocks and heated mirrors, remote keyless entry, 16-inch alloy wheels with H-rated tires, and a variety of interior and exterior upgrades that mean the only major option is a power sunroof. The Limited adds leather upholstery and an available upmarket stereo for a luxury touch on a budget.

A week spent with a new Elantra SE showed it to be a pleasant and comfortable car. It had a degree of refinement would do justice to a car costing $10,000 over its $16,000 price level, and it was enjoyable to drive thanks to the good suspension setup and smooth shifting of the standard five-speed manual gearbox. The Elantra faces tough competition, and compares very well with the best-known cars in the compact class.

APPEARANCE: The adjective “boxy” will not be used to describe the new Elantra. It’s rounded, flowing lines are almost coupe-like, and only the basic grille shape carries over from the previous version. Although not immediately noticeable, it’s a couple of inches wider and taller than the old model. Bright, complex headlights give the front end an upscale touch, while on the sides the rising line of the bottom of the windows is complemented by a flowing beltline that recalls Hyundai’s Tiburon sports coupe. The large passenger cabin, with its well-raked windshield and rear window, and a short, high rear deck help give this front-wheel drive sedan sporty long-hood / short-deck proportions.

COMFORT: In style and color use, the Elantra SE emulates the best Japanese luxury makers. It’s by no means a luxury car, but that does set the tone for the Elantra experience. The standard equipment level is high, and fit and finish very good. In the SE, the upholstery and most trim is synthetic, although leather is standard fare in the Limited. All models have a tilt steering wheel; in the SE and Limited it also telescopes for optimum driver comfort, and has a leather-covered rim. All models have power windows, and the SE and Limited get power mirrors and door locks and cruise control as well. Instrumentation is complete, with good design and visibility. “Cramped” does not apply to the Elantra’s accommodations. The manually-adjustable front seats offer a high level of comfort, and the driver’s seat is adjustable for cushion height in all models. With two NBA first-round draft picks in front the rear seat might be a little tight, but other than that unlikely scenario rear-seat passengers will be delighted. Well, at least the outboard two – and that’s no different from any contemporary sedan smaller than a Town Car. Three children should be fine. There are a number of useful storage spaces in the cabin, including on the top of the dash. The trunk is reasonably large, and the rear seat can fold with a 60/40 split if necessary.

SAFETY: Six airbags – dual front, front seat-mounted side bags, and side curtains, are standard in all Elantra models, as are active front head restraints, five mph bumpers, and safety cage and crumple zone construction. Active safety is addressed by good suspension design and tuning and, most unusual in the compact class, four-wheel disc brakes with standard antilock and electronic brake force distribution.

RIDE AND HANDLING: A new unibody structure with a significant increase in rigidity and a longer wheelbase works with a supple but not overly-soft fully-independent MacPherson strut front, multilink rear suspension to provide a comfortable ride. The electric motor-assisted power steering is light, but not too light, and the four-wheel antilock disc brakes ensure good stopping power. The result is a pleasantly European feel to the car. It’s not “sports” in its setup, but more “touring”. And that’s perfect for its mission. Interior noise levels are low at normal speeds, further improving driver and passenger comfort.

PERFORMANCE: Dual overhead cams, four valves per cylinder, continuously-variable cam phasing (here, on the intake cam), and fuel injection used to be the province of high-performance automobiles. Now such attributes have filtered down to everyman cars, and the Elantra benefits not only with a wide spread of useful power but low emissions as well. In 45-state tune, the Elantra’s 2.0-liter four-cylinder engine makes 138 horsepower at 6000 rpm, with 136 lb-ft of torque at 4600 rpm, and receives a ULEV emissions rating. For California emissions states (CA, NY, MA, VT, ME) a retuning reduces output slightly, to 132 hp and 133 lb-ft, and improves the rating to SULEV. It’s projected to earn a PZEV (partial zero emissions vehicle) rating in California. Real-world differences between the two should be minimal. My test car had energetic performance, with good acceleration and reasonable 30 mpg fuel economy. The standard five-speed manual transmission adds to the enjoyment factor, with good shift linkage. Keep it up around the torque peak for maximum acceleration. A four-speed automatic is offered, and will probably be more popular.

CONCLUSIONS: The 2007 Hyundai Elantra SE is a comfortable, entertaining, and honest car that’s small on the outside and not so small inside.

SPECIFICATIONS
2007 Hyundai Elantra SE

PERFORMANCE

OPTIONS AND CHARGES

by CAREY RUSS The Auto Channel

Hyundai’s come a long way

'07 Elantra brings automaker in line with big boys

Hyundai redoes its best-selling car for 2007, giving the Elantra sleeker styling, a larger size and a wealth of safety features.

The compact front-drive Elantra sedan now is a viable competitor to the Honda Civic and Toyota Corolla. Who ever thought one could say that about a Hyundai?

I'd bet on the Civic and Corolla for higher resale value, although Hyundai has progressed a lot since it sold marginal models and has a milelong warranty. It makes a lot of good stuff standard, and now offers value and quality -- not cheapness.

The new Elantra is 2.2 inches taller, which allows a raised driving position that's trendy with small cars. It's also 2 inches wider than its predecessor, with a 1.6-inch longer wheelbase. There's more interior volume (passenger volume plus trunk space) than offered by a Civic, Corolla or even the upscale Acura TL.

However, moving the driver position up 1.8 inches might cause taller people to wish for more legroom. There's decent space for four tall adults, and the middle of the rear seat has a nice fold-down armrest with cupholders. Outside door handles are large for easy entry, and all doors open wide so athletic moves aren't needed to slide in or out.

The large trunk is unusually long, but its lid has old-style sickle-type hinges and no interior liner. Rear seatbacks sit flat when flipped forward for more cargo room, but the pass-through area from the trunk to the back seat area isn't very large.

The Elantra has lower list prices than many rivals, if you count its standard features. It starts at $13,395 for the base GLS with a slick five-speed manual transmission. Add $1,000 for a four-speed automatic.

The new Elantra has anti-lock all-disc brakes (key rivals have rear drum brakes) with electronic brake force distribution. There are also more standard safety items than competitors, with six air bags -- front, curtain and side-impact.

Side-impact bags aren't available on a Chevrolet Cobalt. Side curtain bags are optional on the Corolla and Cobalt and not available on the Ford Focus.

The GLS is moderately well-equipped, but you pay extra for air conditioning, cruise control, AM/FM/CD player, power door locks and power heated outside mirrors.

Standard GLS items include tilt steering wheel, front bucket seats with a manual driver-seat height adjustment, intermittent wipers, tachometer, split-folding rear seat, rear defogger and power windows.

Move to the mid-range ($15,695-$16,695) SE, and added are air conditioning, power door locks with remote keyless entry, tilt/telescopic wheel with audio controls, cruise control, AM/FM/CD player, XM satellite radio and larger 16-inch (vs. 15-inch) wheels and tires.

The top-line $17,695 Limited has heated front seats offered for the first time and leather upholstery, which isn't available for other Elantras. The ever-popular power sunroof is among options.

A GLS Premium Package contains a 172-watt AM/FM/ CD audio system with six speakers and Hyundai&#39s first auxiliary jack, which allows iPod and other portable MP3 players to be connected to the car's audio system.

The Elantra has greater structural rigidity than its predecessor for a more solid feel, and Hyundai didn't stint on significant mechanical items that can't be seen. A fully independent suspension with gas shock absorbers provides a comfortable ride and better handling, and front/rear anti-sway bars limit body lean in curves.

However, the electric power steering feels rather artificial and is occasionally too light at low speeds.

The Elantra is no thrill machine, but it feels composed even when driven relatively hard. The ride is comfortable, and the brake pedal has a nice linear action for consistently smooth stops.

The smooth 2-liter, 138-horsepower four-cylinder engine is rather small -- but sophisticated. It has dual overhead camshafts, 16 valves and continuously variable valve timing. It provides lively acceleration, although the manual transmission calls for a downshift from fifth gear to fourth or third gear for the best passing times on highways.

Estimated fuel economy is quite good: 28 mpg in the city and 36 on highways with both the manual and automatic transmissions. Only regular grade gasoline is needed.

Soft-touch materials help give the interior an upscale feel, and front seats provide moderate side support in curves. The tachometer is a bit too far to the left of the speedometer for a quick read, and BMW does a better job with white-on-black gauge numbers. But climate controls are large and well-marked. Audio system controls are conveniently located above the climate controls and acceptable for safe driver use. The driver-side interior trunk release is handy.

Cupholders are positioned to avoid spills, and there are plenty of decent-sized interior storage areas.

2007 HYUNDAI ELANTRA

PRICE: $13,395-$17,695

LIKES: Nicely redesigned. Roomy. Well-equipped. Decent performance. Competitively priced.

DISLIKES: Rear visibility hampered by roof pillars. Small trunk pass-through opening. Odd tachometer location.

February 26, 2007
BY DAN JEDLICKA Auto Reporter Chicago Sun Times