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The Elantra is the same
type of hatchback as the Suzuki Reno: a more practical sedan that can’t match
the wagons and wagon-type vehicles found alongside it in this group. But the
Elantra is a far better car than the last-place Reno, both in terms of utility
and most other factors. It’s similarly inexpensive, did better in crash
testing, has usable cargo space behind the rear seat (though the sloped hatch
limits cargo height compared to most of the others here), and it rides,
handles, and accelerates better while returning better gas mileage. But the
Elantra succeeds only as an alternative to a comparable sedan (and a superior
one), not any of the others here but the Reno. It outranks a number of more
practical competitors because of their own flaws, but its inherent lack of
cargo space leaves it in eighth place despite its other strengths.
Hyundai will tell you that the Elantra
hatchback has a firmer suspension than the sedan, but this is not at all
apparent on the road. It has a smooth, absorbent, and comfortable ride that
sometimes loses control over uneven road surfaces. Despite its somewhat soft
suspension tuning, there is no evident ride float. Soft suspension tuning lead
to soft handling by small-sedan standards, but the Elantra holds its own
against larger and taller hatchbacks and wagons despite an obvious lack of
steering feel. The 2.0-liter 4-cylinder is not especially quick but it returns
group-competitive fuel economy, and is generally quiet except under hard
acceleration. Road noise is prominent however on all but the smoothest road
surfaces.
Inside, the Elantra has firm, well-shaped,
comfortable, and supportive front seats that offer plenty of leg and headroom,
though they could be higher. The rear seat is adequately roomy, and the
low-mounted seat is at least angled well to make the most of available space.
The interior uses mostly high quality materials
that fit together very well, but it has a rather drab appearance. The gauges
could use more contrast, but most instruments are well-placed and easy to use.
Visibility is good, but additional seat travel and a telescoping steering
wheel would be nice additions for taller drivers. The Elantra has more than
twice the cargo space behind its rear seat than the Reno, and as much as some
wagon-style hatchbacks here, but tall, bulky items will not fit well, a basic
shortcoming to the Elantra’s body style compared to most of the others here.
The Elantra sedan was rated Good in the IIHS
offset crash test, but was Poor in the side crash test and in the head
restraint evaluation. NHTSA awarded it five stars for the driver and four for
the front passenger in its frontal crash test, and five for the driver and
four for the rear passenger in its side crash test.
The Elantra reviewed here came in at $15,325,
the lowest price in this group. Curtain-style side airbags are not offered,
but the fully-loaded GLS model reviewed here also includes traction control
and a sunroof, which are packaged together with antilock brakes.
Overall, the Elantra
falls short in this group not because of any serious flaw of its own, but
because of the body style whose utility cannot match that of the others here.
The Elantra hatchback is an excellent choice for someone who would otherwise
buy only a small sedan, and is definitely worth the $400 premium over its
sedan version. But put the Elantra hatchback against a good station wagon, and
it can’t come close.
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