1997 Hyundai Elantra Review

Put politely, Korea's Hyundais once were considered junk.

Dealers made lots of money selling Hyundais in the 1980s, but the autos soon began falling apart. Even low-rent used-car lots didn't want Hyundais, which were victims of the automaker's ``low-price-at-all-cost'' strategy.

. But things are changing fast at Korea's largest company, as shown by its slick, spacious new Elantra. The larger, restyled 1996 Elantra is sold as a sedan and station wagon, with base prices ranging from $10,899 to $13,799.

The prices make the front-wheel-drive Elantra affordable. And it's worth the money, I found while testing the $12,349 GLS sedan and $13,799 GLS wagon.

Like the Japanese, who initially sold laughably poor cars here, Hyundai rolled up its sleeves. It has been offering decent, moderately priced, well-equipped cars in the past few years. And that's precisely what many Americans are looking for in the frugal, value-oriented 1990s.

The Elantra is a big improvement over its predecessor and fits between Hyundai's subcompact Accent and mid-size Sonata, both of which are fairly new. The Elantra still isn't as polished as Japanese rivals, but you could say the same thing about some small U.S. cars, such as the Dodge/Plymouth Neon.

Still, a little less road noise and a bit more refinement would be appreciated. Although the Elantra generally feels tightly built, the doors and trunk lid sound rather tinny when slammed shut.

The Elantra sedan is truly attractive, and the station wagon looks zoomy. The old Asian mainstream car look has been tossed for the latest styling tricks, which include composite curves, deeply sculpted sides, cute front with headlight ``eyes'' and handsome rear end.

Finally, we get a Hyundai with personality.

Any car's heart is its engine, and the Elantra has a new 130-horsepower four-cylinder, which provides lively acceleration in town and on highways. It's generally quiet, but howls a bit when pushed.

The 1.8-liter engine is only the second to be built and designed by Hyundai, which used Mitsubishi-designed motors. Providing more power than the larger Saturn and Ford Escort engines, the Elantra engine is state-of-the-art.

A knock-control system allows a lofty 10:1 compression ratio for high output, and the motor has double overhead camshafts and four valves per cylinder. Designed for low upkeep and high reliability, the engine's friction is lowered by silicon impregnated pistons and light moving parts.

> The Elantra's five-speed manual transmission has a cable-link design and feels loose, with poorly defined shift gates. But it is decent if you don't shift too fast. The four-speed automatic shifts well and allows spirited performance. But it doesn't downshift at 65 m.p.h. and stay in passing gear until 75 m.p.h.; rather, it downshifts at 62 and only stays in passing gear until 70--a speed at which many passing maneuvers aren't completed.

Nearly 90 percent of the Elantra engine's torque is developed at only 2,300 r.p.m., which results in quick response at normal speeds and means one need not rev the heck out of the fairly small engine to see good acceleration.

The sedan's economy is a miserly, EPA-estimated 24 m.p.g. in the city and 32 on highways with the manual and 23 and 31 with automatic. The wagon delivers 24 and 32 with manual, 22 and 31 with automatic.

The Elantra is blessed with light, communicative, speed-sensitive power steering and strong, easily modulated brakes. Anti-lock brakes are in an option package ($1,890) that also includes air conditioning and cruise control.

A cleverly tuned all-independent suspension provides good handling and the kind of smooth ride generally provided by larger cars.

The Elantra's dual-air-bag interior is a high point, with supportive front seats, first-rate dashboard and easily reached controls. Four 6-footers easily fit, and the rear seat's center is comfortable on short trips.

The sedan's trunk is large, and flip-forward seatbacks expand cargo room. The wagon offers best-in-class interior volume of 126.9 cubic feet.

The Elantra should do well in the fiercely competitive compact market--especially if those marginal 1980s Hyundais can be forgotten.