BACK when the handsome compact sedan under the Korean giant’s lineup had decidedly more show than go, so to speak, we were silently hoping that its somewhat uninspired driving feel and overall dynamics would eventually catch up with the way it looked.
It was after all, one of the more head-turning compact sedans at the time, with sleek, unconventional lines that gave it an edgy and sporty presence.
I’m referring to the previous iteration of the Hyundai Elantra, prior to this all-new release, which we were fortunate enough to drive extensively, and quite spiritedly.
Heart of the matter
For what are looks, if they’re lacking in substance, right? Though that may apply more to people looking for potential life partners, it’s as important when it comes to cars, especially with today’s more sophisticated and therefore, more demanding drivers.
Thankfully, the priority seems to have changed with the all-new Hyundai Elantra, as their R&D apparently gave more importance to performance, rather than ravishing looks.
That’s not to say it’s not a looker of a car—it certainly is, albeit with a more universal- well, textbook handsome aesthetics. Which is a good thing actually, for a longer shelf life in terms of desirability based on looks.
Pleasurable acid test
We drove from the Cebu South Hyundai Dealership all the way to Kandaya Resort in Daan Bantayan, which was just a tad over 200 kilometers.
No sweat, distance-wise, but following the lead car driven by veteran champion rally driver, Vip Isada where about 70 percent of the designated route was made up of tight twists made the drive delightful.
At the briefing, Vip essentially said that he’d pace the drive based on our ability to catch up. Oh boy, did I see that as a challenge.
Staying as safe as possible, of course, I definitely did my best to keep on his tail as he so fluidly and effortlessly negotiated the zigzag roads as if they were straight. And boy, did the new Elantra hold up well.
On isolated portions of the route where we averaged 95 kph, the lateral forces that the curves generated were certainly enough to make lesser cars lose composure, but the Elantra was tenacious. It felt very planted, and that allowed me to take on corners a little bit more aggressively, without throwing anything to chance.
Of course, a good compensating factor is the Elantra’s abundant power from its Nu 2.0 MPI (Multi-Point-Injection) 4-cylinder gasoline engine, rated at 150 hp and 191 Nm of torque.
That allowed me to catch up with Coach Vip, as we fondly call him, on the straights, and just before he would approach a series of curves again.
How telling is it of a car’s performance, when driven in this manner? Quite telling, for it vividly reveals how it’d stack up in an emergency driving situation, behave at abrupt obstacle avoidance/lane changes, retain its balance and traction under stress, and provide ample and safe stopping power when needed.
No doubt about it, the new Elantra is more agile and capable than its predecessor. I got to drive the 2.0 GL A/T variant among four variants on offer, with two of them equipped with the Gamma 1.6-liter engine, and its base model with a 6-speed manual transmission.
The top three variants are mated to a 6-speed automatic transmission, which I’m glad to report, is smart enough to adapt to one’s driving given ample time.
On the first 50 kilometers or so, the transmission felt hesitant and tentative, choosing to slot into a gear that didn’t feel optimal for what I was putting the car though, akin to an athlete that’s made to go through an obstacle course at full steam without a familiarization run.
But as we progressed in the route, it was quite obvious that the car’s system had adapted to my style of driving. Its feedback to my input eventually became instantaneous and precise, and driving from thereon became a more instinctive and pleasurable experience.
We encountered some stretches of road that were under rehab, with huge pot holes created by heavy equipment. Portions with no paving, abrupt drops, mud and rocks—we went through them all, at a relatively brisk pace. The MacPherson struts up front and coupled torsion beams at the rear soaked them up very well, maintaining a good degree of plush comfort.
NVH (noise, vibration, harshness) levels were respectably low.
Taking a closer look
After I got over that huge distraction called enjoyment, I got to evaluate the car’s non-dynamic features, like its interior. Personally, I found it lacked flair, with the straightforward black-on-black surfaces and the conventional knobs and buttons. Generally it was okay, but the top tier 2.0 GLS A/T variant should fare much better.
The steering wheel had telescopic adjustment, aside from the usual tilt. The interior had comfortable and well designed seats to give a good driving position. The rear was spacious, and had dedicated AC vents.
And most notable when it comes to creature comforts: great stereo sound! These days, when an after-market entertainment system upgrade is expensive and impractical due to everything built flush onto the dashboard, it’s a very significant factor. The audio was well balanced on the EQ spectrum, crisp and clear, and had a good, smooth bottom end.
It looks like Hyundai’s focus has shifted with the all-new Elantra, effectively making its hugely improved performance a much bigger draw than any of its other notable features.
I know I speak for many, when I say that such is what matters most.
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