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Hyundai keeps emphasizing the "Euro-styling" aspect of the Elantra GT. But remember, Yugos were European, too.
(Photo courtesy of Hyundai Motor Company)
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The interior of the Elantra GT pleases, with its Volkswagen copycat purple-illuminated gauge cluster.
(Photo courtesy of Hyundai Motor Company)
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Hatchbacks are making a comeback; we think that's a good thing.
(Photo courtesy of Hyundai Motor Company)
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Road Test: Follow-Up Test
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Follow-Up Test: 2002 Hyundai Elantra GT
Speaking Softly, Carrying a Big Stick
By
Liz Kim
Date posted: 10-29-2001
If you've kept up with our long-term
updates, you may have noticed that we are constantly amazed by our 2001 Hyundai
Elantra GLS. From its refined powertrain to its impressive fit and finish, the
Elantra has managed to win over every picky driver who has taken charge of it
for the month. Such are the vicissitudes of fate; as recently as four years ago,
Korean cars were the JM J. Bullock of the automotive world. Most importantly,
the Elantra's price allows anyone to overlook flaws; how can anyone be too critical
of a $13,232 car (for which we paid $12,213)?
Hyundai quietly began selling the 2002 GT five-door hatchback, which is built
on the Elantra platform, midway through the 2001 model year. Until then, the Volkswagen
Golf had pretty much held the monopoly if you wanted a hatchback with four doors,
although Hyundai's corporate kinsman Kia joined the fray with the Spectra in 2000.
Despite their cargo functionality, hatchbacks have held the stigma of being cheapo
cars with zero sex appeal throughout the tail end of the 20th century. Fortunately,
carmakers and consumers are realizing that SUVs aren't the only choice when it
comes to increased carrying capacity. Today, even the venerable Mercedes-Benz
is offering the C230 Sports Coupe, which is essentially a hatchback. Before you
know it, a slew of five-door hatchbacks based upon successful sedans or three-door
models will be on the market. Among them are the Ford Focus ZX5, Mazda Protegé5,
and twins Toyota Matrix and Pontiac Vibe (built on the new Toyota Corolla platform).
Hyundai claims that the Elantra GT is superior to any of these, and it's sold
at a significantly lower price. Among similarly sized four-cylinder engines (all
from 1.8 to 2.0 liters), the Elantra's 2.0-liter makes the most horsepower: 140
at 6,000 rpm. Most of the others top out at 130. Torque figure differences are
negligible. Mated to this powerplant is your choice of a four-speed automatic
or a five-speed manual transmission. We drove models with the light, smooth-shifting
manual, and the car feels downright zippy when you're rowing your own gears.
The GT comes with four-wheel disc brakes, well-modulated by the pedal. Steering
effort is light, as are most other aspects of the drivetrain, although not in
a displeasing way. The Elantra is meant for city driving, and it excels at nimble
executions of turns and tight maneuvers. In its sport suspension form, with slightly
thicker front and rear stabilizer bars and firmer shocks and springs, its chassis
held more tautly on curvaceous roads. But it did transmit more harshness into
the cabin over bumps than the sedan flavor. The Michelins with which the Elantra
is shod are a huge improvement over the inferior Korean tires that used to come
with Hyundais, but they could be fatter than size P195/60R15 to accommodate the
sport suspension better.
Inside the Elantra GT, you don't get the feeling that you had to settle
for this car. The dash layout is simple, with three rotary dials for the climate
control and small but easy-to-use buttons for the stereo. Interior material quality
exceeds what you'd expect to find in a car of this class, with soft-touch surfaces
and a refined finish. The driver seat is comfortable, with multiple adjustments
including lumbar support and a seat height adjustor.
Five doors mean that rear passengers don't get shafted, as with two-door cars.
Rear legroom allows for a generous 35 inches, and 53.5 inches of shoulder space
means that three people can sit back there in relative comfort — as long
as the ride isn't too lengthy. The hatchback provides 28.3 cubic feet of cargo
capacity when the rear seats aren't in use and 18.2 cubes when they are.
A basic Elantra already boasts an impressive standard features list for a car
of this price, with power windows, power heated mirrors, power door locks, air
conditioning and a split folding rear seat. Further sweetening the pot are side
airbags for the front passengers.
The $1,500 premium for the GT will buy you leather-trimmed seats, steering wheel
and shift knob; fog lamps; 15-inch alloy wheels; cruise control; keyless remote
entry; a CD player; and rear disc brakes. You also get snazzy purple-illuminated
gauges reminiscent of Volkswagens'. This is a pretty good bargain, since the accessory
group that would comparably equip a VW GLS sedan will run you $1,275, and you
still wouldn't have leather seats, foglights or the sport suspension.
The GT comes with only three major options. An automatic tranny and a power sunroof
that'll set you back $800 and $650, respectively, and an ABS package. We take
umbrage, however, at the fact that the only way you can get ABS is by purchasing
a pricey $1,175 options group, which includes the sunroof. At least a traction
control system comes with this package, but a basic safety feature like ABS should
be more readily accessible, if not standard.
Hyundai further redeems itself from its less-than-illustrious earlier years by
putting its money where its mouth is and offering an impressive warranty, with
bumper-to-bumper coverage for 5 years or 60,000 miles, and powertrain defects
for 10 years or 100,000 miles.
Hatchbacks appeal to the youthful crowd, and we can envision possible aftermarket
modifications on the GT to increase its coolness quotient. Couldn't say that about
previous Hyundais. The Elantra GT is a far cry from the bottom-o'-the-barrel cars
of the George Bush Sr. years, and has made leaps and bounds toward earning respectability.
No more JM J. Bullock. Maybe one of the better Saturday Night Live alums.
Maybe a Mike Myers, even.
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