- Doors and Seats
4 doors, 5 seats
- Engine
2.0i, 4 cyl.
- Engine Power
105kW, 186Nm
- Fuel
Petrol (91) 7.4L/100KM
- Manufacturer
FWD
- Transmission
Manual
- Warranty
5 Yr, 130000 KMs
- Ancap Safety
NA
2006 Hyundai Elantra Elite S review
The latest Elantra shows that while Hyundai is improving, it's not quite top-shelf, writes CAMERON MCGAVIN.
On the rise
With a Sonata mid-sizer, Grandeur large car, Accent light car and Santa Fe 4WD all arriving in the last 12 months or so, it's safe to say Hyundai is on a mission to elevate its status in the automotive world.
Now the Korean manufacturer is launching a new version of its Elantra small car, its best-selling model worldwide and its second-most popular model in Australia.
The fourth-generation Elantra is about as new as you can get. The body is entirely fresh, trading its predecessor's sharp lines for a swoopy look that has more than a little in common with its bigger sedan brothers.
Under the skin, there's a roomier, better specified cabin, much improved safety and a sophisticated new rear suspension. Only the engine has escaped serious changes.
The Elantra is available in four forms, all sedan, with a hatch to arrive next year - the SX (from $19,990), SLX (from $22,490), Elite (from $24,990) and range-topping Elite S tested here, which retails for $28,990 and is available only in four-speed automatic.
Standard equipment, in true Hyundai fashion, is generous. The Elite S gets everything from leather, climate and cruise control to trip computer, power sunroof, alloy wheels, leather-shod multi-function wheel and the company's long warranty. Only the lack of a multi-stack CD player disappoints.
Hyundai has also been busy in the safety department. Every model except the SX gets six airbags, while stability/traction control is standard in the Elite and Elite S and an affordable option for lower-level models ($990 for SLX, $1790 for the SX as the package also includes side/curtain bags).
The previous Elantra was roomier than your average small car and the new model continues the trend. The driver's life is made more enjoyable by a steering column that now moves in and out instead of just up and down, seating adjustability is good and there are numerous bins and cubby holes for small items.
Seating, however, is a bit of a disappointment, with the Elite S' nicely adjustable and comfy pews lacking the support for long-haul comfort. We're not fans of the relentless blue glow of the centre console, either, which is mightily distracting at night.
And while it's an improvement on the old model, the Elantra's cabin design, material quality and general assembly are still behind its Japanese rivals.
The same can be said about the way it drives. Wider tracks and a new torsion blade multi-link rear suspension make it a more agile and enjoyable device than before but the experience is sullied by over-assisted, bland steering and the suspension's comfort bias.
The pay-off is a ride that comfortably soaks up all but the worst lumps and bumps. The Elantra is also better than average when it comes to hushing road roar, though wind and mechanical noise are still obvious at highway speeds.
The Elantra's mildly revised 2.0-litre, 16-valve "Beta" four does the job but not with a lot of flair. The revisions earn it SULEV (Super Ultra Low Emission Vehicle) status but economy is not amazing. We averaged 8.2 L/100 km on our test loop, which is good but not class-leading.
Performance is satisfactory but it's not as quiet, smooth or ultimately as responsive as the best fours. The four-speed auto is a solid mid-field performer.
That sums it up. The Elantra doesn't quite have what it takes to be a class leader anywhere other than the showroom floor but the gap has closed.