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Long-Term Test: 2001 Hyundai Elantra GLS

Road Test

Long-Term Test: 2001 Hyundai Elantra GLS

Introduction

Published Mar 25, 2001

    1 Rating
    "If this thing holds up, there won't be reason to buy a Japanese economy car anymore." That's what Editor-in-Chief Christian Wardlaw offered after two weeks behind the wheel of our new Pewter 2001 Hyundai Elantra GLS long-term test car.

    What? A Hyundai Elantra? The BMW freaks at Edmunds lost their '99 328i, and they chose to replace it with (gasp!) a Hyundai Elantra? Melodramatic, yes, but you might be wondering why we've selected a cheap econobox for our long-term test program when we could have had our pick of a number of new-for-2001 sedans, including the performance-tuned Lexus IS 300 and promising Volvo S60.

    We elected to subject the Elantra to a long-term test for two reasons. First, Hyundai sales have skyrocketed since the company introduced its incredible 10-year/100,000-mile warranty. Because of the brand's increasing popularity and its long-standing reputation for poor quality, we wanted to see if the company's bread-and-butter model would be able to withstand one year and 15,000 hard auto-journalist miles. Second, we wanted to offer our readers a long-term test of a brand-new vehicle that is easily accessible to almost anyone who is gainfully employed. Previously, the least expensive model we'd ever tested was the 2000 Ford Focus ZX3, which we loaded up with nearly every option, pushing the sticker above $15,000. Our Elantra is as basic as they come, with only floor mats, mudguards and California emissions added to the bottom line. After negotiations and what can only be characterized as an unnecessary rebate, we paid barely more than $12,100 for our thoughtfully equipped test car.

    Wardlaw picked the Elantra up from Keyes Hyundai, in Van Nuys, California. Our salesman, Karim Payam, was excited to see him — our purchase allowed him to break his old monthly sales record of 30 cars. Payam sat Wardlaw down, explained how the warranty worked, gave him the keys and sent him on his way.

    Upon arrival at home, Wardlaw reviewed the paperwork. Prior to delivery, dealership personnel inspect Hyundais as part of the company's Value Delivery System. According to the "Technical Pre-delivery Inspection" form, the transfer case oil in our front-wheel drive Elantra checked out just fine. (No, silly, our car doesn't have a transfer case. We're citing this as an example of the dealership's lack of attention to detail. But since sections Four and Five of the Value Delivery System were left completely blank, this fact was blatantly obvious.)

    After making sure all documentation was in order, Wardlaw went to work removing dealership insignias, leftover window stickers that the dealer hadn't removed and inspecting the vehicle inside and out. In terms of build quality, the Elantra was tight, except for a gross misalignment of the front fascia. Inside, there was sticky goo left over from the prep process on both rear armrests. Otherwise our car had no flaws.

    "I'm amazed at how much content Hyundai packs into this low-priced economy sedan," Wardlaw noted in our virgin logbook. The satisfying level of standard equipment that comes on every Elantra also surprises most others on staff. Hyundai builds only one trim level, the GLS. Simplifying the lineup makes it easier to offer more features for less money.

    The Elantra is equipped with air conditioning, power windows and door locks, power outside mirrors, tilt steering wheel, 60/40 split-folding rear seat, overhead console with map lights and sunglasses storage, and two-tiered center console storage. A multi-configurable driver seat, digital clock, rear window defroster and side airbags (!) are also included in the base price.

    What will surprise you more is in the details. Those power windows include a driver's express-down feature, and each switch is brightly illuminated at night. Those power mirrors are also heated. That driver seat offers seat cushion height and tilt adjustment, along with adjustable lumbar support. That defroster is timed to shut itself down after a period of time. That center console is shaped to hold CD jewel cases and includes a softly padded armrest.

    Beyond that, the front doors have bright red courtesy lamps. The dash is constructed of cushiony, pliable material. Storage areas are rubberized and lined with felt material to keep rattles, buzzes and squeaks to a minimum. Doors slam shut with an authoritative thunk!

    Additionally, the digital odometer offers both Trip A and Trip B settings. There's a low fuel indicator light. Backseat riders get rear headrests that adjust for height, and there are also three-point Automatic Locking Retractor/Emergency Locking Retractor (ALR/ELR) seatbelts in back, even for the middle passenger. Front seatbelts have pre-tensioners and force limiters. The front passenger airbag has a passenger presence detection system that instructs the supplemental restraint to inflate only if something of sufficient weight is placed on the front passenger seat. Bumpers front and rear can withstand 5-mph impacts. The tires are high-quality Michelins, not home-market Hankooks or Kumhos.

    A penalty box the Elantra is not. Additional niceties like cruise control, a CD player with six speakers and remote keyless entry are bundled into a $750 option package. Other options include a four-speed automatic transmission, a power sunroof and four-wheel disc antilock brakes with traction control (good luck finding the latter option in the Sunbelt. We tried with zero success). Alloy wheels and a decklid spoiler can also be ordered.

    Of the options we didn't get, the only ones we're likely to miss are those in the basic option package. Prepare to read constant staff gripes in future updates about the lack of a CD player. ("The lack of a CD player is a total bummer," wrote one editor who drove the car home for a night.) It's not like we didn't try to get one. The Elantra brochure shows a photo of the optional head unit with in-dash CD player, and there's a slot beneath the existing head unit that could be filled with an add-on CD player or in-dash changer. Keyes Hyundai explained that to get the CD player, you must order the package that contains the CD player — an individual replacement or add-on unit is not available from the dealer. They did offer to install an aftermarket CD changer in the trunk, but because the Elantra isn't a likely candidate for a long-distance cross-country haul, we nixed the idea. But it would behoove Hyundai to offer a dealer-installed replacement head unit or add-on CD player for a coupla hundred bucks to make commuters like us happy.

    If anyone takes the Elantra on a road trip, at which it would do quite well if early indications prove true, the lack of cruise control is also likely to cause consternation. (That same scribe who complained about the lack of a CD player also wrote: "I missed the convenience of cruise control in this car...") With its comfortable seating, roomy trunk and ability to cover ground at the rate of 80 mph without breaking a sweat, the Elantra would make a fine highway traveler, but holding the accelerator pedal for hundreds of miles on end doesn't entice us to find out.

    Mechanically, a 140-horsepower dual overhead cam, 16-valve four-cylinder engine displacing 2 liters powers our 2,635-pound Elantra. It is mated to a five-speed manual transmission, and gets 25 mpg in the city and 33 mpg on the highway, according to the EPA. A four-wheel independent suspension (struts in front, multi-link in back), power rack-and-pinion steering and front disc/rear drum brakes manage ride, handling and braking duty. Adhering the Elantra to the road are P195/60HR15 Michelin Energy tires that are quiet yet grippy.

    Wardlaw was duly impressed. Recall that the old Elantra ranked third in a field of nine economy sedans in a comparison test we conducted last year. This new one might well have snagged first place if the same test were run today, even though this new car doesn't have the same scrappy, take-on-all-comers character of the old car.

    "Comfortable and peppy, Elantra is a wonderful Point A to Point B sort of car," Wardlaw opined in our logbook. "The somewhat soft suspension does a great job of smoothing out irregularities in the pavement, providing an isolated ride without excessive float. It is tuned to give the non-enthusiast commuter a relaxing yet controlled ride, soothing even after a hard day at the office." He did note that body roll is excessive, despite front and rear stabilizer bars, but that the tires grip well even when pushed hard.

    Refinement is not only found in the Elantra's details, but also in cabin design. "The turn signal stalk feels three times more substantial than what Cadillac and Lincoln provide in the Catera and LS," wrote Wardlaw. "Admittedly, this is a pretty simple dash layout, but everything is right where you expect it to be. And Hyundai has done an excellent job of quelling road rumble, engine roar and tire whine. This is a surprisingly quiet compact, especially in the city." In fact, so quiet are our Elantra's insides that by the end of his stint behind the wheel, he had detected a barely audible buzzing noise coming from the area near where the passenger B-pillar and headliner meet. Another editor also noted the buzzing noise, writing: "I noticed a buzzing noise coming from the passenger side front, up near the headliner. This kind of thing in a brand-new car concerns me. How much is it gonna rattle and buzz with 50,000 miles on it, or even 30,000?" Wardlaw thinks it would have gone largely unnoticed in other cars of this ilk.

    From a design standpoint, Wardlaw claims Hyundai almost got this one perfect. He doesn't like the "frowning" front styling, but did note that the headlights do a beautiful job of illuminating the road at night, casting a bright, even, well-defined pattern on the pavement free of splotches and shadows. He also praised the bolt-on plastic wheelcovers, which, from farther away than 20 feet, look like attractive six-spoke alloy wheels.

    Before we sum up this introduction to our new Elantra, let's be clear about Hyundai's warranty coverage. The powertrain warranty is 10 years or 100,000 miles, whichever comes first, and it covers most engine and transmission components. This coverage is good only for the original owner; subsequent owners get 5 years or 60,000 miles, which is also the length of the standard bumper-to-bumper warranty. Twenty-four hour roadside assistance, something Honda, Nissan and Toyota fail to offer, is standard and good for 5 years no matter how many miles you've driven. Finally, you're protected against rust perforation (inside to outside) for 5 years or 100,000 miles, whichever comes first.

    "At $12,100, how can you go wrong with this car?" asks Wardlaw. During the next year and 15,000 miles, we'll see if the 2001 Hyundai Elantra disproves the adage that you get what you pay for.

    Current Odometer: 1,016
    Best Fuel Economy: 27.9 mpg
    Worst Fuel Economy: 26.1 mpg
    Average Fuel Economy (over the life of the vehicle): 27.3 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: Rattle in headliner.

    Road Test

    May 2001

    How much does the Edmunds.com editorial staff like its new Hyundai Elantra GLS? So much that its role as the BMW 3 Series replacement for the long-term fleet is making more and more sense all the time. Just look at their many common characteristics. Both cars are four-door sedans. They both come with a manual transmission. Neither has a CD player. And both cars are the focus of repeated comments and accolades by all who drive them.

    Oh sure, in terms of passion, luxury amenities, engine size and brand cachet, the BMW has a slight advantage over the Elantra. But don't forget, the $38,770 we paid for our long-term Bimmer would net you 3.2 Hyundai Elantras.

    And it's that "Price of Test Vehicle" issue that most impressed Executive Editor Karl Brauer during the month of May. After spending a few weeks in the Elantra, Karl realized that his primary impression of the car was...nothing! No complaints about the steering, ride or handling. No bemoaning a lack of acceleration or seat comfort. Not even a whine about the missing CD player. In fact, as Mr. Brauer started thinking about what he would report for the long-term update, a near panic rose in him with the realization that the Elantra was leaving him with little to say.

    But then Mr. Brauer concluded that the Elantra's greatest strength is, well, its lack of creating a strong impression. Or, as he puts it, "Nothing about the car stands out. Doesn't sound like a compliment, but when a $12,000 car doesn't leave you with anything terrible to say, that's pretty impressive. Most vehicles in this price category have at least one major failing (often several), so for a vehicle to have no glaring deficiencies while costing less than half the price of an average new car is quite an accomplishment."

    Not only does the Elantra have all your basic transportation needs covered, but, according to Karl, it includes several features that you don't expect at this price point. "The one-touch-down driver's window is one of those items that has become ubiquitous on modern cars, so much so that vehicles without this feature feel exceedingly low-grade. Thankfully, the Elantra has it and I use it at least twice a day when going in and out of the parking garage with my key card. One item that the Elantra doesn't have is keyless entry, and that feature I did miss. Unlike cruise control, which is almost useless in Los Angeles (even when you drive on the freeway), keyless entry comes in handy every time you enter or leave the vehicle. This is one item I'd like to have...more so than a CD player. Speaking of a CD player, I don't really miss this feature at all. Mr. Wardlaw warned about the whining we'd hear on this subject in the Elantra's introduction, but you won't hear any on this point from me. In fact, I find it somewhat fitting that my custom-made cassette tapes sound so good in the Elantra. My theory is that the reduced sound quality of MP3 recordings transferred to a cassette tape perfectly matches the quality of the head unit in the Elantra. If I played these tapes in a Mark Levinson/Lexus system, you'd hear every flaw, but in the Elantra, the tapes' low fidelity is masked by the cassette player's limited abilities. Whatever the case, my tapes sounded fine in the Hyundai."

    Though his overall feeling about the Elantra was one of complete adequacy, Karl did manage to come up with a few comments, good and bad, to report. "The drivetrain is particularly capable for such an inexpensive car. The engine makes solid power with a useable torque curve, and the shifter is great! I like the shift ball shape itself (large and easy to grab) and I like the reassuring snick it provides as it goes into each gear." But while Mr. Brauer was particularly happy with the drivetrain, his feelings about the exterior design were not as clear-cut. "Styling of the Elantra is, for the most part, attractive. I like the profile and rear styling, but the front-end, with those dual headlights mounted behind a single large lens, reminds me of the current Chevy Impala. I know Hyundai is trying to appeal to American sensibilities with its latest products, but if there is one vehicle they don't want to emulate, it's the Chevy Impala."

    Another item that caused Mr. Brauer some concern related to the steering wheel, which had to be held slightly off center (to the right) to keep the car going straight. After checking the tire pressure and finding it to be slightly low in every tire, Karl adjusted it to factory specs. But even filling the tires to correct pressure didn't fix the problem (though it did add some stability in cornering). Mr. Brauer didn't notice this trait when he first drove the car, so he's wondering if something went wrong with the front end (either a loose adjustment piece or a suspension part that's been somehow bent). He says he never jumped any railroad tracks or plowed over a curb or anything, so if there is a problem with the front end, he's not sure how it happened. Either way, it's not terrible, as the car just slightly pulls to the left.

    Is Karl ready to give Hyundai's new Elantra the "Brauer Good Seal of Approval" after his month behind the wheel? In his own words, "At this point, I would have no qualms about recommending this vehicle over a Civic, Focus, Protegé or Sentra. Not because the Elantra is a better car than any of those models, but because many of the people in this market are looking to spend as little as possible on a new car. If money is a buyer's number one concern, the Elantra is competitive with those vehicles in terms of feature content, performance and comfort, while it beats them in terms of price and warranty coverage."

    In other words, the Elantra may not be a Civic or Focus, but at this price, and with this level of feature content and warranty protection, it's close enough for Mr. Brauer.

    Current Odometer: 2,294
    Best Fuel Economy: 30.9 mpg
    Worst Fuel Economy: 19.9 mpg
    Average Fuel Economy (over the life of the vehicle): 27.5 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: Very slight pull to left.

    Road Test

    June 2001

    This month, Senior Road Test Editor Brent Romans was the wheelman for our long-term Elantra. Attempting to emulate the way a typical buyer would use the car, he did the following things: He drove it to and from work. He sat in congested traffic. He schlepped friends and family during weekends. He used it for grocery shopping. He ate fast food and guzzled soda in it. He drove it to the local gigaplex to see an overly hyped and overly long summer movie about a certain harbor in Hawaii. He listened to NPR and Howard Stern (no CD player, you know). He picked his nose while driving on the freeway and hoped nobody else noticed. After 1,400 miles of this, he came to a conclusion: "Say, this car is pretty good," he said. Only at Edmunds.com can you get brilliant and deeply insightful commentary like that.

    What impressed Brent most about the car was the amount of content and the low price. As we mentioned on this car's introduction page, the Elantra comes with a surprising number of standard features. One probably wouldn't expect to find side airbags; a driver seat with tilt, height and lumbar adjustment; dual trip meters; and power windows and locks on a $13,000 car. "A lot of my friends were disappointed to hear I was driving around a Hyundai for a month," Brent said. "I think there is still a certain degree of negativity associated with Hyundai given its poor reputation for reliability in the '80s. But after I drove my friends around and told them that the car was only 13 grand, their opinions changed drastically."

    It would seem that other U.S. consumers are also coming around. According to Automotive News, Hyundai has sold almost 41,000 Elantras through the first five months of 2001. This is about same amount of Nissan Sentras sold, and twice as many Mazda Protegés and Mitsubishi Mirages sold. Elantra sales still lag behind big sellers like the Civic and Corolla, but we wouldn't be surprised if the car continued to gain sales at Honda's and Toyota's expense.

    Brent also had good things to say about the driving experience. "I would say that the Elantra is just as pleasant to pilot as a Civic or Corolla. The suspension is tuned to provide a comfortable ride on city streets. It's also easy to maneuver thanks to the light steering. Driven harder, the car's limits are reached relatively quickly. I'd prefer to have firmer shocks and stickier tires. But I do think the chassis itself has a lot of potential. If Hyundai wanted to give the car more power and sportier handling to compete with the upcoming Sentra SE-R, I'm sure the Elantra could handle it."

    During the month of June, Brent also spent some days driving around other vehicles, including a Porsche 911 Turbo. After the Porsche, he thought getting back into the Elantra would be a miserable experience. But the Elantra's 2.0-liter 140-horsepower engine offered quick acceleration. Brent noticed that there is a slight bump in power when the engine is revved past 4,000 rpm. The sensation and sound reminded him of the variable valve timing system found on some Civics. But after reading up on the car, he realized that the extra power is due to the exhaust system. It has a special valve that reduces exhaust noise at low rpms. From 4,000 rpm to redline, the valve opens up, improving exhaust flow.

    When Brent wasn't driving the Elantra, a couple other Edmunds.com editors took the helm. Associate Editor Erin Riches had this to say: "The suspension smoothed out my commute, but it did create a floatier ride than I got in our long-term Ford Focus ZX3. Also, while the Elantra's steering was easy to manage, the steering on the Focus is more accurate and lively. This makes the Focus more fun to drive, but it costs more and its warranty package isn't as comprehensive as the Elantra's."

    Erin also had observations about the interior. She appreciated the padded armrests and the simple climate controls. She wasn't bothered by the hard plastics in the Elantra because, as she says, "that's what economy car ownership is about." Both Erin and Brent also noted that the interior seemed to be assembled properly without any loose trim or misaligned plastic pieces.

    Our final driver this month was Road Test Editor Neil Dunlop. He took it to Big Bear, a local mountain resort outside of Los Angeles. "I was pleasantly surprised with the Elantra," Neil said. "It's a very capable family car. I found it quiet and comfortable on the freeway. The cabin is tastefully and thoughtfully laid out. The trunk swallowed my luggage with plenty of room to spare. It's even good looking in a run-of-the-mill family sedan kind of way."

    So there you have it. Three drivers, three positive opinions. Will the Elantra continue to be in our good graces over the next few months? Stay tuned.

    Current Odometer: 3,777
    Best Fuel Economy: 27.7 mpg
    Worst Fuel Economy: 21.9 mpg
    Average Fuel Economy: 26.6 mph
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: None

    Road Test

    July 2001

    Our most recent addition to the long-term fleet went to Road Test Editor Ed Hellwig for this month, and like many editors before him, he was pleasantly surprised (OK, shocked) by the Elantra's level of refinement.

    Not that he expected a substandard ride from the up-and-coming Korean automaker, but it's no secret that Hyundai has traditionally lagged behind its more experienced Japanese competitors when it comes to simple things like material quality, panel fitment and overall drivability.

    His initial comments related to the Elantra's simple interior design and functionality. "Hyundai has done a great job by simply sticking to the basics with this car. Nothing in the interior is particularly fancy, but the overall look is pretty sharp," Ed wrote in his notes. "The gauges are simple with few idiot lights, and the rest of the dash is just a few basic dials and a couple of buttons. I wish more luxury cars on the market would use this philosophy."

    He found the seats comfortable for his long 6-foot 2-inch frame, and finding a good seating position was a simple affair. He liked the convenience of the two-tiered center console and was surprised to see small details like door-panel water bottle holders and a nicely crafted shift knob. "Little stuff like this is what usually gets axed in cars at this price point; it's nice to see Hyundai still managed to keep them despite the low price," Ed commented in his notes.

    After zipping around town for a few weeks, Ed further praised the Elantra for its easy-to-drive character. "This is exactly what an A-to-B car should be like. All the mechanicals work so easily; the steering is light for easy parking-lot maneuvering, the clutch never makes your leg tired, and you can snap the shifter in and out of gear with barely two fingers on the stick."

    So how does Hyundai's 2.0-liter 140 horsepower engine measure up against the competition, according to our road test editor? "I'll admit, the engine isn't the most refined four-cylinder on the planet, but it's far from being annoying. It will emit some shrill-sounding noises when revved right up to the redline, but overall it's a nice unit. There's plenty of power for getting on the highway, and the light feel of the car in general makes it seem quicker than it really is."

    As far as the lightweight feeling of the body structure, Ed thought that it managed to filter out road noise and pavement jolts fairly well, with no noticeable creaking or rattling. "You really have to hit a hole hard to bottom out the suspension. On most roads, however, it soaks up small bumps easily and is quite comfortable while cruising. Try to muscle through a turn, and it will give in quickly, but considering the small tires, it's hard to fault it for not being much of a canyon-carver."

    Ed's only real complaint after a month in the Elantra was its lack of a CD player, which he readily admits is a little nitpicky on a $12,000 car. "Considering that this problem could be remedied by a one-hour trip to Best Buy, I would hardly call it a major issue. If anything, it goes to show just how solid the rest of the car is."

    So there you have it, yet another editor who thinks that this Hyundai could be one of the best budget cars on the market. If you're considering an all-new Civic or Corolla, you might want to add the Elantra to your list, as well. If ours continues to hold up as well as it has so far, we would see no reason to pay a penny more for anything else.

    Current Odometer: 4,570
    Best Fuel Economy: 31.4 mpg
    Worst Fuel Economy: 21.6 mpg
    Average Fuel Economy (over the life of the vehicle): 26.8 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: None

    Road Test

    August 2001

    This month, we have Elantra comments from not one but three people. Just as he had for his road test of this car, this month's Elantra assignee, Road Test Editor John DiPietro, had mostly positive comments about Hyundai's competent compact. "This is just a pleasant car all around. It's peppy, comfortable, well-built and a breeze to drive. The manual transmission isn't a hassle in bumper-to-bumper traffic, as the clutch takeup is smooth, and both clutch pedal and gearshift efforts are light." DiPietro also noted Hyundai's attention to detail. "When you scrutinize the cabin, you notice many nice details, such as the padded console armrest that's covered in the same material as the seats. And the adjustable driver seat is appreciated by those with smaller frames."

    John says that "the highest praise I can give this car is that I recommended it to a colleague's wife." In short, wife Julie loves the car and when asked what made her decide on the Elantra, she said that the major factors were safety, performance and the long (10-year/100,000-mile) warranty. As she bubbled over with enthusiasm, she went into greater detail, saying that the standard side airbags and optional ABS are nice to have at such a low price (she paid around $12,000 for her five-speed car that had Option Package #5). Echoing Mr. DiPietro's sentiments, Julie also liked that Hyundai had sweated the small stuff. She pointed out the hooks that hold the floor mats in place and the abundance of storage space in the center console and door pockets.

    When asked what she didn't like, she stated that she thought a CD player should be standard or at least optional by itself. As it stands now, one must go with an option package that includes other features the buyer may not want. But she quickly admitted this was nothing against the car itself and a minor gripe (one that Edmunds.com editors have carped about ad nauseum) at best.

    There may have been some feelings of bias against the Elantra when Consumer Advice Editor Philip Reed took the keys for a few days. He has never been a fan of the styling of Hyundai's cars, and he's heard horror stories about their reliability in the past. However, he had a special interest in our Elantra since he handled the purchase of it for our long-term fleet. He remarked that the dealership experience was fairly positive and the buzz on the car was good. So, what was his verdict?

    Phil's first impression was that the steering was too light at low speed. A finger hooked in the steering wheel spoke was all it took to maneuver the car when parking. He felt this might equate to a lack of road feel at higher speeds. Not so. The steering tightened up and he found that this little car was quite nimble.

    "There is almost a Honda-like feel to this car," Phil noted. "All the pieces have come together in harmony. What it provides above the Honda experience is some fun in the corners. And, given the price of the car, it's a cheap thrill."

    Of course, our Elantra has the five-speed stick, which, to a gearhead, is essential. Phil speculated that some of the pleasure might evaporate if the car were equipped with an automatic. Still, for the money, the Elantra packs a punch, he concluded, joining the pack of Elantra endorsers.

    Current Odometer: 5,864
    Best Fuel Economy: 29.0 mpg
    Worst Fuel Economy: 20.5 mpg
    Average Fuel Economy (over the life of the vehicle): 26.6 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: None

    Road Test

    September 2001

    For the month of September, the Elantra, which could be called the sleeper hit of the summer, went into the possession of Road Test Editor Liz Kim. This is significant because she admittedly harbors a complex about Korean cars; she remembers being taunted in her youth (she's a first-generation Korean-American) about her ethnicity's correlating to the unspectacular state of Korean cars in the '80s. "You guys build sucky cars, and, and, you eat funny foods," teased the cruel bullies. As soon as her elocutionary powers improved, she was able to retaliate with a torrential list of their particular faults — in fact, that's probably why she got a degree in English, so that she can insult people through the most accurate, witty means possible. However, she could never think of a comeback for the car comment. Korean cars did suck in the '80s.

    So the Elantra had something to prove. Happily, by all accounts, she can now go back to those bullies and say, "Nuh uh, they don't suck. You suck." If she had been able to use that retort, she could have saved six years of expensive schooling (money enough to purchase several Elantras).

    Liz enjoyed the lightness of the steering and the fleet feeling of a small car meant for city commuting. "Granted, the Hyundai feels less than secure for freeway driving above a certain legally acceptable level. Around town, however, its tight turning circle and its light shifting action were a boon," Liz stated. She also appreciated the 140-horsepower engine motivating the machine; many cars of this class make do with much less, at least for their base engines.

    Miss Kim, who remembers when the "seek" feature of a tape deck that allows you to skip to the next song was a grand new invention, had no problem with the lack of a CD player. It let her catch up with dusty and neglected '80s tapes. "You know, 'Everybody have fun tonight, everybody Wang Chung tonight' holds just as much relevance now as it did back then," she mused, with a dreamy, far-off look.

    A high degree of comfort was accessible thanks to a nicely cushioned driver seat that's configurable to find the perfect driving position, and a padded center console provided succor for her elbow. This is also where she stored said '80s tapes.

    She also appreciated the 60/40-split rear seats, which allowed her to purchase and tote home a 6-foot bookcase from the local Target. "Even some expensive European cars make you pay extra for that convenience," she noted. Although she did miss niceties like cruise control and remote keyless entry, she kept reminding herself that this is a basic economy car. This made the skinny tires that howl in turns bearable.

    Liz drove the press rep of a competing manufacturer (one that's known for amazing quality) to a Labor Day party in the Elantra, and even she was impressed with the fit and finish of the interior. "This is a nice, solid little car," she commented. Additionally, fuel economy of 26.5 mpg in these days of fluctuating gas prices was indeed reassuring. In one particular instance, she managed to extract 28.6 miles per gallon, running 325 miles with its 14.5 gallon capacity.

    "I can't believe how well this thing has held up. Aside from a slight buzz from the stereo area, everything is as tight as it was when it was purchased," Liz said. The Elantra's due for its first scheduled maintenance at 7,500 miles, which should be sometime next month. We'll see if the Elantra lives up to its impressive warranty. So far, it's passing with flying colors.

    Current Odometer: 6,938
    Best Fuel Economy: 28.6 mpg
    Worst Fuel Economy: 23.2 mpg
    Average Fuel Economy (over the life of the vehicle): 26.5 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: None

    Road Test

    October 2001

    If you've read any of our previous Elantra updates, you've probably discovered that we have been both surprised and impressed with our Hyundai. Surprised at the well-thought-out, yet simple, design and impressed with the build quality and the way it performs on the road.

    Our road test coordinator, Neil Chirico, reported no differently about his experience in the Elantra. He was impressed with just how well this vehicle performs in so many areas. On the road, the engine, the steering, the suspension and the brakes all come together in one sweet package.

    "The 140-horsepower engine has just the right amount of power to please those of us who prefer a little get-up-and-go from our economy sedans," Neil wrote in the log. Previously noted during testing Neil had done on a different Elantra were these comments: "The tachometer-indicated redline is 6,500, but a soft rev limiter started cutting in at 6,250 and got more aggressive as it climbed to the 6,500 mark." While rev-limiters are usually set to cut in at a given rpm, they can be programmed to intrude softly instead of just cutting out power completely and abruptly. The fact that Hyundai chose to use such a set-up for the Elantra speaks to the thoroughness of engineering done on this vehicle and the quality it exudes.

    Neil also found the brakes praiseworthy: "Brake performance is outstanding, especially considering that this vehicle was not equipped with ABS brakes. The pedal modulation was excellent and allowed us to get the braking distance down to the level of many ABS-equipped vehicles'."

    To put that in perspective, let's look at braking distances for a few of the Elantra's competitors.

    Car
    60-to-0 mph braking distance in feet
    Ford Focus ZTS w/ABS
    137
    Honda Civic Sedan non-ABS
    145
    Hyundai Elantra GLS non-ABS
    133
    Kia Rio non-ABS
    153
    Mazda Protegé ES w/ABS
    123
    Toyota Echo w/ABS
    136

    You can see from the numbers that the non-ABS Elantra is better than all but one of the vehicles listed. What you can't see from those numbers is just how easy the brakes are to modulate under emergency braking conditions. You can jam the pedal and still not lock the brakes until you really want to. All of the non-ABS vehicles listed above could learn a few things from the Hyundai.

    Several of those competitors are known for their outstanding build quality and reliability, and so far we can say that they hold nothing over the Elantra. We have had 0 defects with our vehicle since we purchased it six months ago. With 9,705 miles on the clock, that says a lot. Hyundai can hold its head high when in the company of Honda, Mazda, Toyota and Nissan, something that couldn't be said just a few years ago.

    Now that we've touched on the quality of the Elantra, what about the service costs? Since we recently passed the 7,500-mile first-service mark, we decided to go online to find the closest Hyundai dealer. We found our local dealer on the Hyundai Web site in just a few short minutes and were even able to print a map complete with directions from their site. We called and scheduled an appointment.

    Upon arrival at Culver City Hyundai, we were promptly greeted on the service drive by one of the lot porters. We were told that we would be taken care of shortly, as soon as the next service advisor became available. Even with only two advisors, we didn't have to wait long. We started with one advisor who put our information into the computer and were handed over to the other advisor when he discovered we had an appointment.

    We were assisted promptly and efficiently and were on our way back to the office in short order. What we got was an oil/filter change from a qualified Hyundai technician for the same price that you'd pay taking it to one of those quick-lube places, a miserly $21.20. The only down side to our service experience was not getting a phone call from our service advisor letting us know our vehicle was done and ready for pickup as promised.

    All in all, we've had a near perfect experience with our Elantra. Everyone on the staff who's driven it has been pleasantly surprised at how well it performs. Add in the low cost of ownership and you have to wonder: What more could you ask for from your hard-earned $12,100? Move over Honda, Hyundai has arrived!

    Current Odometer: 9,705
    Best Fuel Economy: 31.9 mpg
    Worst Fuel Economy: 28.0 mpg
    Average Fuel Economy: 27.2 mpg
    Body Repair Costs: None
    Maintenance Costs: $21.20 (7,500-mile service: oil and filter change)
    Problems: None

    Road Test

    November 2001

    After taking delivery of our long-term Hyundai Elantra last April and racking up 1,000 indifferent break-in miles, Senior Editor Christian Wardlaw offered this observation: "If this thing holds up, there won't be any reason to buy a Japanese economy car anymore."

    Since then, six months have elapsed, and our Elantra has accumulated 10,000 additional miles. We spent a total of $21.20 to service the car at the 7,500-mile mark, and nothing has gone wrong with our Hyundai. Let us repeat that last statement, because it bears mention: After 11,000 hard, indifferent auto-journalist miles, nothing has gone wrong with our Hyundai. Nothing has ceased operation, divorced itself from the car, broken off in our hands, worn thin from use, required issuance of a recall, yadda, yadda, yadda. Unless you count a gearshift knob that has loosened up and no longer points north-south when tightened down, and we don't.

    Wardlaw is so impressed with our $12,000 sedan that he's shelved his old notions about Hyundai quality. In fact, he's directly responsible for the sale of an Elantra GLS, equipped just like our car but in a different color. "My mother-in-law was finally ready to retire her 1987 Chevrolet Nova, " he recalled in the log. "She needed inexpensive wheels, and wanted new car smell and a new car warranty. I told her to buy an Elantra, told her what she ought to pay for it, and now she's thrilled with her new Hyundai."

    She's not the only one. Read through the commentary offered by our editors during the past half year, and you'll find that even the most jaded and shallow among us are won over by the Elantra's sheer competence.

    "Admittedly, I wasn't thrilled by the idea of driving a $12,000 econobox for a month," Wardlaw wrote, "but by the time my stint behind the wheel was over, I had been thoroughly reminded that the Elantra isn't just another $12,000 econobox."

    Take, for example, the way the Elantra's doors whump shut with a satisfying heft not unlike that of a luxury car. Wardlaw noted the way the doors thump closed, comparing the car favorably to our Lincoln LS' solid portals. He also drove the car extensively at night, traveling poorly lit two-lane roads, and came away with nothing but praise for the bright and even pattern of illumination thrown by the Elantra's headlights. Also commented upon were the door panel lamps that glow red when the front doors are open to warn approaching motorists not to get too close.

    "Driver seat comfort is easily equal to or better than sedans costing twice as much," he noted, "thanks to firm padding, generous seat track travel, and adjustments for both seat height and cushion angle." The stiff fabric, however, feels thin and low-rent, according to Wardlaw.

    There is a solution to this problem that comes in the form of the Elantra GT, a new five-door hatchback equipped with a sport-tuned suspension, leather upholstery and a host of standard goodies for less than $15,000. Wardlaw drove one back-to-back with our GLS sedan and offered the following observations:

    "Sporting the same general shape and appearance as a Saab 9-3, the Elantra GT is the model I'd choose. The steering and suspension are a smidge tighter than our GLS' but the GT could never be confused with a true canyon-carver. Rather, the appeal here is the leather upholstered interior and leather-wrapped steering wheel, the VW-knockoff blue and red instrument lighting, the utility offered by the gaping hatchback and fold-down rear seats, and the spiffy alloy wheels. And while 140 horsepower is more than adequate for the class, imagine how much more fun the car would be with 20 additional ponies under the hood. Plus, a local dealer advertised the GT for $12,500 over the weekend. What a steal."

    Those who transport children in an Elantra will be pleased to find automatic locking retractor seatbelts in the back seat, which make it easy to install and cinch child seats tightly. A handy rubberized bin under the center of the instrument panel is ideal for holding a cell phone, gum, sunglasses case, garage door opener or what-have-you. Unlike many offerings in the class, the center console bin has a nicely padded armrest that most people take for granted until they drive, say, a Ford Focus.

    "Small car manufacturers need to take notice of the Hyundai Elantra," wrote Wardlaw. Small car buyers do, too.

    Current Odometer: 11,042
    Best Fuel Economy: 27.9 mpg
    Worst Fuel Economy: 24.7 mpg
    Average Fuel Economy (over the life of the vehicle): 27.1 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: None

    Road Test

    December 2001

    Easy. That's the word that kept coming to the mind of Consumer Advice Editor Philip Reed during his month in our 2001 Hyundai Elantra GLS. It's easy to steer, easy to shift, easy to drive. And besides being easy, it's occasionally fun.

    Phil bought the Elantra for the long-term program back in March of 2001, but hasn't had much seat time in the economy sedan since then. Consequently, he was curious to see if his purchase was worth the money. The verdict was a definite yes. Writing in his log book, he noted: "If I needed good, reliable transportation, and I didn't have a lot of dough, I would probably buy this car and have it set up just like this one."

    While much of Phil's time is spent in traffic, often moving slower than the brain of Homer Simpson, the stick shift wasn't an annoyance. "It's so easy to shift," Phil wrote, "that it somehow feels like an automatic. Compared to our long-term Toyota Celica GT-S, where every shift is an adventure, the Elantra is a no-brainer. It glides smoothly from gear to gear, and the rubbery ball shift knob feels good in the palm of your hand."

    The steering felt a little too easy to Phil. "Each time I switched cars, then came back to the Elantra, the steering seemed over-boosted. It reminded me of the big cars of the '70s where you could stick a finger in the spoke and spin the wheel. But, frankly, the steering was appreciated when parallel parking and pulling into tight spaces."

    Despite the light steering, Phil felt there was adequate road feel and very sound handling. "The impression I got was that this car was light on its feet — the Michelins gripped well in the corners, and the body didn't lean excessively. All in all, it felt very maneuverable." He also noted that the Elantra passed his so-called "Terraine St. Test," a test that has the car making a U-turn on the street where Phil lives. The only other cars in the fleet that have passed have been the VW Passat and the Honda Insight.

    This month was hard on our Elantra, however. When Phil took over, the windshield already had a crack in it. Then, while en route to pick up a 2002 Ford Thunderbird test car, with Road Test Coordinator Neil Chirico, a pea-sized pebble struck the windshield with a frightening snap! Now with two cracks in the glass, we felt it was time to go shopping for a new windshield.

    Phil called three glass stores for the best price for a new windshield, one of which was a mobile service that would replace it here at our editorial offices. The quotes ranged from $225 to $280. The mobile service offered to repair it at our offices for $269. Given that security at our office building is very restrictive, and that another price was so much lower, we took the Elantra to the lowest bidder's shop and had them do the windshield replacement there. After we picked it up, we found ourselves humming the line from the old Beatles tune "I Can See Clearly Now."

    Only a day later, another piece of flying debris struck the Elantra in the headlight, the hood and then the A-pillar. It made a loud impact sound. But upon inspection, Phil discovered it must have been an orange cone, since it left rubber scuff marks. It did, however, break the paint on the hood, leaving a very small ding.

    One aspect of the car that really pleased Phil was the visibility the small sedan offers the driver. "It might be that I'm comparing the Elantra to recent cars I've driven, such as the Toyota Celica and the Honda Insight, which are low to the ground, restricting rear visibility. However, the visibility in the Dodge Grand Caravan and the VW Passat is also obstructed by large headrests. The visibility in the Hyundai gives me a feeling of confidence when I'm changing lanes or merging. And this is a very good feeling for a commuter."

    While the Elantra has often been referred to as an "econobox" by the less sensitive members of the staff, it doesn't drive like one. However, Phil noted that there were a few features that were lacking. It doesn't come with keyless remote entry or cruise control — both of which were missed. The universal door lock switch does not have a separate button, and it took Phil a month's time and a look in the service manual to find the solution: The driver-side lock operates all door locks. Furthermore, many cars have a one-wipe feature on the wiper stalk; by bumping the wiper stick up once, it takes one swipe at the windshield. This feature is quite handy and is missing in the Elantra.

    As far as reliability is concerned, the Elantra has scored very high marks. The only thing Phil noted in a month of daily use was one small point. Several times, the engine cranked without catching easily. It was enough to make him wonder if a problem was developing. But recently, it hasn't repeated this idiosyncrasy.

    Phil is not looking forward to "switch day" when he will have to give up the keys to the Elantra. For him, it has been an easy month.

    Current Odometer: 12,275
    Best Fuel Economy: 30.1 mpg
    Worst Fuel Economy: 26.9 mpg
    Average Fuel Economy (over the life of the vehicle): 27.2 mpg
    Body Repair Costs: $225 (replacement of windshield)
    Maintenance Costs: None
    Problems: None

    Road Test

    January 2002

    In previous months, we've talked about what a wonderful economy car our long-term Hyundai Elantra GLS is — and based on our experience with this car (and various press cars), we chose the Elantra as our Most Wanted Economy Car under $13,000 for 2002. After several weeks in our long-termer, our contributing editor, Erin Riches, views the Elantra as more than just an economy car. Rather, this is also an excellent commuter car — one that she would choose over much more expensive cars for the sake of seat comfort, handling and fuel economy.

    Since Erin commutes about 30 miles each way for work — often through heavy traffic — she had ample time to evaluate the driver seat. Few cars are ever completely to her liking, given her history of slouching and back problems. However, with its upright seating position, supportive back cushion and height adjustment, the Elantra's driver chair was beyond reproach. "I really like the ribbed back cushion — it gives the seat a unique exoskeleton," Erin wrote.

    The rest of the interior felt similarly comfortable. Erin was most fond of the hand-sized shifter ball, the simple, legible instrument cluster and the extensive use of low-gloss plastics. As a whole, the ensemble reminded her of the Subaru Impreza (specifically the Outback Sport and 2.5 TS wagons), which pleased her.

    On weekdays, our contributing editor savored the Hyundai's smooth, refined ride. Only rarely did its suspension allow harshness to upset the calm in the cabin. And when Erin exposed the car to a more challenging environment — the winding Angeles Crest Highway — the Elantra handled itself surprisingly well. One wouldn't call it sporty, but there wasn't a lot of body movement around the curves, and the steering, though light, was quick enough to make the Elantra feel agile.

    Although the Elantra doesn't have the best EPA fuel economy rating in its class — it's rated at 25 mpg in the city and 33 on the highway with the manual transmission — we've done well in this regard with our long-termer: Our overall test average is 27.6 mpg. Even when driving the car in a fair amount of stop-and-go traffic, Erin still managed to get 25 to 27 mpg. Another plus is the Elantra's 14.5-gallon gas tank, which consistently provides more than 300 miles of range. For comparison, our long-term Ford Focus ZX3 holds just 13.2 gallons, and the low-fuel light often illuminates well before 300 miles show on the trip counter.

    During the month, Erin swapped cars with Consumer Advice Editor Phil Reed; Phil was assigned to the Insight in January and wanted to take his family of four to Death Valley, Calif. In return, he provided an interesting narrative about his trip:
    The idea of taking a road trip with four people in a Hyundai Elantra might be out of the question for some families. But I'd driven the car recently around Los Angeles and wanted to see how it would perform, fully loaded, out on the open road. So I told my family to pack a bag, and we all headed for Lone Pine, Calif., at the foot of Mt. Whitney. The trunk adequately held four small overnight bags and the related gear a family takes on vacation. The interior quickly filled up with CD players, books, sketchpads, water bottles and cameras. Much of this stuff was absorbed by storage compartments and side pockets. It was tight, but livable.

    The route to Lone Pine goes north on California Highway 395, which some have suggested is one of the most scenic roads in America. There are several steep grades along the way, but the Elantra, with its manual transmission, handled them easily (I tend to drive conservatively when my family is onboard). Once I was out of the urban area, I began to really miss cruise control. My son missed having a CD player but used an adapter to play CDs through the cassette tape unit.

    Looking at the Elantra in the motel parking lot, wedged in between SUVs and larger sedans, I was struck by how small it looked. However, my family kept insisting that they were comfortable, even in the back seat.

    After a night in Lone Pine, we journeyed along Highway 190 into Death Valley. The sure-footed handling of the Elantra was greatly appreciated on the steep, twisting road, especially since lumbering RVs, suddenly appearing around blind corners, often took up more than their fair share of the road. I avoided overheating the brakes by using third gear, which held our speed down to a safe level.

    It was on a long, steep grade into Beatty, Nev., that I began to feel a more powerful engine would have been preferred. It was the first time the Elantra's 140-horsepower four-cylinder engine seemed less than adequate. Soon, we were over the mountain pass and on our way. Later the same day, we took a detour on a 2-mile dirt road to see the deserted Keene Wonder Mine. Even though the washboard road punished the little car, it didn't jar loose any new rattles.

    What the Elantra lacks in power and size, it makes up for in economy and handling. Frankly, I never thought I'd find myself saying that about a Hyundai. The whole trip, a total of about 830 miles, used only 27.6 gallons of gas — at $1.25 a gallon that's a $34 fuel bill. The same trip, in an SUV getting 16 mpg would have used 51.9 gallons, costing $64. The difference is two trips to McDonald's for a hungry family of four.
    After Phil's trip, Erin coaxed a couple of adult family members into the backseat. When they learned that our contributing editor was evaluating the Elantra, the occupants helpfully decried the overly firm rear bench and the minimal legroom. However, since both are accustomed to riding in the front seat of more luxurious cars, they were probably a bit harsh.

    Our editors' few complaints about the Elantra this month related to the absence of certain optional features — namely ABS and a CD player. When we purchased the Elantra in March 2001, we couldn't find a car in Southern California that had these features and a manual transmission.

    "Why weren't these features available in a large Hyundai market like Southern California?" Erin wrote. "I recognize that the roads rarely get slick or icy around here, but having formerly lived in a harsher climate, I can say that I've had to make more sudden stops in this area because of the crowded freeways. As for the CD player, I just want one."

    Senior Road Test Editor Brent Romans borrowed the Elantra on a rainy evening and reported on the effectiveness of the car's non-antilock front disc/rear drum brakes in the wet. "At some point during my drive I remembered that our car didn't have ABS," he wrote. "As nearly everything we test these days has ABS, this was a bit of a surprise. I couldn't just jam on the brakes if there was a sudden incident on the freeway. I would, in fact, have to pump and modulate the brakes.

    "Nothing happened on the freeway, so once I was onto secondary roads, I decided to see how quickly the Elantra would lock up its wheels. On a straight, rural road with no traffic, I jammed the brake pedal at about 50 mph. True enough, once I hit the brakes, the Elantra locked up one or more of its wheels. I was impressed by the car's stability; it didn't fishtail or spin. It was rather anticlimactic, actually. I only did this for about a second; after that I just let off.

    "Point is, ABS is a very useful technology to have. The Elantra's brakes are actually quite good, but for emergency situations, I think potential buyers should spend the extra bucks to get ABS."

    Near the end of the month, Erin had occasion to visit a relative, who was staying at the Four Seasons in Beverly Hills. "As I drove into the valet parking circle, I noted that the Elantra was surrounded by high-end German automobiles. Nevertheless, I felt proud to be the driver of this capable Hyundai."

    Current Odometer: 14,276
    Best Fuel Economy: 37.8 mpg
    Worst Fuel Economy: 24.9 mpg
    Average Fuel Economy (over the life of the vehicle): 27.6 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: None

    Road Test

    February 2002

    In less than a year, we've put almost 15,000 miles on our long-term Hyundai Elantra. If you've read any of our previous updates, you likely know that we've been very impressed with the car. It drives nicely, has been affordable to own and nothing has fallen off or blown up. What more could you want from an economy car?

    This month, we assigned Senior Road Test Editor Brent Romans to our Elantra. One of his first duties was to have the 15,000-mile service done. With 14,599 miles showing on the odometer, Brent used the Hyundai Web site to locate the closest dealership to the Edmunds.com offices. This happens to be Culver City Hyundai, located, aptly enough, in Culver City, Calif. As we had taken our car to this dealership before (for the 7,500-mile service), making the appointment was easy, according to Brent.

    Brent had a 9 a.m. appointment at the dealership. When he showed up, the advisor he had talked to over the phone was not in his office. Brent asked around, and it seemed that the advisor had yet to arrive. Thankfully, another advisor wrote up the work order. It read: 15,000-mile/12-month service special and quoted an estimated price of $224.95.

    That seemed like quite a bit of money to Brent. As we've often experienced with the servicing of our long-term vehicles, dealerships frequently have what they call "dealer-recommended" service lists rather than what a car's owner's manual calls for. And this month, our Elantra's service was a perfect example.

    For reference, the Elantra's owner's manual states that a 15,000-mile service calls for a replacement of the engine oil and filter and an inspection of the automatic transmission fluid (not applicable in our case); brake lines; front brake pads, calipers and rotors; exhaust pipe and muffler; suspension mounting bolts; steering gear box; steering linkage; CV boots; lower arm ball joints; and air conditioning refrigerant. If the car is on a severe usage schedule, the owner's manual states that the air filter should be replaced, as well.

    Curious as to how much "more" the dealership service plan offered, Brent went ahead and signed the estimate and asked to see what exactly was included.

    The advisor gave him a photocopied piece of paper. This sheet didn't indicate that it was for a Hyundai; it was just a general maintenance list that the dealership used for its brands of Nissan, Mazda, Suzuki, Subaru and Hyundai. At the top, it read:

    This schedule is designed to assist our owners with their vehicle maintenance. The times listed are based on our own experience and factory recommendations to help prolong the life of your vehicle and protect the major drivetrain components. The menu meets or exceeds the minimum service published in your owner's manual.

    The 15,000-mile "intermediate service interval" called for 30 items of inspection or replacement. Above and beyond what the owner's manual listed, the dealership listed the following: check fluids and replenish as necessary; check tire pressures; check horn; lube hinges and latches; check lights operation; check seat belts; clean and lube power antenna; pressure test cooling system; check wipers; check parking brake; rotate tires; check wheel alignment; check idle speed, timing and electrical system; service battery; road test for drivability; lube sunroof racks; clean sparkplugs; adjust valves (if applicable); set all tune-up related adjustments; check charging system. The final price was $228.02.

    We'll leave it up to you to decide if these additional items are worth it. For some owners, perhaps having the peace of mind is worth the extra cost. For us, however, nearly all of the extra items on the dealer's list seem superfluous, especially on a car with just 15,000 miles. Some of the items the dealer inspected for problems we would notice just by using the vehicle (such as the windshield wipers or the horn). Some don't even apply to our Elantra, such as the power radio antenna and sunroof. With others, such as the "spark plug cleaning," it's difficult to verify that the work was actually done (and of dubious value even if it had been).

    Based on our calculations, going with the dealer's recommended service cost us about $100 more than if we had just stuck with what was listed in the owner's manual. That's a big chunk of change out of your pocket or, in Brent's case, a big receipt that's difficult to justify to the Edmunds.com accounting department.

    The next time you take your Elantra (or any car) into a dealership for service, we highly recommend reading our Maintenance Madness II story. In this article, Road Test Coordinator Neil Chirico, a former dealer service advisor, goes into detail about the differences between dealer and automaker service schedules. There's also a great tool called the Edmunds Maintenance Guide that can be used to estimate how much one should pay for a particular service.

    Current Odometer: 14,877
    Best Fuel Economy: 29.1 mpg
    Worst Fuel Economy: 20.6 mpg
    Average Fuel Economy (over the life of the vehicle): 27.5 mpg
    Body Repair Costs: None
    Maintenance Costs: $228.02 (15,000-mile service)
    Problems: None

    Road Test

    March 2002

    The blue-green marble known as Planet Earth has rotated around the sun a full cycle since the inception of our acquaintanceship with the Hyundai. From the time when it came into our lives last April, it's gone through a vast change in perception. See, when we had to pick a new car for our long-term fleet last year, we had a choice between this and the Volvo S60. At first glance, who wouldn't want the flashy, luxurious Swedish sedan over this econobox, the cheapest vehicle ever housed in the storied slots of the Edmunds.com parking garage? We resisted it with all our might, thinking that each driving rotation would be a chore. Yes, it is Edmunds.com's mission to provide information about vehicles spanning a full range of prices, but, heck, we like driving nice, expensive vehicles just like everyone else. It impresses our spouses and/or dates.

    We ended up with the Elantra, and we're that much the wiser. Instead of the eye-rolling exercise we thought it would be, it was like coming down with a case of mononucleosis during junior year. At first, it's a bother, but it turns out that it provides a nice respite from school without being unduly bedridden (plus it helps with losing baby fat), so it's a blessing in disguise.

    OK, the Hyundai is better than mono. "The primary impression of the Hyundai during our tenure is one of pleasant surprise for everyone who drives it," noted Road Test Editor Liz Kim, the primary driver of the month. "And it's not just the first time you drive the car. This is my second go behind the wheel, and it still managed to satisfy me with its peppy powertrain and eager-to-please road manners. Its suspension is compliant without being wallowy, there's enough road feel to communicate with the driver, and the brakes slowed the car confidently, even without ABS. What's more, the interior exhibits no sign of wear and tear; no rattles or squeaks came forth from the tightly fitted panels of the interior. Very, very impressive."

    Edmunds Managing Editor Bryn MacKinnon sampled the Hyundai for a leisurely weekend with her significant other and had this to say: "Even though our day trip was relatively brief, it gave us the opportunity to experience the Elantra for stretches longer than my 25-minute morning drive time.

    "Elon (my boyfriend) weighed in on the comfort of the front passenger seat: much better than the Ford Focus. In the Focus, the angle and shape of the head rest preclude leaning back comfortably (making a road-trip nap virtually impossible). The Elantra has nap-friendly headrests.

    "We spent a total of 4 hours driving that day, and I found the driver seat to be very comfortable. The fact that this car is easy to drive, too, made a huge difference. While an automatic transmission is ideal for road trips, the Elantra's easy clutch and gear shifter were the next best thing."

    Interesting to note is the fact that nearly all of our editors have unilaterally recommended the Elantra to our various friends and family seeking cheap, reliable conveyances, a ringing endorsement. In fact, we've grown so fond of our little car that we'll be sorry to see it being sold in the next month or so. Tune in next month to see how we decide to say goodbye to this beloved member of our long-term fleet.

    Are you the current or previous owner of a 2001 Hyundai Elantra? Tell us all the details about what your experience has been. Please e-mail your comments to editor@edmunds.com by April 22, 2002, and be sure to include your full name, and your city and state of residence.

    Current Odometer: 15,520
    Best Fuel Economy: 31.4 mpg
    Worst Fuel Economy: 22.7 mpg
    Average Fuel Economy (over the life of the vehicle): 27.4 mpg
    Body Repair Costs: None
    Maintenance Costs: None
    Problems: None

    Road Test

    Wrap-Up: April 2002

    Introduction
    The Purchase Process & Basic Features
    Engine, Powertrain & Suspension
    Styling & Interior Accommodations
    Maintenance/Reliability Outlook
    Final Sale & Delivery to New Owner
    Summing Up
    Changes to the Elantra Since 2001
    Pros and Cons
    Best Logbook Quotes
    Recalls & Problem History
    Dealer Service Reviews
    Consumer Commentary

    Introduction
    In March 2000, the Edmunds.com editors sat around a conference table discussing what to choose as our next long-term car. It came down to a choice between a 2001 Volvo S60 and a 2001 Hyundai Elantra GLS.

    The S60 was Volvo's new midsize sedan that took the place of the S70 Sedan. It was designed to be sporty and safe and appeal to drivers looking for a luxury sedan that was fun to drive. The Elantra, on the other hand, was a market-busting Korean import priced at about $12,000. It was obvious that Hyundai was really pushing its new car — and the early word on it was good.

    Editors arguing for the Volvo reasoned that we should be allowed to have fun, too. Furthermore, they said time spent driving the Korean econobox would be like spending time in a penalty box. Others argued that that Volvo name has, for years, been synonymous with safety and reliability — so there was little to learn by owning the Swede.

    Editors voting for the Elantra said our ownership experience would test several critical points:
    1. Was the Hyundai reliable?
    2. Was it economical to own and operate?
    3. Was it fun to drive?
    Those editors in favor of actually proving a point prevailed over the fun-seekers, and we went shopping for the Hyundai. We were almost immediately glad the ballots were cast in favor of the Hyundai because we have discovered the Elantra, as promised, is a breakthrough car for the Korean manufacturer. It was even named as our Most Wanted Economy Car under $13,000 for 2002.

    In reviewing the commentary from our year of ownership, scarcely a negative word can be found. Sure, editors complained about the lack of certain features (most notably cruise control and a CD player) but taken for what it was, the Elantra was a success.

    The Purchase Process & Basic Features
    The purchase of our Elantra was the focus of a car-buying experiment designed to test how car salesmen treat women car shoppers. In a nutshell, our editors found the car buying experience to be relatively painless at Hyundai dealerships. At the conclusion of the experiment, our editors decided to try to close a deal at Keyes Hyundai in Van Nuys, Calif. They had received decent treatment there and had located a car that fit the needs of our long-term testing program.

    After negotiations, we paid barely more than $12,100 for our test car and drove off in a Pewter Elantra GLS (only one trim level is offered for the Elantra). Although our car was about as basic as they come — only floormats, mudguards and California emissions were added to the bottom line — Hyundai packed a lot of features into the economy sedan. It was equipped with air conditioning, power windows and door locks, power outside mirrors, tilt steering wheel, 60/40 split-folding rear seat, overhead console with map lights and sunglasses storage, and two-tiered center console storage. A height-adjustable driver seat, digital clock, rear window defroster and side airbags were also included in the base price.

    What surprised us were all the nice little touches. Those power windows include an express-down feature for the driver window, and each switch is brightly illuminated at night. Those power mirrors are also heated. That driver seat also offers adjustable lumbar support. The defroster is timed to shut itself down after a period of time. The center console is shaped to hold CD jewel cases and includes a softly padded armrest.

    Beyond that, the front doors have bright red courtesy lamps. The dash is constructed of cushiony, pliable material. Storage areas are rubberized and lined with felt material to keep rattles, buzzes and squeaks to a minimum. All in all, there were many features and a high degree of quality packed into the little sedan.

    The Engine, Powertrain & Suspension
    For an economy car, the Elantra has a surprisingly powerful output of 140 horsepower from its dual overhead cam 16-valve 2.0-liter four-cylinder engine. It's mated to a five-speed manual transmission (an automatic transmission is an option); together, this team is rated at 25 mpg in the city and 33 mpg on the highway. A four-wheel independent suspension (struts in front, multilink in back), power rack-and-pinion steering and front disc/rear drum brakes manage ride, handling and braking duty. Adhering the Elantra to the road are P195/60HR15 Michelin Energy tires that are quiet yet grippy.

    Senior Editor Christian Wardlaw was duly impressed with the power and handling. "Comfortable and peppy, the Elantra is a wonderful Point A to Point B sort of car," Wardlaw wrote. "The somewhat soft suspension does a great job of smoothing out irregularities in the pavement, providing an isolated ride without excessive float. It is tuned to give the non-enthusiast commuter a relaxing yet controlled ride, soothing after a hard day at the office." He did note that body roll is excessive, despite front and rear stabilizer bars, but that the tires grip well even when pushed hard.

    Editor-in-Chief Karl Brauer was equally enthusiastic. "The drivetrain is particularly capable for such an inexpensive car. The engine makes solid power with a usable torque curve, and the shifter is great! I like the shift ball shape itself (large and easy to grab) and I like the reassuring snick it provides as it goes into each gear."

    A slight concern was expressed by Senior Road Test Editor Brent Romans, who apparently pushed the car harder than his colleagues: "I would say that the Elantra is just as pleasant to pilot as a Civic or Corolla. The suspension is tuned to provide a comfortable ride on city streets. It's also easy to maneuver thanks to the light steering. Driven harder, the car's limits are reached relatively quickly. I'd prefer to have firmer shocks and stickier tires. But I do think the chassis itself has a lot of potential."

    Styling & Interior Accommodations
    While the initial reports about the car's drivability were enthusiastic, the reviews of the Elantra's looks were mixed. Mr. Brauer wrote: "Styling of the Elantra is, for the most part, attractive. I like the profile and rear styling, but the front end, with those dual headlights mounted behind a single large lens, reminds me of the current Chevy Impala. I know Hyundai is trying to appeal to American sensibilities with its latest products, but if there is one vehicle [designers] don't want to emulate, it's the Chevy Impala."

    A very different view was expressed by Wardlaw who claims that Hyundai almost got this one perfect. He didn't like the "frowning" front styling, but did note that the headlights do a beautiful job of illuminating the road at night, casting a bright, even, well-defined pattern on the pavement free of splotches and shadows. He also praised the bolt-on plastic wheelcovers, which from farther away than 20 feet away look like attractive six-spoke alloy wheels.

    During our year of ownership, most of the Edmunds drivers were pleased with the look and comfort of the interior. Once again, we turn to the notes of Wardlaw, who wrote, "The seat comfort is easily equal to or better than sedans costing twice as much, thanks to firm padding, generous seat track travel, and adjustments for both seat height and cushion angle." He criticized the stiff fabric, however, saying that it felt "thin and low-rent."

    Road Test Editor Erin Riches had the car for a month and praised the upright seating position, supportive back cushion and height adjustment. She concluded that "the Elantra's driver chair was beyond reproach. I really like the ribbed back cushion — it gives the seat a unique exoskeleton." The rest of the interior also met with Erin's approval. She was most fond of the hand-sized shifter ball, the simple, legible instrument cluster and the extensive use of low-gloss plastics.

    The limits of the interior were stretched by Consumer Advice Editor Philip Reed, who took his entire family (wife and two boys) on a trip to Death Valley during January 2002. "The trunk adequately held four small overnight bags and the related gear a family takes on vacation," he reported. "The interior quickly filled up with CD players, books, sketchpads, water bottles and cameras. Much of this stuff was absorbed by storage compartments and side pockets. It was tight, but livable." However, Phil did praise the miserly fuel consumption of the four-cylinder engine. "The whole trip, a total of about 830 miles, used only 27.6 gallons of gas — at $1.25 a gallon that's a $34 fuel bill. The same trip, in an SUV getting 16 mpg would have used 51.9 gallons, costing $64. The difference is two trips to McDonald's for a hungry family of four."

    The only negative noted on that trip was the commonly cited lack of cruise control and a CD player. Cruise control, a CD player with six speakers and remote keyless entry are bundled into a $750 option package. We had difficulty finding an Elantra for sale with a manual transmission, let alone one with the extras we wanted. We even looked into adding a CD player, but found it would be way too expensive to install a factory unit — nearly $1,400.

    Maintenance/Reliability Outlook
    OK, so our editors were impressed with the Hyundai's driving characteristics, looks and interior. But one of the reasons for testing the car was its reliability. How did it fare in this respect?

    Bear in mind that, since our test was for one year, we were only able to drive it about 16,000 miles. This meant that it didn't spend much time at the dealership for scheduled maintenance. Additionally, no other repairs were required (aside from a broken windshield due to flying freeway debris). This was great from an ownership standpoint. However, we were unable to test the outstanding 10-year/100,000-mile warranty that comes with the car because it never broke down.

    Our first service came after we had put 7,500 miles on the Elantra. At a local Hyundai dealership, we were assisted promptly and efficiently and were on our way back to the office in short order. What we got was an oil/filter change from a qualified Hyundai technician for the same price that you'd pay taking it to one of those quick-lube places, a paltry $21.20.

    The second service came at 15,000 miles and was quite a bit more expensive. The "intermediate service interval" called for 30 items of inspection or replacement, and the final price was $228.02. However, our editor felt that more services were performed than were called for in the manual. He felt he could have gotten our car adequately serviced for, perhaps, $100 less. Those readers wanting more information should read the Maintenance Madness II story. In this article, Neil Chirico, a former dealer service advisor, goes into detail about the differences between dealer and automaker service schedules. There's also a great tool called the Edmunds Maintenance Guide that can be used to estimate how much one should pay for a particular service.

    Final Sale & Delivery to New Owner
    The good news about the Hyundai ended when it came to settling its after-Edmunds fate. We had actually purchased the car, rather than leasing it, because it was so inexpensive, and because we were being given high-interest lease quotes. As we mentioned, we paid $12,100 for the car; after only a year, its TMV® private party price, when estimated at the "clean" condition level, was $8,370.

    We advertised the car through newspaper classified ads but received no calls from prospective buyers. We even tried auctioning it through the online company eBay. Over a week's time, there were eight realistic bids — the highest for $7,900 — but the "reserve price" of $8,300 was never reached.

    Finally, it was decided that the car would be offered for sale to the friends and family of the Edmunds staff. The brother of one of our editors needed a basic commuter car and purchased it for $7,750. This means that, in one year, the Elantra lost 36 percent of its value. Anyone thinking of buying this car should review depreciation and other ownership costs for the 2002 Elantra at Edmunds' True Cost to Own. Our long-term Elantra was subsequently delivered to its new owner in the Phoenix, Ariz., area where it now resides. (It should be noted that when the Elantra was sold, the balance of the warranty was not fully transferable. However, the car will still be covered for 5 years and 60,000 miles.)

    Summing Up
    In reviewing the opinions of the staff as they drove the 2001 Hyundai Elantra GLS, it became difficult to find any negative commentary. This might be because the aspirations of the car are so humble; hey, it's an econobox — whaddya want? Still, it far surpassed even these low intentions. It would have gotten favorable nods even in a higher price bracket. So we offer a few capsule comments to reinforce what we've already said:

    "If this thing holds up, there won't be a reason to buy a Japanese economy car anymore." — Christian Wardlaw

    "Most vehicles in this price category have at least one major failing (often several), so for a vehicle to have no glaring deficiencies while costing less than half the price of an average new car is quite an accomplishment." — Karl Brauer

    "Hyundai has done a great job by simply sticking to the basics with this car." — Ed Hellwig

    "The highest praise I can give this car is that I recommended it to a colleague's wife." — John DiPietro

    Changes to the Elantra Since 2001
    2002 — Hyundai's Elantra sedan was redesigned in 2001 and no changes have been made to the 2002 model. However, the company did release of the GT version, a five-door hatchback that boasts such upscale standard equipment as a leather-trimmed interior, European suspension tuning, four-wheel disc brakes, 15-inch wheels, fog lamps and a CD player.

    Pros, Cons and Edmunds.com Says

    Pros
    Solidly built, powerful engine for its class, plenty of standard features, ultra-low price tag.

    Cons
    Funky front styling details.

    What Edmunds.com Says
    An undeniable bargain at first glance. If the Elantra turns out to be as reliable as Hyundai's warranty suggests, we see no reason to buy the Japanese competition.

    Best Logbook Quotes
    "A penalty box the Elantra is not." — Christian Wardlaw

    "Nothing about the car stands out. Doesn't sound like a compliment, but when a $12,000 car doesn't leave you with anything terrible to say, that's pretty impressive." — Karl Brauer

    "There is almost a Honda-like feel to this car. All the pieces have come together in harmony. What it provides above the Honda experience is some fun in the corners. And, given the price of the car, it's a cheap thrill." — Philip Reed

    "It's the sleeper hit of the summer." — Liz Kim

    "After 11,000 hard, indifferent auto-journalist miles, nothing has gone wrong with our Hyundai. Nothing has ceased operation, divorced itself from the car, broken off in our hands, worn thin from use, required issuance of a recall, yadda, yadda, yadda — unless you count a gearshift knob that has loosened up and no longer points north-south when tightened down, and we don't." — Christian Wardlaw

    Recalls & Problem History

    Recalls: One — Interior systems: Passive Restraint, airbag, side door.

    According to Hyundai, the supplemental restraint system side airbag satellite sensors installed were improperly manufactured, causing the airbag warning light to illuminate and the side airbags not to deploy as intended in the event of a crash.

    Corrective Action:
    Dealers were instructed to replace the vehicle's two satellite sensors.

    Problem History:
    1. Shift knob came loose and was difficult to realign.
    2. Hard start when cold (one occurrence).
    Dealer Service Reviews

    Culver City Hyundai, Culver City, Calif.
    7,500-mile service, October 2001

    "Upon arrival at Culver City Hyundai, we were promptly greeted on the service drive by one of the lot porters. We were told that we would be taken care of shortly, as soon as the next service advisor became available. Even with only two advisors, we didn't have to wait long. We started with one advisor who put our information into the computer and were handed over to the other advisor when he discovered we had an appointment.

    "We were assisted promptly and efficiently and were on our way back to the office in short order. What we got was an oil/filter change from a qualified Hyundai technician for the same price that you'd pay taking it to one of those quick-lube places, a miserly $21.20. The only down side to our service experience was not getting a phone call from our service advisor letting us know our vehicle was done and ready for pickup as promised."

    15,000-mile service, February 2002

    "Brent had a 9 a.m. appointment at the dealership. When he showed up, the advisor he had talked to on the phone was not in his office. Brent asked around, and it seemed that the advisor had yet to arrive. Thankfully, another advisor wrote up the work order. It read '15,000-mile/12-month service special' and quoted an estimated price of $224.95.

    "That seemed like quite a bit of money to Brent. As we've often experienced with the servicing of our long-term vehicles, dealerships frequently have what they call 'dealer-recommended' service lists rather than what a car's owner's manual calls for. And this month, our Elantra's service was a perfect example.

    "For reference, the Elantra's owner's manual states that a 15,000-mile service calls for a replacement of the engine oil and filter and an inspection of the automatic transmission fluid (not applicable in our case); brake lines; front brake pads, calipers and rotors; exhaust pipe and muffler; suspension mounting bolts; steering gear box; steering linkage; CV boots; lower arm ball joints; and air conditioning refrigerant. If the car is on a severe usage schedule, the owner's manual states that the air filter should be replaced, as well.

    "Curious as to how much 'more' the dealership service plan offered, Brent went ahead and signed the estimate and asked to see what exactly was included.

    "The advisor gave him a photocopied piece of paper. This sheet didn't indicate that it was for a Hyundai; it was just a general maintenance list that the dealership used for its brands of Nissan, Mazda, Suzuki, Subaru and Hyundai. At the top, it read: This schedule is designed to assist our owners with their vehicle maintenance. The times listed are based on our own experience and factory recommendations to help prolong the life of your vehicle and protect the major drivetrain components. The menu meets or exceeds the minimum service published in your owner's manual.

    "The 15,000-mile 'intermediate service interval' called for 30 items of inspection or replacement. Above and beyond what the owner's manual listed, the dealership listed the following: check fluids and replenish as necessary; check tire pressures; check horn; lube hinges and latches; check lights operation; check seatbelts; clean and lube power antenna; pressure test cooling system; check wipers; check parking brake; rotate tires; check wheel alignment; check idle speed, timing and electrical system; service battery; road test for drivability; lube sunroof racks; clean spark plugs; adjust valves (if applicable); set all tune-up related adjustments; check charging system. The final price was $228.02.

    "We'll leave it up to you to decide if these additional items are worth it. For some owners, perhaps having the peace of mind is worth the extra cost. For us, however, nearly all of the extra items on the dealer's list seem superfluous, especially on a car with just 15,000 miles. Some of the items the dealer inspected for problems we would notice just by using the vehicle (such as the windshield wipers or the horn). Some don't even apply to our Elantra, such as the power radio antenna and sunroof. With others, such as the "spark plug cleaning," it's difficult to verify that the work was actually done (and of dubious value even if it had been).

    "Based on our calculations, going with the dealer's recommended service cost us about $100 more than if we had just stuck with what was listed in the owner's manual. That's a big chunk of change out of your pocket or, in Brent's case, a big receipt that's difficult to justify to the Edmunds.com accounting department."

    Edmunds.com True Market Value® at End of Ownership:1
    Private Party: $8,370
    Trade-In: $7,499
    Dealer Retail: $9,824
    Certified Used: N/A
    What It Sold For: $7,750
    Depreciation: $4,350 (or 36 percent of original MSRP)2
    Final Odometer Reading: 16,386
    Best Fuel Economy: 32.0 mpg
    Worst Fuel Economy: 19.8 mpg
    Average Fuel Economy: 27.4 mpg
    Total Body Repair Costs: $342.10
    Total Routine Maintenance Costs: $249.22
    Additional Maintenance Costs: Warranty Repairs: 0
    Non-Warranty Repairs: $225 (replace windshield)
    Scheduled Dealer Visits: 2
    Unscheduled Dealer Visits: 0
    Days Out of Service: 0
    Breakdowns Stranding Driver: 0

    1These values are for a silver Hyundai Elantra GLS with 16,386 miles in "clean" condition in the 90404 zip code in May 2002.

    2In order to calculate the one-year depreciation, we compared the Elantra's original purchase price of $12,100, with the final sale price to a private-party buyer.

    Consumer Commentary
    E-mail from Readers

    The bottom line is, I love my Elantra. It is peppy, has a nice balance of handling and ride quality, and is well put together. And the payments allow me to keep my priorities where they should be. I have averaged 30 miles to the gallon in a rural area. I have had no problems except a "check engine" light that comes on and then goes off about a hundred miles later. I've learned to ignore it until it stays on, or something else seems wrong with the car. I love the pick-up in the car, especially after 4,000 rpm when the flap opens and the exhaust becomes less restricted. I've even had a little fun tossing the car around in some curves. While not quite tenacious in cornering, it is predictable and enjoyable. — Kenneth G. Page, Lock Haven, Penn.

    I own a 2001 Elantra. I am very happy with it. In one year I put 30,000 miles, so I'm sure you guys will do fine with 15,000. The only complaint I have is that at highway speeds (70-80Mph) the steering wheel shakes. I have taken it to the dealer, but they have found nothing. They even gave me wheels and tires of another new Elantra. This has been going on since I bought the car. — Ruben J. Rivera, Coral Springs, Flor.

    As an 80-year-old 'coot' I have driven a few cars in my life span. Having said that, I can honestly say this is one of, if not the best of the breed of cars I have owned. No under powered "cream puff" here!! Just a damned good solid comfortable driving machine. On maintenance check — had tires rebalanced for high speed shimmy, which is not too abnormal for new tires. The trip to the dealership was a pleasant experience. I was happy to see there are no changes in the 2002 models. Ah, tis nice that I was able to enjoy such a driving machine on my last new car. — Gerald Julian, Lansing, Ill.

    I was very impressed with the Elantra's power and was very happy with the safety features (front and side airbags). I had driven a Ford Focus as my rental car after an accident and thought this would be the main competitor, but did not believe it was $3,000+ better than the Elantra. The Hyundai salesman was not pushy and showed me the sticker price of around $13,000. I showed him an ad that I had from a competitor for $11,800 and after a phone call to that dealer to confirm the price, he told me he would match it. With the super warranties it includes, I am hoping to have this car a long time and to be recommending it to my friends and family when they need a "value" car. So far, the only problem I have had is a fuel door that stuck occasionally when it got very cold out, but the service manager had one of the mechanics adjust it during my last oil change and so far so good. — John Fitzpatrick , Des Plaines, IL

    No question about it in my mind. The best economy car is the Elantra GLS… I would even say that it's the best under $14,000. I looked at all kinds of budget cars for two years, test drove and sat in a lot, looked at the reviews on every car website ( Edmunds too of course!) I could find and got the Elantra. At 15,000 miles I am satisfied that I made the right choice, and so are many of my skeptical friends. — Steven Rahn, Fresno, Calif.

    Other than burning out each of the headlamps, I have had my 2001 Elantra GLS for one year this month. I have 26,000 plus miles on it, and it runs as good as the day I bought it. When the headlamps went, about a month apart, both times I was in and out of the dealership with new bulbs replaced at no cost and in less than 15 minutes. As you can tell, I do a lot of driving in it, mostly highway, and have never had less than 27 mpg. I reset the trip gauge each time I fill and calculate the mileage. Most often, it is over a 30-mpg calculation. I drove quite a few small cars prior to my purchase, but because this car had the best ride and the best offering of equipment at a great price, I choice the Elantra. I am glad I did. — D. Metz, Brighton, Mich.

    While it may have been built to compete with the Civic and Corolla there really is no comparison. Except for the possible resale value, the Elantra is a much better car, with a better ride, more power, more space, and much more car for the money. The car has 15K miles on it and had 2 minor electrical problems with it that were fixed under warranty. — Mark Davidsaver, North Canton, Ohio

    I actually have a 2001 Elantra GT (purchased in September of 2001), manual transmission, no options. Great car for the money, but I do have some gripes. When I bought my car, it had three problems: alarm would go off randomly; it would idle very high at times (3,000 rpm); and the gas tank door would not open when the release lever is pulled. Three trips to the very distant dealer and it still has some problems. — Frederick Ernst, Kansas City, Mo.

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    raulthunder1 says:

    04:32 AM, 10/19/2010

    I love my 2001 Hyundai Elantra GLS. It has not gave me any problems except the check engine light turning on and I have over 168,000 miles on it. The performance on the vehicle is still top notch and the fuel savings still keeps money in my pocket. I'm actually a racing type of guy and I got to say that I love the performance that my Elantra pushes out. For a stock car it quickly pushes 120- 125 mi/h like cake and it still keeps good balance and handling. The most I've probably spent on my car is maybe about $200 and thats not including cas for the 8 years i've owned it. I rate it 10 plus

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    isend2c says:

    11:37 PM, 04/09/2010

    This is so much more detailed that current Long-Term test wrap ups!  What happened??  I wish you folks had kept the pictures to this...

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