2001 Hyundai Elantra GLS

There's an old adage that claims: "The third time's the charm." Those words do a pretty fair job of describing the new 2001 Hyundai Elantra. A host of major improvements on the third-generation Elantra have moved this Korean-built front-drive sedan significantly higher on the overall desirability ladder and narrowed the quality gap with its primary—and primarily—Japanese competitors. Although slightly bigger, better appointed and more refined than before, the Elantra still retains an exceptionally attractive pricing structure as well as a world-class 5-year/60,000-mile bumper-to-bumper warranty.

New sheetmetal cuts drag by 12 percent while imparting a bit more distinguishing character to the Elantra's profile.

Hyundai reshuffled the Elantra lineup for 2001, eliminating the station wagon and base sedan in the process. Now confined to a 4-door GLS model, the Elantra opens at $12,499—$12,994 with destination fees. Yet that price still includes an impressive roster of standard features headed by air conditioning, power windows/locks/mirrors, AM/FM/cassette stereo, dual side airbags, tilt steering column, height-adjustable driver's seat, variable intermittent wipers, and a rear window defroster. The Elantra's modest roster of options consists of cruise control and keyless remote—which added $400 to our test car—a power moonroof (with or without wind deflector), upgraded CD sound system, anti-lock brakes, automatic transmission, alloy wheels, floor mats, a cargo net and mud guards.


Crisper, more distinctive sheetmetal imparts an added measure of style to the latest Elantra. Complementing that cosmetic change is a 2.3-inch stretch in wheelbase (up from 100.4 to 102.7 inches), which adds more usable space to several critical dimensions, notably the head, leg, and hip room in the rear quarters. Underneath, long overdue engineering enhancements also make their presence felt. Topping that list are a front subframe and a hydraulic engine mount, which effectively work together to attenuate the excessive noise and vibration levels that have plagued previous Elantra iterations.

Roomy and more comfortable than before, the Elantra's understated but well-finished passenger compartment is considerably quieter as well.

Inside, the Elantra's unpretentious but well-finished passenger compartment will easily handle four adults and can accommodate five for shorter periods, should the need arise. Up front, new bucket seats are larger in scale and provide more comfort and support than before; the rear bench features a standard 60/40 folding back that permits supplemental access to the Elantra's 11.0 cubic foot trunk via a large passthrough opening. The aforementioned tilt steering column and height-adjustable seat cushion make it easy to dial in a proper driving position, while highly legible instruments, generally well-placed controls and finger-friendly switchgear add a proper balance to the basic ergonomic equation.


Although it's basically a carryover design, the Elantra's 2.0-liter DOHC inline four underwent an effective refinement program for 2001. Topping the tweak list is a reinforced block and cast-aluminum oilpan, a new crankshaft with eight counterweights to improve smoothness and a new resonator that diminishes noise levels in the intake tract. While still making a modest 140-horsepower at 6,000 rpm and 133 lb.-ft. of torque at 4,800 revs, this twincammer possesses a surprisingly robust mid-range. Paired with the standard 5-speed manual gearbox, it propelled our test car from 0-60 mph in a respectable 8.5-seconds and snapped off a quarter mile pass in 16.3 ticks at 85.8 mph. While not exactly scintillating, that kind of acceleration ensures that you'll have no trouble handling normal in-town grocery-getting duties or cruising along on the freeway at 75-plus. Both clutch and shift efforts are quite light, although the engagement action on the former proved a trifle abrupt at times.