2001 Hyundai Elantra GLS

Output of the 2.0L DOHC four remains at 140 horses, but internal modifications and a new hydraulic engine mount significantly trim noise and vibration.

Underpinning the Elantra is a fairly conventional coil-spring suspension that matches Mac struts up front with a twin-transverse, link/trailing-arm rear setup. The remaining pieces of the undercarriage puzzle include gas-pressure shock absorbers, fore/aft anti-roll bars, rack-and-pinion power steering, and 15-inch wheels—up from 14-inchers last year—shod with 195/60HR15 all-season rubber. While that kind of hardware certainly hints at some degree of sporting character, it doesn't take long to ascertain that Hyundai opted to seriously skew the overall tuning bias in favor of ride compliance at the expense of handling precision. That's hardly out of character given the Elantra's basic market mission, but it did work to undermine the ultimate cornering abilities of the surprisingly grippy and mercifully squeal-resistant Kumho Ecsta XP4 tires fitted to our car.


A banzai run through a favorite back canyon resolved any lingering questions about the Elantra's ultimate capabilities. While you can press it harder through the twisties than might seem prudent—or possible—at first blush, the GLS greatly prefers a laid-back drive style to at-the-limit charging. Help is on the way later in the year, though, when Hyundai introduces a new GT variant to the lineup. While no underhood changes are on tap, a major suspension shore-up and a more aggressive wheel/tire fitment should bump the fun-to-drive index in the GT by a considerable amount.

Comfort-biased suspension tuning makes the Elantra GLS best suited to cruising and commuting modes.

Power vented disc/drum brakes remain the standard issue stoppers on this compact Hyundai. If the past is any precedent, they'll appear on well over 90 percent of new Elantras sold here. Although their best 60-0 mph effort halted our car in an acceptable 135 feet with little drama, we'd still suggest springing for the optional ABS system. That change adds an additional $700 to the bottom line, but brings a welcome measure of confidence when the chips are really down while upgrading the rear drums to solid discs.


All things considered, we think Hyundai has done an impressive job of elevating both the image and the reality of its new 2001 Elantra. Buyers who find need to make the most of a modest new-car budget would be well advised to at least check out an Elantra GLS before making any final purchase decisions. Even fully loaded you can't take this roomy, well-appointed four-door above $16,000. That's a boast few other new vehicles in its size category can make. Hyundai's market-leading warranty coverage merely enhances its already considerable appeal.