2013 Lexus GS 350 fully revealed at Pebble Beach

We've endured the teasers, seen the leaks and even driven a prototype, and now the wraps officially come off. This is the 2013 Lexus GS 350, the automaker's latest bid to create a driver-focused mid-sizer aimed at the hearts, minds and wallets of would-be 5 Series and E-Class buyers. It might be a tough sell, but it's a compelling case on paper, even if the styling leaves us wanting.

The chassis is all-new, the interior is more spacious and it's all powered by a 3.5-liter V6 putting out 306 horsepower and 277 pound-feet of torque through a six-speed sequential shift automatic gearbox. In rear-wheel-drive guise, Lexus claims a 0-60 mph time of 5.7 seconds and a run from 30 to 50 mph in three seconds flat. An optional electronically controlled all-wheel-drive system can vary the power split between 50/50 and 30/70, but a torque-vectoring rear differential is notable in its absence.







Three driving modes span the spectrum from fuel-conscious to maximum consumption, with the now-familiar ECO mode reworking the throttle mapping, seat heaters and climate controls for improved fuel economy, while Sport S changes the instrument lighting from blue to red, delivers more aggressive shifts and throttle settings and Sport S+ tightens steering, loosens the stability control and shores up the adaptive suspension.



A 112.2-inch wheelbase works in partnership with aluminum control arms front and rear, along with a completely reworked multi-link rear suspension, beefed up bushings and four-piston aluminum calipers in front and upgraded discs at all four corners. Rolling stock include standard 17x7.5-inch wheels with optional 18x8 or 19x8-inch, the latter of which are fitted with 235/45 or 235/40 rubber, respectively.







Lexus managed to keep the dimensions almost exactly the same as the outgoing model and overall curb weight is down from 3,795 pounds to 3,715. The interior is more driver-centric, with all the major controls kept closely at hand, including a new Remote Touch system for the adaptive climate control system – dubbed S-Flow – which can detect how many occupants are in the GS and tailor the HVAC accordingly. Wood and leather abound, the seats appear nicely bolstered and the cabin is several steps above the outgoing model.







Bluetooth phone and audio streaming come standard, along with a 5.1 surround sound stereo and eight-inch central control display mounted high in the center of the dash. SMS text-to-speech allows drivers to have their messages read to them and respond with pre-canned texts, while the next-generation of Lexus Enform infotainment allows Bing searches, Pandora, iHeartRadio and Facebook integration, along with Sirius XM data services for traffic, weather, sports and fuel prices, voice-enabled restaurant reservations through OpenTable and movie ticket purchasing.



If the standard display and audio system is up to snuff, Lexus is offering a 835-watt, 17-speaker Mark Levinson audio system and a split-view, 12.3-inch display for movies, navigation, audio and climate information.







As for the styling, Lexus calls its new fascia a "spindle grille" and it's set to infect the rest of the line-up in the coming years. It's a more subtle interpretation of the GS concept's nose, and although it's certainly toned-down, it's sure to be divisive. The rear opens up to provide 25 percent more luggage room and we're seeing a whole lotta Sonata in the taillight treatment and sloping trunk.



We'll have live images of the GS 350 a bit later, and we plan to grille Lexus execs on the hybrid and F Sport versions when we corner them this evening. In the meantime, check out all the details in the press release and gallery below.

Read More

2011 Chevrolet Camaro SS Convertible

Muscle cars have never coped well with having their tops clipped. Losing the roof rarely does a vehicle any favors in the rigidity department, but the high-horsepower, high-torque coupes of the last four decades took fiendish delight in twisting themselves into pretzels after a few enthusiastic throttle plunges. To make matters worse, frumpy, awkward-looking soft tops were never as attractive as the original tin. When it came time to design the fifth-generation Chevrolet Camaro, the engineers at General Motors specifically aimed to avoid those pitfalls by drafting the chassis to field both coupe and convertible duties.



Long before the first test mule ever turned a tire, this coupe was designed to go topless, and the result is one of the more stable convertible platforms out there. With a little help from the minds behind the Chevrolet Corvette soft top, the retractable lid even offers the same sleek profile as the Camaro Coupe. That's not to say all is right in this cruising kingdom, though. Tough top-up visibility, a bulging waistline and an overly extroverted interior all work against the drop head. Even so, this is still a vehicle soaked in summertime. And whatdayaknow? The sun's out.

Part of the appeal of the fifth generation Camaro is the vehicle's concept-car aesthetics. With a low-slung roof line, high hip and plenty of sharp creases, it should be lounging under auto show lights instead of sulking in the Costco parking lot. The designers at Chevrolet managed to retain most of the coupe's presence thanks to the fact that both vehicles wear identical sheetmetal from the window sills down. Up above, a long, arching soft top still holds true to the profile of the coupe when in in place. The piece can be had in black or tan cloth as the buyer sees fit, and for the most part, the design is free of any odd bulges from protruding bows.







Put the top down, and the Camaro Convertible takes on a much more swept look than its fixed-roof kin. The steeply angled windshield becomes more prominent without the burden of anchoring the top and the muscular hips over the rear fender arches define the vehicle's profile. It looks good, even if it is the size of a small river barge. At 190.4 inches long and 75.5 inches wide, the 'vert matches its coupe twin for length and girth, resulting in a vehicle that feels larger than life, even at a glance.



That theme continues on indoors. Thanks to a surprisingly wide cabin and a tall dash, it's hard not to feel like you're 12 years old sitting behind the wheel of your uncle's new car. That high hip line translates into a window sill that isn't made for resting your elbow, at least not without losing blood flow to your arm. Our 2011 tester also came with the highly-stylized but not overly comfortable steering wheel of the 2011 Coupe. General Motors has fixed that issue with a parts-bin piece on 2012 models, however.

The rest of the cabin feels much like the Camaro we know, with the notable exception that the rear seats are now significantly easier to access. With the top down, two adults had no problem sinking into the rear buckets, though the tight seating made for bruised hips on the side of the seatbelt buckle. Though legroom is cramped for rear passengers, there's enough space for young people and flexible adults. Our cabin came awash in some impressively obnoxious orange plastic trim and leather seating surfaces, though we do appreciate the attractive orange contrast stitching on the door panels.



Unlike the Corvette Convertible, which relies on a button tucked well below and to the left of the steering wheel to operate the retractable soft top, the Camaro Convertible leaves its button out in the open and right beside the large center latch. Undo the mechanism, press the button and listen to the whir of electronic and pneumatic wizardry as it pulls the top into the trunk cavity. The whole process takes around 20 seconds, which sounds brief enough until the skies open up on all that orange leather. Once the top is stowed, an optional toneau cover can be folded in place for a clean, finished look, though the piece is an aggravation to install. Check out the Short Cut below for a look at the top in action.

Those who thought rearward visibility of the coupe couldn't get any worse need only to throw the convertible into Reverse with the top up to see just how wrong they were. The infamously lengthy C pillars of the hard top have somehow swollen in the convertible, and while the back glass looks large enough, its angle and height make for a narrow field of view.



GM equipped this particular SS-branded beast with a 6.2-liter LS3 V8 engine with 426 horsepower and 420 pound-feet of torque mated to a six-speed manual transmission. The duo is the most desirable engine and gearbox combination available and is borrowed straight from the coupe. There are some mechanical differences between the two, however. Engineers added additional bracing in four key areas to give the Convertible as much of the rigid feel of the coupe as possible. A sturdy aluminum strut tower brace, a transmission support reinforcement brace, an underbody tunnel brace and front and rear underbody V braces are all tacked in place to combat torsional flex. The company says that all of the work helps give the Camaro Convertible the same stiffness as the BMW 3 Series convertible.







While we didn't have the pleasure of putting a 335i Convertible through its paces against the big Bow Tie (probably a good thing), we will say that the engineering work paid off. Typically, wrenching the roof off a coupe leads to dreaded cowl and column shake as the chassis contorts over rough road surfaces. The typical engineering response is to soften the springs and dampers to the point that the effects are less pronounced. GM is proud to remind us that the Camaro Convertible uses the exact same spring and damper rates as the hard top, which results in an incredibly similar driving experience. Under most normal circumstances, there's little telling the two apart. Only under some serious thrashing did we notice even a hint of column shake during a deeply-cambered downhill right – a situation that the vast majority of Camaro Convertible buyers will never find themselves in.



While the standard Camaro is no great pantheon of handling, the fact that its large, topless sibling can come close to matching pace is pretty impressive. Unfortunately, the convertible is lugging around a substantially larger curb weight, which colors the driving experience accordingly. According to GM, the Camaro SS Convertible tips the scales at 4,116 pounds in our tester's spec. That's a full 267 pounds heavier than the SS Coupe, with most of that weight lodged over the rear axle. As a result, acceleration feels somewhat dulled even though GM claims that the vehicle can get to 60 mph in 4.9 seconds – two-tenths of a seconds slower than the hard top. The convertible simply feels heavy to drive, with braking, cornering and straight-line grunt all taking a hit.

But the Camaro Convertible does well as a comfortable cruiser and there's no denying how good it looks cruising through town or rolling down a deserted highway at dusk. The optional high-intensity discharge headlights of the RS package on our tester are appropriately threatening with their halo ring and the long, lunging hood is unmistakably Muscle. With an as-tested MSRP of $42,995 including the $850 destination fee, the exterior was covered in a black vinyl stripe package, while the loud orange interior accent package rang up an additional $500, with another $1,200 for the RS package.



GM doesn't seem to be trying to convince anyone that the figure is a small price. In fact, the company calls the BMW 3 Series convertible its chief competitor instead of the Ford Mustang GT Convertible. The latter will cost you $38,310 plus destination for a GT Premium Convertible while the German commands a lofty $46,450 plus destination for the significantly less powerful 328i Convertible.



So where does that put the Camaro SS Convertible? Buyers seeking the near irresistible nostalgia of the coupe combined with the joy of being able to put the top down will find exactly what they're looking for. It easily trades its performance credentials for cruising machismo, and in a machine like this, that's no slight.

Read More

2012 Mercedes-Benz CLS550

Mercedes-Benz has a long history of setting trends, which includes being the first company to develop technologies we take for granted today, like traction control systems, airbags and anti-lock brakes. It also kicked off the trend of propelling vehicles with motors, having built and sold the first automobile back in 1885. But it's not usually known for setting styling trends, which is exactly what the company did when it launched the CLS-Class back in 2004.



Despite four doors staring you right in the face, the CLS was officially dubbed a coupe by Mercedes because of the car's sleek coupe-like roofline. Semantics aside, it kicked off an entirely new segment of four-door coupes with its new, artful approach to transporting four people. Just like a fledgling industry followed the Benz Patent-Motorwagen's arrival in 1885, the arrival of the CLS created an entirely new class of vehicle.



Having started the trend, Mercedes gets to show us how it will evolve, and the 2012 CLS550 does just that. It's job isn't just to steer this trend away from becoming a fad, but also fend off a growing number of automakers who wish they had thought of it first.

The first-generation CLS was widely considered a beautiful design, almost shockingly so compared to how the brand was shaping its four-doors back in 2004. If you're a fan of that original design, you probably wouldn't have minded if Mercedes left the exterior alone. Alas, seven years is a long life cycle for any product, and Mercedes can't be faulted for putting pen to paper. The question is whether or not its designers succeeded in making the new CLS more attractive than the old one.







The Autoblog team is not unanimous on the answer. There's no one among us who believes either generation is punishment on the eyes, and so either opinion can be held without considering the other side a bunch of tasteless boobs. Your author, however, finds himself on the side of Team First-Gen, so I'll do my best to explain why I think the original is still the better looker of thee two sedans, err... coupes.

Let's start with some analogies. The first-generation CLS is like a man wearing a fitted tuxedo: formal, sharp and clean. The second-gen CLS is like Lou Ferrigno after he beat up the first man and put on his tuxedo: bigger, bulging and intimidating. Now let's get more technical. From the side, the first-gen CLS is expressed by two basic strokes of the designer's pen: an elegant arch for the roofline and a subtly bowed crease that runs from front fender to taillight above the door handles. The second-gen CLS retains the arching roofline, but is growing a crease farm on its doors. The first-gen's simple single line has been replaced by upper and lower ones that start at the front wheel and get closer together as you move rearward, and a third crease bends over the rear wheel to create a flared fender into which the first two end. Together they create a concavity across the doors that makes the rear fenders look even more pronounced. Coupled with a near vertical grille and taller hood, the second-gen's look is more convoluted and just a bit too butch.







The aesthetic, however, happens to fit, because if you didn't know, Mercedes-Benz makes muscle cars. Its V8s make us swoon, even the ones not stamped with the letters A-M-G. Known for their large displacements, high horsepower and bellowing exhaust tones, these engines – the 5.5-liter and 6.2-liter AMG specifically – are on their way out across the brand's lineup. Sad as we are to see them go, new emissions and fuel economy standards, not to mention gas prices, make it a must. Their replacements are two new smaller V8s – a 4.6-liter for 550 models and a 5.5-liter for AMG versions, both featuring twin turbochargers and direct injection to replace the lost displacement (it can be done!).



The new CLS550 retains its nomenclature despite housing the new 4.6-liter V8, which while smaller in size produces 402 horsepower at 5,000 rpm and 443 pound-feet of torque at a low 1,800 rpm – big improvements over the larger 5.5-liter V8 it replaces, which continues to make 382 hp at 6,000 rpm and 391 lb-ft at 2,800 rpm in other models. The new engine is also significantly more efficient, with improvements of three miles per gallon in the city and four mpg on the highway for new scores of 17 city / 25 highway. We actually experienced a fuel consumption rate in the high 20-mpg range during a long highway trip, which is exemplary for an engine making 400+ horsepower. This new V8 is one area where we're all playing for Team Second-Gen.







The interior, likewise, is a big improvement, though mostly in the area of materials, which are of a higher quality than the first generation, especially the convincing metal air vents. Ergonomically the cabin looks like most other Mercs, and even much like last year's car with just the elements rearranged. The seven-inch navigation screen has been moved to the very top of the center stack, replacing a pair of vents that now appear below the screen and flank a tasteful analogue clock. The climate controls, which used to be near the top, are now at the very bottom, though laid out in the same way as before with dual rotary knobs and easy-to-press buttons. There's also a new, larger 4.5-inch circular display in the center of the speedometer that gives you access to most of the vehicles high-tech features and functions. Navigating the menus is simple via steering wheel-mounted controls, and there are a lot of them that let you to do everything from change the color of the interior's ambient lightning to turn off the traction control system.



Conspicuously absent is a gear shift of any kind to move the car's seven-speed automatic transmission from P into D. In its place is the COMAND system control knob that operates the navigation, audio, phone and various other vehicle systems. Whether or not you like it depends largely on whether you prefer touch-screens to controller-based interfaces, but we were able to figure it out without cracking a manual and the knob falls to hand without taking your eyes off the road.

This begs the question, how do you put the seven-speed transmission into Drive? By using one of three stalks sticking out of the CLS' steering column. The gear selector stalk is on the right side by itself, and using it brings back memories of the column-mounted shifter in my dad's old truck. It's all digitally controlled now and lacks the mechanical feel of the old days, but the muscle memory of reaching up and pulling down to get in gear is still there. The two left-side stalks, meanwhile, are a bane of modern Mercedes interiors. The smaller one on top controls the adaptive cruise control system, while the bottom one does turn signals and headlights. Most people, however, will instinctively grab the top stalk by accident when signaling a turn. Mercedes has finally begun fixing this problem by switching the stalks' positions beginning with the 2012 ML-Class. Unfortunately, the also-new 2012 CLS missed the cut.



The new CLS gets higher marks for its Active Multicontour Driver's Seat. In addition to the standard 14-way seat controls near the door handles, this $660 option adds another set of controls between the driver's seat and center console that adjusts lumbar supports, side bolsters and shoulders supports, as well as activates a massage function for working out the kinks on longer trips. It also adds active side bolsters that, when activated, dynamically move in to keep you from sliding during turns. They come in handy on sweeping turns, especially highway exit and entrance ramps, where lateral g-forces can last longer. However, we wish the system didn't respond below a certain speed; who wants their sides pinched when they're prowling for a parking spot?

A fancy driver's seat is just one of many stand-alone and packaged options offered for the CLS550, which starts at $71,300 with an $875 destination charge. This particular model tops out at $84,545 as tested, which is a big difference, but not so shocking when you see what you get. For starters, the CLS comes with the $4,390 Premium 1 Package that includes popular options like a rear-view camera, iPod interface, heated and cooled front seats, keyless entry and a power-closing trunk. Its best component, however, is the world's first pair of all-LED active headlamps on a production car, an honor shared with the 2012 Audi A6 that also offers a set.



Next up is the Driver Assistance Package for $2,950 that includes Active Blind Spot Assist, Active Lane Keeping Assist and Mercedes' adaptive cruise control system called DISTRONIC PLUS with PRE-SAFE Brake. Many cars today have warning systems to alert drivers when they drift out of a lane, but the Mercedes system gets into the game by actively braking the opposite side of the vehicle to bring the car back between the lines. The adaptive cruise control is also at the head of the class for being able to apply full braking force and bring the CLS550 to a complete stop if needed. Our tester is also loaded with the Wheel Package for $760 that adds 18-inch AMG five-spoke wheels, an AMG steering wheel and a manual mode for the transmission, as well as stand alone options like the PARKTRONIC auto-parking system ($970), split-folding rear seats ($440) and rear side airbags ($420).







The last bit of bleeding-edge tech in our tester is the Night View Assist PLUS system, which is the most expensive stand alone option at $1,780. More of a showpiece to impress the Joneses, it uses infrared beams to display a black-and-white high-resolution video feed of what's ahead of you in the dark. It can even identify people and highlight them. The feed appears in the nav screen, so you have to avert your eyes from the road to watch it, but it does work as advertised and might come in handy if a jealous Mr. Jones takes a baseball bat to your all-LED headlights. Watch the Short Cut video above to see it in action.



All of those options are nice, but what about what's beneath them? First and foremost, the CLS550 is a luxury car of the highest order with an AIRMATIC semi-active suspension that supports a three-link independent front suspension and multi-link rear. There's no slop in the ride, body motions are controlled and you can dial in the system even more by choosing either Sport or Comfort mode. We wish the Sport mode were a little more aggressive, as body lean remains distinctly noticeable even with it on. We have no qualms with the electromechanical power-assisted rack-and-pinion steering, and the 14.2-inch front brakes clamped by four-piston calipers and 12.6-inch rear discs with single-piston calipers make stopping this 4,158-pound four-door a drama-free affair.







What's curious about the new CLS550 is that it's still a muscle car putting on airs. Every electrical nanny is there to keep you and the 402-hp V8 in check, and with all of them turned on, there's a thick buffer keeping the two of you from collaborating. We found the transmission and traction control system to be the most oppressive. The transmission does give you three shift modes: Economy, Sport and Manual. Shifts happen early and often in Economy mode, while Sport mode gets the transmission moving quicker and holding gears longer, and Manual mode takes advantage of the paddles on the back of the steering wheel. We suggest the latter for what feels like the quickest shifts, but chances are you'll spend the most time in Economy mode where the car is most efficient, and in this mode, the CLS550 feels like a race horse that isn't allowed to leave the gate.



The key to flexing the CLS550's muscle is activating the Sport suspension and Manual transmission modes and turning off the traction control system (along with all of the other nannies that beep and flash). With those steps taken, the CLS550 feels more like something from Mopar than Mercedes, willing at a moment's notice to paint the pavement with rubber. After experiencing the CLS550 this way, the manufacturer's claimed 0-60 mph time of 5.1 seconds becomes much more believable. And though the new 4.6-liter doesn't sound quite as deep and rich as the last generation's 5.5-liter, it still burbles and vibrates more than the eight-cylinders in most other luxury cars.







And maybe that's because the CLS550 just isn't a luxury car, or at least doesn't want to be with such a strong, athletic engine. So much effort goes into subduing the V8 that Mercedes could have just as easily offered a V6-powered model, a CLS350, that wears the luxury moniker more willingly while also being more efficient. Maybe we'll soon see one here in the U.S., not to mention a diesel-powered BlueTec variant. Europeans can already have their CLS any they want it, so hopefully it's just a matter of a suit somewhere saying 'yes.'



Even with a split personality, the second-gen CLS is superior in almost every way to the original, maybe every way if you prefer its design. And like every trend setter, it's now surrounded by variations on the theme – some quicker, some sexier and some more serene. Mercedes, however, has successfully kept the CLS their target, and thanks to this wonderful engine, it's a moving one.

Read More

2011 Hyundai Elantra Limited

The journey has been arduous and fraught with disappointment, but it appears we've finally reached our destination. Welcome to The Golden Age of Compact Motoring. Gone are the days of mostly cheap and poorly executed C-segment entries. Ye Olde "It's the Honda Civic, Toyota Corolla and everybody else" mindset is finally history, too. All of a sudden, new car buyers can choose from a bumper crop of smart new motors, including the all-new Civic, the 2011 Chevrolet Cruze, the 2012 Ford Focus, the larger and more affordable 2011 Volkswagen Jetta and the always entertaining Mazda3. And that's not all – there's also a new wildcard in the compact segment, the 2011 Hyundai Elantra.

While entries like the Cruze and Focus have garnered lots of attention, the Elantra has quietly established itself as a worthy alternative in this suddenly competitive segment. The redesigned Hyundai caught our attention with its expressive styling, an improved cabin and 40 miles per gallon highway rating. It sounds like a winning game plan to us, but does this revitalized Hyundai live up to its impressive stat sheet? We spent a week with an Elantra Limited to find out for ourselves.

The 2011 Elantra utilizes the same "Fluidic Sculpture" design language of its larger Sonata sibling, with a sleek profile that includes a coupe-like roofline and pronounced crease that spans the side body panels. Up front, the vehicle features a pair of large, stylized headlights and a rounded lower fascia opening framed up by a pair of well-placed fog lamps. The rear looks equally attractive, with an almost hatch-like profile and a pair of taillights that are every bit as imposing as the peepers up front. A range-topping Limited example like our tester is rounded out with 17-inch aluminum wheels mated to Continental P215/45R17 tires.

From the outside, the Elantra couldn't look more different than its milquetoast predecessor, but we're just as impressed with what Hyundai designers have done to transform a formerly bland and nondescript cabin. Climbing into the Elantra is no longer like a trip to Accountant World, where the rides are forgettable and the imagination nonexistent. In place of drab scenery and ho-hum materials, Hyundai designers have added plenty of aesthetic flair, with interesting instrument panel lines that draw the eye towards a well laid-out center stack. Dash materials are cushy and nice to touch, while the leather-wrapped steering wheel falls easily to hand. Admittedly, the leather covering the seats isn't of the highest quality, but these chairs are very comfortable and surprisingly well bolstered. We can live with less than luxury-level leather, especially when considering our loaded tester's reasonable MSRP of $22,110. Besides, the Elantra Limited comes standard with heated seats for front and rear passengers, so our leather-backed bums will be grateful when the weather turns cold.

$22,110 is a very competitive price for a top trim compact these days – a bit less expensive than a comparably equipped Focus ($23,680 for SEL model with moonroof and navigation) or Civic ($25,754 for EX-L model equipped with 17-inch wheels).

Ergonomics in the cabin have been well thought-out, with everything available to the driver without the need to reach very far. We especially liked the HVAC controls – it's nice to heat or cool the cabin without having to take your eyes off the road to hunt for the right button or setting. The Elantra also deserves kudos for a quiet interior that makes holding conversations with rear seat occupants easy. These are the sorts of touches that make a compact sedan feel less like an econobox and more like a luxury rig.

The Elantra Limited we tested also featured Hyundai's optional Technology Package, which stickers for $2,100. The Elantra Limited already comes equipped with Bluetooth connectivity and USB and auxiliary ports for a smartphone or MP3 player, but the Tech Package adds a seven-inch LCD touch screen with navigation, rear-view camera, 360-watt sound system and push button start. That's a lot of kit for a reasonable package price, and we found the technology intuitive to use and easy to understand.



While we generally have few complaints concerning the Elantra's interior, we'd be remiss if we didn't mention the discount switchgear all around. If you park, say, a Focus next to the Elantra Limited and scrutinize the switchgear and power window controls, the Focus clearly features superior equipment. We'd also like a few more inches of legroom for rear seat passengers, as 33.1 inches is less than nearly every major competitor. Finally, we were also a bit turned off by the oddly placed black accents on the doors. They didn't match the gray tone of the dashboard and were hard on the elbows.

Rear legroom was probably the biggest issue we had with the Elantra's cabin, but we remain more interested in what happens from directly behind the steering wheel. The story begins with a 1.8-liter four-cylinder rated at 148 horsepower and 131 pound-feet of torque. Buyers have a choice of a six-speed manual (GLS model only) or the six-speed automatic transmission that comes standard when specifying the Limited trim. The 1.8-liter and automatic combo performs well together, with smooth shifts and plenty of power to spin the front wheels of this 2,877-pound sedan.



If you're thinking that nearly 2,900 pounds is a bit heavy for a compact car, we don't disagree, but the Elantra is actually one of the leaner entries in its class. The good news is that the base $14,995 GLS model is over 200 pounds lighter. And besides, even with the extra tonnage, the Elantra Limited still feels peppy off the line, with an estimated 0-60 time under nine seconds. The figure certainly isn't land-speed record material, but it's more than fine for an inexpensive runabout, and the quiet cabin makes it all seem less harried.

Some compacts have developed a reputation for offering a sporty ride and handling, but while the Elantra certainly looks the part, this Hyundai is in practice more of a comfy cruiser than an expert corner carver. The front suspension consists of MacPherson struts with coil springs, while the rear hardware is comprised of a torsion axle with gas-filled, hydraulic monotube shocks. Sportier rides tend to feature a multi-link setup out back, but going the torsion beam route lets Hyundai keep prices down and still supply a compliant ride.



The Elantra does feel tight enough, though, with little body roll and plenty of grip. While we can live with its less-than-sporty chassis, we can't as easily dismiss its brake or steering feel (or lack thereof). In the case of the latter, we've sampled plenty of electronically controlled setups, but the Elantra's helm seems to lack an actual connection to the road. The wheel does have a bit of heft to it, but the weighting feels artificial.

While there are plenty of new and renewed competitors in this segment, none can boast an EPA rating of 40 miles per gallon across their entire model range. Hyundai is hanging its hat on the fact that competitors must resort to special high-fuel economy models or diesel power to net the big 4-0 on the highway, and they've been positively champing at the bit to remind you that whether you purchase a manual or automatic, every Elantra boasts 29 mpg in city driving and 40 mpg on the highway. That's impressive, but when the rubber met the road, we were only able to average about 31 mpg during our week of mixed driving with the car. That's still rock-solid, but a bit below the EPA's combined estimate of 33 mpg.



To be clear, if you're the type of driver that prioritizes a sporty feel and sharp handling, there are more appropriate places to spend your money in this segment. Hyundai has taken a calculated bet aimed squarely at the fat part of the compact car buying bell curve, prioritizing fuel economy, styling, technology and an attractive price tag over backroad thrills. The Korean automaker may have neglected the enthusiast niche here, but it only takes a passing glance to know that Hyundai is serious about the compact sedan segment. While we're still hoping for an inexpensive drive with a bit more flavor, the new Elantra's off-to-the-races sales figures suggest that Hyundai is definitely on to something.

Read More