The suspension is fully independent and quite sophisticated for the economy class. Plenty of cars that cost $10,000 more than Elantra don't have multi-link rear suspension, or speed-sensitive power steering. The steering assist gives the wheel a light touch at low speed, for easy parallel parking, yet it's not overly sensitive at highway speed. Feedback through the steering wheel gives the driver a pretty good idea of how well the front tires are gripping.
In general, Elantra's ride is compliant and well controlled, and it handles twisting mountain roads in fine fashion. Only on the most uneven stretches of freeway, where joints and undulations can get the suspension hopping does the Elantra get bouncy. With truly aggressive stops, we were able to heat Elantra's brakes to a point where they began to fade. But in our estimation, drivers will rarely, if ever, experience such conditions in normal use.
Noise and vibration control in Elantra's cabin is average for the subcompact class. As noted, the engine can get loud when run wide-open. Yet overall, Elantra is smoother and quieter than its predecessors had taught us to expect. Hyundai's efforts to dampen shakes and limit cabin noise have paid dividends. Next Page