Hyundai’s massive success is product-based, which is refreshing in an often marketing-driven industry. In most all areas, its newest, the Elantra, is at or near the top of the compact sedan class.

Its styling will no doubt propel sales forward; not only is the Elatra’s rich mixture of audaciously swooping forms and sleek profile inherently fetching, but it also serves to make most competitors look distinctly old fashioned. Inside, the bold shapes continue, formed from generally high-quality materials that are assembled with a precision that does nothing to undermine the high rankings in JD Power and the like that Hyundai has striven so hard to realize.

The sense of roominess inside—front, back, and under the trunk lid—is almost surprising; Elantra seating is supportive, and the driving position excellent. Touchpoints such as the steering wheel, shifter, and buttons for the climate control are tactilely rewarding, while details such as the sunglass holder would shame a Lexus. An annoyance was the triumph of style over function in the radio and iPod control interface.

The driving experience isn’t quite as radical as the Hyundai’s looks, but is rewarding nonetheless. Despite the suggestive sheet metal, the Elantra isn’t sporty to drive—though that may be a good thing, as Hyundai still does comfort a bit better than speed. The new 1.8-liter engine is smooth and has enough oomph (148hp and 131lb-ft) to feel potent as it spins cleaning across the rev range. Coupled to a very slick-shifting 6-speed automatic, the Elantra provides refined progress and excellent fuel economy. EPA numbers are 29/40mpg; acceleration is class-competitive at 8.6 seconds to 60.

The sense of soothing progress the Hyundai’s powertrain creates is preserved by its chassis. The electric-assisted power steering doesn’t brim with feel; neither does it call negative attention to itself. The chassis it controls is smooth riding—even on the lowest profile tires offered—chamfering off rough roads and seeming quieter than many similarly priced cars. Body control is decent too; though there’s none of the enthusiasm of a Mazda 3, the Elantra can unkink a set of corners without undue drama for driver or passengers. Excellent brake feel and modulation bespeak careful development by seasoned engineers.

This car was once a bottom-feeder, which had to be content with the dregs left over after better-known competitors had finished scarfing up buyers. Low price, lots of standard equipment, and a terrific warranty were what got Elantra on buyers’ radar. Those qualities are still present, but now it is also one of the finest driving, best looking, and most engaging packages available for the money, and it serves notice—as if any more was really needed—that Hyundai is on the edge of greatness.

Price as tested: $20,830

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