Otherwise impressive Elantra spoiled by overactive safety features

Horsepower: 147

Torque: 132 pound-feet

Fuel type: Regular unleaded

EPA fuel economy ratings (city/highway): 26-29/36-38

Wheelbase: 106.3 inches

Length: 179.9 inches

Cargo capacity: 14.4 cubic feet

Curb weight: 2,767-2,976 pounds

I thought I knew what to expect when faced with testing the 2017 Hyundai Elantra.

Hyundai’s smart-looking, front-wheel-drive compact sedan competes in one of America’s most popular categories against such stalwarts as the Honda Civic, Toyota Corolla and Ford Focus.

Some of the changes from last year’s model were expected, such as the frontend facelift, anchored by a handsome rendition of Hyundai’s signature hexagonal grille and newly optional high-intensity discharge, or HID, headlights, which are accented with unique vertical LED daytime running lights. In the back, new tail lamps and a revised trunk lid help clean up the detailing, lending the car a more upscale appearance.

The redecorating continues inside where a new instrument panel is anchored by an 8-inch infotainment touchscreen that radically modernizes the interior. Navigation is optional, but a rearview camera, SiriusXM satellite radio, Apple CarPlay and Android Auto support, USB and auxiliary input jacks are standard. The panel’s horizontal design reinforces the Elantra’s spacious feeling, although at 110.2 cubic feet of interior space, the Environmental Protection Agency considers the Elantra a midsize car, a thought reinforced by its 14.4 cubic feet of cargo space.

The supportive seats are wide but flat, and the seating position is low but still comfortable. Headroom and legroom are generous for the size of the car, so the EPA may be right; this is a midsize ride even if the car’s overall footprint is compact.

None of this is unexpected. Hyundai aficionados have come to expect getting more for less. From its sleek styling to its generous dose of size and content, the Elantra seems to be a good deal.

Mechanically, the car is surprising mix of the marvelous and mundane.

The former can be found under the hood, where Hyundai has used a 2.0-liter Atkinson cycle four-cylinder engine. Simply out, the engine is a four-stroke engine that minimizes fuel consumption on the intake stroke, the first of an engine’s four strokes, yet still utilizes the engine’s full power cycles. When teamed with a six-speed manual transmission (offered only on the base SE) or automatic transmission, you’ll find more than sufficient power under most situations, although hilly terrain can reveal the car’s need for a bit more power. A second engine is just hitting showrooms: a turbocharged 1.4-liter four-cylinder engine rated at 128 horsepower and 156 pound-feet of torque. It’s standard on the new Elantra Eco and mates to a seven-speed dual-clutch transmission.

The latter comes with a suspension that uses MacPherson struts up front and a torsion beam axle in the rear. And unless you opt for the Limited model, brakes are front discs and rear drums. Regardless of the technology, the Elantra performed with elan. Body motions were well controlled over bumps, which were noticeable but not intrusive. It makes for a competitive package, one that’s as easy on the wallet as it is on the eyes.

So what didn’t I expect? A safety system that adds anxiety rather than relieving it.

Like many modern cars, the Elantra is offered with a suite of safety systems, and this Elantra is no different, with standard electronic stability control, vehicle stability management, traction control, and anti-lock brakes. Those were fine, and the new options are welcome, and include automatic emergency braking, lane departure warning, lane keep assist system, blind spot detection with rear cross-traffic alert and lane change assist with dynamic guidance.

It’s the last option that proved nerve-wracking.

Having chosen a gusty, rainy, snowy New England day for my initial drive, I activated the lane keep assist. Alas, this safety system constantly makes infinitesimal adjustments to the steering to keep the car precisely in the center of the lane; too bad those who build the roads and paint lines on them aren’t as precise. That would be distracting enough, but the rainy roads caused the car’s rear end to hydroplane, while the car was blown around easily by the fierce gales. And this is where my anxiety started to ratchet up. But my thoughts of ghosts in the machine grew at every highway exit. This is where the car always darted suddenly and forcefully for the exit, rather than calmly following the highway.

This feature aside, you’ll find the Elantra to be a good value, offering sophisticated looks, as well as a lot of space and features for the money. Just be sure to leave the driving up to you, not the Elantra.