Unexpected is the gutsy performance from even the base-level engine. The 1.5-liter single overhead-cam inline-4 delivers surprisingly lively performance through the lower gear ranges, where it develops an abundance of flexible torque. Although you must shift quickly out of first gear, second and third gears invite a long run-up to higher rpms, scooting the Accent into the fast lane. And all the while the engine's sophisticate hydraulic mounts filter out the harsh vibrations that plagued an earlier generation of Hyundai products.

We were introduced to our Accent during the subcompact commuter's terror time, entering crowded, multiple-lane I-5 in San Diego. Traffic was thick, but we quickly merged into the flow, then cut from one lane to another to expedite a rush out of town. Distracted by the maze of so many larger vehicles, we were well beyond the Coronado Bridge exit before realizing that our little machine competed well against everything else on the freeway.

We did not test the newer, 1.6-liter twin-cam engine, but we have every reason to expect that it would perform even better. Compared to the 1.5-liter's 92 horsepower at 5500 rpm, the bigger engine produces 105 at 5800. More important, the 1.6-liter generates 106 pounds-feet of torque instead of 97 for the 1.5-liter, but at the same usefully low 3000 rpm. That means an even faster launch into traffic.

Our little 1.5-liter Accent was also relatively quiet inside the cabin, as the stiff structure of the body worked in concert with plenty of sound-deadening insulation and double door seals to block out noise from the motor and surrounding traffic.

Of course, the whole package weighs only 2255 pounds, which explains in part why Accent feels zippy. There's not much mass to move. That power-to-weight ratio is combined with low-resistance aerodynamics and maximum benefit of the engine's torque through good gear ratios. Like we said: zippy.

Rack-and-pinion steering quickly interprets animated action from the steering wheel. The relatively long wheelbase and four-wheel independent suspension with MacPherson struts up front creates a nimble and surprisingly smooth-riding platform. Geometry for the front suspension is optimized with a high castor angle, to reduce front-end lift when accelerating, or nose-dive during braking. A front stabilizer (anti-roll) bar checks body roll from side to side when turning. A sophisticated sub-frame mounting for the front suspension components -- rarely found in this price-conscious class -- tempers road noise.

Later in the drive, as we worked through coastal peaks east of San Diego, our Accent revealed it could handle a series of mountain switchbacks with a poise and agility unexpected from such a low-rung economy car. The experience led to the realization that Hyundai's smallest product can actually be quite fun to drive, which is not an attribute of most of the other machines in this class.