Brockton, MA – Jeff Horn, 64, will be on hand when the Northeastern Midget Association continues its ’09 season Friday night, Sept. 18 at Lee USA Speedway. Son Mike will be driving as well.

“What’s wrong with that,” Horn snaps at the mention of his age. “Actually, I feel I’m just three-quarters through my racing career.” He comes to Lee off a strong fifth at the Marilyn’s Passion Race at Monadnock, pointing out “I was as competitive as anybody.”

While he may fondly recall the days when “skill, finesse and knowledge were enough to produce victory,” he still relishes being both 64 and “relevant.” He refuses, however, to “throw money around.”

Horn, a Vietnam veteran, will be looking for NEMA career win No. 20 in his Drinan/Esslinger #A1. “I wouldn’t be out there if I didn’t believe that can happen,” he continues. He won at Lee back in 1994 driving for Joan and Bay Hayes.

A Vermont native (he began racing at Catamount Stadium in 1965), Horn, who calls Ashland, MA home, left the stock cars for open cockpit racecars (Midgets, Supermodifeds) in the early 1970s. His first Midget test was actually a ride in Ray Kelly’s #33 at Star in 1969. “It was without a roll cage,” says Horn who counts a picture from that day among his prized racing memoirs.

The first NEMA win came May 30, 1987 at Star. The last at Stafford in 2005. It is, however, the first of 52 podium finishes that Horn loves talking about. He was second in Dave Humphrey’s last NEMA win Oct. 12, 1986 at Seekonk. It was, in fact, Dave Humphrey Day.

“I led nine/tenths of the race,” Horn recalls. “On the last lap, turn four, I come on a lapped car. I went to the outside and Humphrey, driving the Kibbe car, snuck under me. It was so close, neither of us knew who won. It remains one of the greatest moments of my career.” Ironically, Humphrey was 64 years old.

Although the Hayes/Horn team ran a complete season (1993)) only once (Horn was also driving Supers), it was a contender for a decade. “We developed a great rivalry with the Drew Fornoro/Angelillo team,” says Horn. “We were like oil and water. We went at it pretty hard.”

The association with Hayes (“We never had an angry word”) ended when Bay and Joan moved to Arizona. Horn won twice for Babe Shaw in early in 2000-01 before a strong run at Stafford in 2005.

Horn’s first ride was a flathead Ford 1932 five-window coupe. He ran it against the “overheads” when his father-in-law, Vermont dirt-track legend Clarence Rock, didn’t show up. He soon bought the car, starting a run that continues today.

He has “shaken down” cars for Tim Bertrand that were later driven by Ryan Newman and Cole Carter, actually coming from last to fifth at Stafford. “I have such respect for the Bertrand family,” he says. “It does so much for the club.”

Sources: Pete Zanardi/NEMA PR

In its quest for world automotive domination, Hyundai has been busy of late. Before their glimmer twins, the Genesis sedan and coupe, hit the road, they were known as suppliers of decent, but not great transportation. That’s why the 10-year, 100,000 mile warranty plan was implemented: To put buyers’ minds at ease over their purchases. That was then. This is now.

Case in Point: The Hyundai Elantra. When first introduced on these shores in 1991, the Elantra was not known for top-shelf quality. Eighteen years is time enough to change the batting order. Has Hyundai stepped up to the plate and hit a solid, or is it a swing and a miss?

What is it?
As Hyundai likes to advertise, the Elantra is a compact sedan with class-above options that make it feel, uh, not so economical. Saddled with typical four-cylinder power, it features offers upmarket features like Bluetooth and safety features galore including Electronic Stability Control with traction control.

A four-door sedan, it is available in various trim levels and with a dizzying array of options. We sampled the top-of-the-line SE model with the optional automatic transmission.

What’s it up against?
The Kia Forte, Mazda Mazda3 and Honda Civic are Elantra’s freshest rivals, but the Chevrolet Cobalt, Ford Focus, Toyota Corolla and Nissan Sentra all make formidable foes.

All tend to approach the canvas with various size brushes and paints but all generally make a competent piece of art, not something we would have said about the class a mere decade or so ago.

Any breakthroughs?
The two major breakthroughs with the Hyundai Elantra are in the segments of quality and value. Equipped with standard-everything, It is also showing great care in quality components and workmanship that you would tend to see in vehicles costing thousands more.

Scan the window sticker and you’ll find such items as ESC, ABS, alloy wheels, a tilt and telescoping steering column, remote keyless entry, XM Satellite Radio, redundant radio controls on the steering wheel, cruise control and fog lights – for under $20,000.

Moreover, the execution of how these items are packaged help play a part in the customer satisfaction ratings that Hyundai is enjoying. It’s clear there is a considerable amount of quality control going on in Seoul (and Ulsan, South Korea, where Elantras are assembled) to keep the brand viable as a major player in consumer’s eyes.

How does it look?
From the side, the Elantra has a “Coke bottle” profile (just squint and work with me here). Interesting lines and curves give a more sophisticated appearance than many of the other three-box rides in the segment. The front is a more simplistic affair, with smooth surface bumpers and a single chrome accent across the top edge of the grille. Except, when tied together with the raging angled headlights. It’s at that point that the front takes on the appearance of a cartoon gremlin character.

On the caboose side of things, the Elantra’s rear has the appearance of the 1996-2005 era Ford Taurus…only this one is compressed a bit.

The SE adds decent-looking 16-inch alloy wheels an d fog lamps for a slightly more upmarket appearance, though don’t expect much in the way of sport.

And on the inside?
First-rate materials make up the bulk of the interior, like a leather-wrapped steering wheel that’s enhanced with the addition of redundant buttons including radio and cruise controls. An expressive dashboard displays good fit and finish, as well as cubbyholes galore. The center stack is home to a hidden storage bin above the audio system. Below that you’ll find the HVAC controls and yet more storage space. At the very bottom is a storage tray, which also houses iPod and USB interfaces for the radio.

The seats, while not covered in any special fabric other than a light gray material, are very supportive on longer drives. They are not heavily bolstered, but do just fine for around town touring. The rear seat will accommodate three across for short jaunts, while longer trips will be more comfortable with only two in back. Speaking of back, the rear seatback folds forward in a 60/40 split to allow for extra cargo capacity

But does it go?
Once again, the old absolute automotive truth rears its ugly head: It is always more fun to drive a slow car fast than a fast car slow.

The Elantra bears this out.

Hyundai’s well-utilized 2.0-liter engine with continuously variable valve timing pumps out 138 horsepower and 136 lb-ft. of torque that reaches critical mass at 4,600 rpm. Our test model’s four-speed automatic transmission was actually very spritely considering the inherent nature of auto trannies to be sluggish. Sure it required a good amount of size-twelve footprint on the go pedal, but it ended up being more aggressive than we thought possible. Shifts were barely perceptible but sure, even if it’s down a cog or two to the latest offerings. The EPA expects this gearbox will help the Elantra achieve 25 mpg city and 33 mpg highway.

The ride was actually quite fun and encouraged you to throw it into a turn. Not as agile as the new Genesis Coupe by a good stretch, it still comes equipped with the goods.

MacPherson struts with coilovers and a 23mm stabilizer bar hold sway in front while an independent rear multi-link with gas-charged shocks out back are tied together by a 17mm rear stab-bar. A power-assisted rack and pinion set provides gentle understeer, and good road feedback to the driver. In fact, the road provides some feedback of its own, but this isn’t a Lexus. Still, it was quiet enough so that you didn’t have to yell to the person in the passenger seat.

Why you would buy it:
Because the Hyundai Elantra SE is loaded with value, posts good mileage numbers and offers nearly all the creature comforts imaginable for a fairly decent price. They also have the Hyundai Assurance plan for those who may find themselves on the losing end of a pink slip. That, and the 10-year / 100,000 mile warranty, which is the holy grail in automotive warranties.

Why you wouldn’t:
Because you are into conspicuous consumption and to you, a BMW 3-Series would constitute roughing it.

Leftlane’s bottom line
Hyundai is on a roll, bringing economical value-added cars to market, in addition to vehicles that people are actually wanting to buy. As fuel prices inch up following a post-election slumber, the Elantra will become more desirable than ever.

For sport-minded drivers, Mazda, Volkswagen and Honda offer a bit more sizzle, but for those seeking well-equipped, refined basic transportation, the Elantra delivers.

2009 Hyundai Elantra SE base price, $17,820. As tested, $18,590.
Floor mats, $95; Transportation, $675.

Words and photos by Mark Elias.