I want to make something clear here. I and many of my colleagues have repeatedly said that the latest from Hyundai all get an “A” for design. You might be thinking that we said the same about the Honda Civic 5 years ago and that now, we're all stating that it looks old and dated. What's to prevent the Elantra from suffering the same fate? Compare the Sonata to the Accord. The Tucson to the CR-V. It's all about a design language and philosophy.
Driving Miss Elantra
Sure, the Elantra is nice and that'll surely get potential buyers inside dealerships, but that doesn't mean it's sold. Luckily for the salesperson, Hyundai thought to blend dynamic style with a better than expected drive. First thumbs-up goes to the electrically-assisted steering that weighs up smartly as speed piles on. Next, the 4-wheel disc brakes (one of the rare compact cars to offer them as standard fare) are surprisingly competent.
Handling is vastly improved, thanks in large part to a 37% stiffer structure and the standard-for-Canada Continental tires. On the twisty mountain roads east of San Diego, the Elantra fared especially well. If you're an existing owner of an Elantra, you will not believe the difference. If you're a Civic or Mazda3 proprietor, a compromise you will not be making.
Although Hyundai did ameliorate the car's noise insulation, particularly with pillar foam and dual seals on the doors, the Elantra is still fairly aural. The culprit is the new Nu 1.8L 4-cylinder mill. From just over 3,000 rpm, is vibration and harshness penetrates into the cabin, far more than in a new Chevrolet Cruze or even a Ford Fiesta. It's a shame, however this is the Elantra's principle setback.
40 mpg
That's in US mpg. In Canada, in Imperial mpg, it works out to 48 mpg. This number is equal or greater than many hybrids on sale today. That's 4.9L on the highway, and whether you choose a 6-speed automatic (a rarity in the segment) or the 6-speed manual transmission. In the city, the official numbers are mind-blowing still: 6.9L/100 km with the AT, 6.8 with the 6M. How's that for proof that the ICE still holds much potential? These figures are on par or lower than those of the Chevy Cruze Eco and subcompact Ford Fiesta.
The 1.8L engine has much going for it. It develops 148 hp and 131 lb-ft of torque. These stats are superior to the heavier and older-design Beta 2.0L. The Nu (that’s the engine’s name) uses multi-port injection. I was curious as to why Hyundai engineers selected this type of fuel delivery over their excellent GDI (gas direct-injection) and they answered that the Nu was conceived with the ability to accept GDI. More good news down the line me thinks.
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| Handling is vastly improved, thanks in large part to a 37% stiffer structure and the standard-for-Canada Continental tires. (Photo: Mathieu St-Pierre/Auto123.com) |
Driving Miss Elantra
Sure, the Elantra is nice and that'll surely get potential buyers inside dealerships, but that doesn't mean it's sold. Luckily for the salesperson, Hyundai thought to blend dynamic style with a better than expected drive. First thumbs-up goes to the electrically-assisted steering that weighs up smartly as speed piles on. Next, the 4-wheel disc brakes (one of the rare compact cars to offer them as standard fare) are surprisingly competent.
Handling is vastly improved, thanks in large part to a 37% stiffer structure and the standard-for-Canada Continental tires. On the twisty mountain roads east of San Diego, the Elantra fared especially well. If you're an existing owner of an Elantra, you will not believe the difference. If you're a Civic or Mazda3 proprietor, a compromise you will not be making.
Although Hyundai did ameliorate the car's noise insulation, particularly with pillar foam and dual seals on the doors, the Elantra is still fairly aural. The culprit is the new Nu 1.8L 4-cylinder mill. From just over 3,000 rpm, is vibration and harshness penetrates into the cabin, far more than in a new Chevrolet Cruze or even a Ford Fiesta. It's a shame, however this is the Elantra's principle setback.
40 mpg
That's in US mpg. In Canada, in Imperial mpg, it works out to 48 mpg. This number is equal or greater than many hybrids on sale today. That's 4.9L on the highway, and whether you choose a 6-speed automatic (a rarity in the segment) or the 6-speed manual transmission. In the city, the official numbers are mind-blowing still: 6.9L/100 km with the AT, 6.8 with the 6M. How's that for proof that the ICE still holds much potential? These figures are on par or lower than those of the Chevy Cruze Eco and subcompact Ford Fiesta.
The 1.8L engine has much going for it. It develops 148 hp and 131 lb-ft of torque. These stats are superior to the heavier and older-design Beta 2.0L. The Nu (that’s the engine’s name) uses multi-port injection. I was curious as to why Hyundai engineers selected this type of fuel delivery over their excellent GDI (gas direct-injection) and they answered that the Nu was conceived with the ability to accept GDI. More good news down the line me thinks.
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| The 1.8L engine has much going for it. It develops 148 hp and 131 lb-ft of torque. (Photo: Mathieu St-Pierre/Auto123.com) |