DRIVE METHOD: Front-engine, front-wheel-drive,
six-speed automatic with Shiftronic
ENGINE: 16-valve DOHC 2.0-litre inline four
cylinder with GDI (173 hp, 154 lb/ft of torque)
CARGO: 651 litres behind rear seats, 1,444 litres
with 60/40 second row folded flat
FUEL ECONOMY: 9.8/7.2/8.6 L/100
km (city/hwy/comb)
PRICE: Base L 6MT $18,449; GL 6MT $19,749; GL 6AT
$20,999; GLS 6MT $22,049; GLS 6AT $23,299; GLS Tech 6AT $24,399; Limited 6AT
$27,099
Once
the cheap-and-cheerful alternative to Japanese and Euro compacts, Hyundai Elantra has truly stepped up
to the podium. This Hyundai
is no longer the one you turn to when funds are a bit tight.
This
rise in perception isn’t model specific, as the entire company lineup has been
repositioned over the past several years.
Build
quality continues to rise, styling has evolved from drab to chic, content lists
have grown – even at entry level – and products have been introduced to
showcase Hyundai’s
premium intentions.
Case in
point is the award-winning Genesis Sedan ($43,000 to $63,000) and the luxurious
Equus flagship that tops out north of $70K. Even the more affordable Genesis
Coupe has dropped its four-cylinder option; further evidence the brand is
serious about going upmarket.
Elantra GT, my tester for
the week, is a compact hatchback that lines up with Golf, Focus and Mazda3
Sport, illustrating my point that Hyundai is no longer the
value-priced rival. Especially when you consider my ride’s $27,099 price tag
(plus freight and taxes) that is well beyond starter budgets.
Of
course, that’s the all-in “Limited” version, which puts few limits on content.
Top
trim models get leather seats with heating up front and eight-way power adjust
for the driver. Infotainment is managed on a seven-inch touchscreen, which also
displays navigation and rearview camera. Other features include two-zone
automatic climate control, smart key with pushbutton start, seventeen-inch
alloys, and a massive panoramic sunroof.
Some of
these perks also come at lower levels, and even the base L model ($18,449 with
six-speed manual) gets a reasonable equipment list that includes air
conditioning, power windows, tilt/telescopic steering, six speaker audio,
six-way manual driver’s seat, and even a cooled glove box.
Key
items like Bluetooth, remote keyless entry and cruise control are missing,
however, making the GL ($19,749 manual/ $20,999 with six-speed auto) a better
bet.
Regardless
of model, all Hyundai
Elantra
GTs get a 2.0-litre four cylinder with gasoline direct injection, producing 173
hp and 154 lb/ft of torque. It’s a hearty step up from the 1.8 that used to
power this vehicle, and provides more ponies than many competitors’ base
engines.
Punch
the throttle and the GT’s 1,385 kg curb weight launches swiftly, with ample
power on tap for highway passing. You’ll get more from this engine’s powerband
with the six-speed manual gearbox (available in L, GL and GLS trim), but
Limited comes only with the six-speed automatic with Shiftronic.
This
transmission is smooth and quiet, even under hard throttle. Slide the gear
lever to the right, where you can bump it for reasonably quick up and
downshifts.
Hyundai does offer an Eco
setting, which dulls throttle response and remaps the transmission to shift
earlier and more often. I seldom used it, but it’s there for those wanting to
wring the most from each drop of fuel.
Making
more of an impression is the Driver Selectable Steering Mode. Its three
settings, Comfort, Normal and Sport, are consistent with the amount of power
assist – more for Comfort, less for Sport.
I
prefer the latter, which requires significantly effort than the other two, but
at the same time provides a better sense of resistance in the corners and feel
of the road.
Because
Elantra GT is based on Hyundai’s
European i30 hatchback, (and tuned for their market) it delivers a more driver-focused
experience than its coupe and sedan siblings.
Suspension
is MacPherson struts with stabilizer bar in front, and a lightweight coupled
torsion beam in rear. The GT also gets higher rear spring rates, a stiffer
twist beam and dampers for reduced body roll.
Hence,
ride is firmer than in other Elantras,
but not unpleasantly so, working nicely with all of the above to deliver nimble
handling. The GT may not be a hot hatch, but it’s no family plodder.
Some
find the cabin styling a bit dated, but that’s a minor gripe considering the
sensible and intuitive placement of functions on the centre stack. Everything
just makes sense, be it HVAC controls or the touchscreen infotainment system. I
like being able to hop in and drive, without the added hassle of poring through
a user’s manual to figure out things like navigation and Bluetooth pairing.
Being a
hatchback, it does outshine its coupe and sedan siblings when hauling cargo.
Hockey bags, golf bags, a big screen TV or couple of bikes will ride in back,
thanks to a 651-litre ‘trunk’ that can expand to 1,444 litres. Just flip the
rear seat cushions forward and the 60/40 seatbacks will drop for a flat cargo
floor.
Such
practicality dovetails nicely with the car’s Euro handling and fresh exterior,
making the GT a top contender among hatchbacks, and a fuel-efficient
alternative to the compact SUV.
No comments:
Post a Comment