The latest version of the Elantra feels like a more grown-up car than the model it replaces. It has a sleek and easy-to-use infotainment system, a well-tuned transmission, gets impressive fuel economy, and has a relatively roomy interior for the class. The hybrid version is the best choice, not only for its superb fuel economy, but its better ride and handling.
Naturally, hybrid buyers are after top-performance when it comes to fuel economy, and the Elantra hybrid delivers with an outstanding 48 mpg overall in our tests. The standard Elantra comes in at 33 mpg, still among the best in the compact class.
The hybrid, with a combined 139-hp from the 1.6-liter four-cylinder engine and electric motor, is nearly a second slower from 0 to 60 mph than the standard model even though the electric-drive boost makes it feel zippier in around-town driving. The dual-clutch transmission delivers smooth upshifts, but some downshifts are too apparent, unlike the gas version’s continuously variable transmission.
The non-hybrid comes with a 147-horsepower, 2.0-liter four-cylinder engine, which gets noisy when pushed. At least it gets off the line smoothly and delivers enough power and speed to be considered “brisk” by class standards. We’re particularly impressed by the continuously variable transmission (CVT), which nearly mimics the shifts and operation of a traditional automatic. In fact, we think most buyers won’t even realize that it’s anything other than a regular automatic, because it rarely displays the annoying CVT tendency where engine revs seem disproportionately high compared with the car’s acceleration.
Handling is quite nimble and predictable, although the steering is on the light side and is short on feedback. The car proved capable and secure when taken to the limits, both on our road-course test track and through our avoidance maneuver exercise, which simulates swerving suddenly to avoid a vehicle or obstacle on the road. Since the hybrid comes with an independent rear suspension, handling feels even a bit more nimble, and also contributes to a more comfortable ride.
The regular model's ride is about average, which is to say it’s quite firm but not harsh—its suspension doesn’t absorb bumps nearly as well as the class standouts, the Subaru Impreza and Toyota Corolla.
The hybrid's cabin is a bit quieter than the regular model because the electric-drive and automatic are more adept at masking engine noise. The non-hybrid's cabin can get loud, with noticeable road noise, and the engine sounds boisterous when pushed hard.
As with most sedans, the Elantra sits low to the ground, which makes it feel like you’re dropping down into the front seats when you get in. The driver has decent room, but we found that the seat loses support on longer trips. The uplevel Limited trim comes with a power seat that includes adjustable lumbar support. The rear seat, although relatively roomy for the class, is even more difficult to access, because the car’s sloping roofline forces occupants to duck significantly.
Buyers can add an optional Convenience package (as we did on our test car) that includes heated front seats, a digital instrument panel display, and adaptive cruise control—desirable features that brought the as-tested price to a totally reasonable $23,000.
The configurable digital instrument panel is easy to use, as is the new 8-inch infotainment touch screen that appears as though it’s an extension of the instrument panel. The infotainment screen has large icons that are simple to decipher, and it features wireless Android Auto and Apple CarPlay connectivity.
The Elantra comes with an impressive roster of standard advanced safety and driver assistance features, including forward collision warning, automatic emergency braking with pedestrian detection, blind spot warning, rear cross traffic warning, lane departure warning, and lane keeping assistance.
Overall, we think the hybrid version is best for most consumers. It has much better fuel mileage and offers a smoother ride and quieter cabin.