2024 Hyundai ELANTRA Preferred Review
Driving the 2024 Hyundai Elantra, I am immediately struck by how low to the ground this car feels.
Whether I’m turning or pointed straight ahead, on an empty city street or on a crowded highway, over any road surface, I feel the closeness of the ground as I drive over it.
It’s a bit strange too, because, as I later discovered, the Elantra’s ground clearance and height numbers are almost identical to those of its chief rivals, the Honda Civic and Toyota Corolla.
So, what explains my low-rider impressions?
I think it’s the car’s appearance. The Elantra is long, with a wide stance, and a grille and headlight assembly that wraps into the corners. Its roofline falls dramatically rearward.
The impression continues inside where I feel sunken in behind the steering wheel, as though I’m driving a sportier car. The Elantra’s beltline rises front to back, pinching the rear seat windows as a coupe does. And while this Elantra isn’t a performance car by any stretch, these styling cues exude a sporty vibe.
For 2024, the Elantra has updated styling, which includes new front and rear fascias, thinner LED daytime running headlights, and a new twopiece grille. Inside, there are new softtouch front door panels, new colour options, and a redesigned cellphone charge pad, among other changes.
The seventh gen Elantra is sold with gas and gas-hybrid powertrains (engine or engine with motor(s)). My tester, a Ecotronic Grey ($250 extra) unit with a black cloth interior, is a gas-only Preferred, which is one above the entrylevel model. There are three grades above it.
Power comes from a two-litre, four-cylinder engine that produces 147 horsepower and 132 pounds-feet of torque (motive force). Paired with the engine is a continuously variable transmission that powers the front wheels only. All-wheel drive isn’t available on any Elantra model.
Standard features for the Preferred include heated front seats, heated leather steering wheel, 16-inch alloy wheels, and LED headlights.
The tech package (a $1,950 extra) has been added to my tester and brings a load of items, including 17-inch alloy wheels, 10.25-inch digital instrument cluster, 10.25-inch multimedia touchscreen, dual-zone automatic climate controls and more.
As mentioned, cloth seating is standard issue, but Hyundai calls it “premium’” cloth, a name that rings a bit hollow in my experience.
For a car that checks in at just over $26,000, before freight and taxes, my Elantra tester feels like good value for money. But it’s not without its quirks. Or packaging choices, to be more specific.
The cockpit in my tester, generally, looks good and the high-touch surfaces are pleasing to interact with. The two big screens that anchor the dash panel have pin-sharp graphics, smooth transitions, and can be configured in multiple ways. The heated and leather-wrapped steering wheel feels especially good, and the utter simplicity of the climate and audio controls set a benchmark for design and ease of use. Same goes for the console-mounted gear shifter. This is how it should be.
But there are things that rankle. Like the seats. Yes, they’re comfortable — well shaped, and with good support. But that ‘premium’ cloth Hyundai says they’re covered in? Not great in my book. The material feels hard and scratchy to the touch, and it looks cheap.
Noteworthy also are rear seat backs that do not fold down. One must move up to the Luxury grade, one above Preferred, to get 60/40 split-folding rear seats. I found this to be shocking, as folding rear seat backs have been a common industry-wide feature for years. All Elantra competitors have folding rear seats across their model ranges. In my view, this is a glaring omission.
Fine, you might say, but how does it drive?
For a small non-turbo four cylinder with a CVT, it’s not bad. It’s not fast or powerful at all, but the two-litre, fourbanger goes about its business quietly with enough responsiveness to satisfy most compact sedan buyers. It isn’t neck-snapping, but in normal driving circumstances, such as commuting or running errands, it works just fine. Also, the ride is quiet, without being too stiff or jarring.
Overall, this Elantra is fine, but it’s not terribly engaging. But I can see the fleet sales appeal. Sexy looks, nicely finished cabin, with plenty of room, and lots of standard equipment. Fleet customers may not care about a fixed rear seat back and scratchy cloth seating, but I think retail buyers do. Cheaper seating, and an inability to swallow longer objects, highlight this car’s limitations, and will likely move car-buyers to a higher-level trim. Or to a competitor.
Despite these shortcomings, I like the Elantra’s vibe. It may just be the most design-forward car in its segment, with lots of standard features and space for a reasonable price. Even if it doesn’t offer a dynamic driving experience, it looks like it does. And there’s nothing wrong with that.