2014 Elantra has ‘fluidic sculpture’
Hyundai delivers exciting gadgets in steering wheel
As an automotive journalist, nothing pleases me more than to have a vehicle deliver more than I expect, and that is just what the 2014 Hyundai Elantra GT GLS did for me.
I don’t read the advertising or PR hype before I test drive a car. In fact, I rarely read the specs supplied by the manufacturer before I get behind the wheel. Sometimes I can be stumped by friends and strangers when quizzed about what engine of model I’m driving.
But why keep myself in the dark? I give vehicles a fair chance to impress me or not on their own merits. Woe be to the car that forces me to search out the owner’s manual to find out what some button does. But let’s get back on the task at hand with the 2014 Hyundai Elantra GT GLS.
Hyundai’s Elantra has a surprisingly long history, having debuted in 1990. The 2014 version is a member of the sixth generation and you can be forgiven for not remembering its previous manifestations if you agree with me that they were rather uninspired in either styling or performance.
That was then and this is now: “Fluidic sculpture” bodywork motivated by a new 2.0L engine with more horsepower. And there’s more — a torsionally stiffer unibody delivers better handling, thanks to a greater use of high-strength steel, and it weighs less, so fuel consumption is better than before. The engineers and designers at Hyundai have kept the lights on well into the night on this Elantra.
Running your gaze over the flowing lines of the sheet metal, it can be said that the 2014 Elantra is no longer the wallflower with the sensible personality at the party. Hyundai describes its look as evoking “the interplay of wind with rigid surfaces to create the illusion of constant motion.”
The front end features the Hyundai-signature hexagonal grille in one of two styles, depending on the model. Big projector-style headlights and fog lights (on the GLS and SE mod- els) bring an air of sportiness. Add the optional 17-inch alloy wheels with chrome inlays and the Elantra GLS GT is in the same league as the Ford Focus and Mazda3 Sport at the local tuner cruise night.
Inside the cosy cabin is much the same sporty theme with a modern take on the dashboard design. It is focused on the centre stack plus two large gauges for the driver — the tachometer and speedo. A panoramic sunroof is a big plus in keeping things bright and airy inside the Elantra.
Unfortunately, the sense of de- sign took precedence over some functionality and the display screen is smaller than the norm for today.
The driver is treated to an eight-way power seat with lumbar support while the front passenger gets a four-way adjustable seat, both heated in the GLS. The steering wheel is loaded with various controls for the audio system and cruise control. But this steering wheel is more special than that. The electric power steering is driver-adjustable through Hyundai’s driver selectable steering mode system,
A stylish, comfortable and quick hatchback. What’s not to love about that?
which provides three operating modes (comfort, normal, and sport) so the vehicle’s steering response can be adjusted at any time to suit driver preference and road conditions. But there’s more to it than the rate of steering input — it adjusts not only power assistance levels, but also on-centre feel and effort buildup throughout the steering range for a natural and progressive feel. I left it on the sport setting but it is a clever innovation on a car in this price range.
Adjustable steering rates are great but fairly useless unless they are part of a well-tuned suspension — and the GT package is more than just a badge and bigger wheels from the marketing department at Hyundai.
The Elantra GT handles the road on MacPherson strut front suspension with a 22 mm-diameter front stabilizer bar for reduced body roll when cornering. The rear suspension uses a lightweight V-beam torsion axle with an integrated 22 mm stabilizer bar. Based on the European-market Hyundai i30, the GT offers a sportier driving experience.
Where the Elantra sedan is primarily tuned for comfort, the Elantra GT has been calibrated for increased road feel, responsiveness, and handling performance.
The differences in the GT platform include stiffer rear spring rates, a stiffer twist beam axle, and Sachs shocks for improved body-motion control.
Taking a look at the mechanical motivation under the sloping hood of the Elantra, we find the new 2.0L gasoline direct injection 173-hp, four-cylinder engine with dual continuously variable valve timing, which sends power through a six-speed manual transmission to the front wheels.
The increase of 25 hp and 23 pound-feet of torque from the outgoing 1.8L places all the Elantra models near the top of their class. That sporty engine response is not only about horsepower ratings. The Elantra GT has a better power-to-weight ratio than the Ford Focus, Mazda3 Sport, Subaru Impreza and Golf five-door, thanks to some lightweight parts such as a plastic intake manifold that saves 30 per cent from the usual aluminum part.
All of this adds up to a stylish, comfortable and quick hatchback. What’s not to love about that? Well, let’s remember that the Elantra is an entry-level vehicle so some of the plastic interior parts look better than they feel. You can’t even get an optional navigation system; it’s standard only on the top-of-the-line SE model with the technology package.
The one oddity in the Elantra is the lack of a remote hatch release button in the cabin. You must either use the little button on the key fob or actually use the outside handle — imagine that! Maybe we have become too entitled with gadgets.
The new engine is smooth and the extra power is appreciated, especially with the six-speed transmission and GT suspension. The latter can be a bit stiff over the worst roads and expansion joints in Montreal but I was willing to put up with that for the pleasures of driving quickly through urban traffic. The steering is brilliant, with good road feel and quick response in the sport mode.