Elantra GT SE Tech a blast to drive,
Loaded Hyundai hatch also pricey
The compact hatchback has been making serious inroads of late — Ford, Kia, Mazda, Subaru and Volkswagen all now offer a five-door hatches. Adding the GT to the Elantra lineup addresses one of the biggest holes in Hyundai’s portfolio.
The GT is markedly different from its four-door sedan sibling. To begin, the wheelbase is 50 millimetres shorter, while the length has been cut by 230 mm. — neither crimping its versatility. In fact, while the available legroom shrinks slightly up front, there is actually more rear seat space — better legroom and more headroom.
Benefiting from the versatility only a hatchback can supply, the GT brings 23 cubic feet of cargo space with the 60/40-split/folding seats in the upright position and 51 cu. ft. with them folded down. When down, the seats do deliver a flat floor, but getting there is a bit of a chore. First, headrests must be removed and seat bases lifted. Only then do seats fold to form said flat load floor. Some flimsy loops are supposed hold the headrests when the seats are folded flat, but the reality is they do not work.
The GT hatch comes with a needed rear washer/wiper and a clever surprise. When reverse is selected, the Hyundai logo on the liftgate opens to reveal a backup camera. Hiding it behind the badge keeps the lens clean, so it’s always functional regardless of weather — the sort of thinking one expects from the likes of BMW.
Up front, the SE Tech version tested brings a raft of upgrades, including dual-zone automatic climate control, a better 180-watt audio package and a seven-inch touchscreen for the navigation system and backup camera view. for both, the screen boasts high-end clarity.
The materials are also a cut above the entry-level norm. Again, the SE Tech includes heated leather seating and an eight-way power driver’s seat.
The GT is powered by a 1.8-litre, four producing 148 horsepower and 131 pound-feet of torque — enough to motivate 1,342 kilograms with authority. The engine also remains quiet and refined even when worked at high revs — important because to get the best out of the engine, it does need to be revved.
While the base transmission is a refined manual gearbox, the tester arrived with Hyundai’s smoothshifting six-speed automatic with a manual mode. The powertrain propelled the Elantra GT from rest to 100 kilometres an hour in 9.8 seconds and it accomplished the 80-to-120-km/h passing move in 7.3 seconds. Neither time is outstanding, but both are more than competent. It also delivered a fuel-sipping test average of 7.1 litres per 100 kilometres — without using the ActiveEco mode, which is claimed to cut consumption by up to 7 per cent beyond the posted numbers.
In terms of handling, the GT proved pretty adroit on twisty roads. Yes, there is some body roll, but the GT proved to be surprisingly agile.
There is, however, a definite must — the larger P215/45R17 tires that come with the SE models. The base cars make do with P205/55R16s. The wider, lower profile tires make a big difference as they provide much better lateral grip, which makes understeer much less of an issue. Despite being able to adjust the level of electric steering assist in three stages, it still feels numb across the board.
The Elantra GT is a well-conceived hatchback that is fun to drive, has adequate power and, in SE Tech guise, brings a wealth of equipment. The entry point was under $20,000. However, the loaded Elantra GT SE Tech tested here carried a $26,349 price tag.
For than sort of money, I want another letter — an “I” to go with the G and T. As in the Golf GTI!