Practical GT
Cargo space and features aplenty in Hyundai hatchback
The Hyundai Elantra GT is what I think of as a compromise car and that’s not necessarily a bad thing.
While Webster’s Dictionary defines compromise as a “concession to something derogatory or prejudicial,” it can also refer to “something that combines the qualities of two different things.” In this case, the Elantra GT nicely straddles the line between practical compact car and sporty hatchback.
Up until 2010, the Elantra was a rather odious little car, as softly defined as a gummy bear and about as substantial.
But Hyundai’s reinvention as a producer of well-built yet reasonably priced cars saw the Elantra emerge as a stylish contender in the compact segment. In less than half a decade, the Elantra has gone from bottom of the heap to displacing the mighty Toyota Corolla for second place in the compact rankings.
The GT isn’t just a hatchback version of the Elantra sedan; it’s built on an entirely different platform, derived from the stiffer Euro-spec i40. In this configuration, it’s up against a significantly different set of competitors than the sedan, including the Mazda3 ($19,350), Ford Focus ($18,849) and Volkswagen Golf (two-door $18,995 or fivedoor $22,295).
That’s some serious competition and made tougher by the fact they’re all similarly priced.
Mildly refreshed for 2016, the Elantra GT receives a rather substantial nose job, some more interior options and slick new 17-inch “Euro-flange” rims. The new grille works well with the GT’s crisp sheet metal and gives it a bolder, more refined appearance. Unlike the sedan, the GT adopts a sweeping fastback roofline from the front wheels back, culminating in available LED tail lights in the rear.
Although the GT is nine inches shorter than the Elantra sedan, the cabin gains a bit more space. Slightly wider and taller, the GT offers a little more front leg room, but in typical hatchback fashion sacrifices rear passenger room for more cargo space. There’s 651 litres of room in the hatch, which increases to 1,444 L with the rear seats folded flat. That’s more than the Mazda3’s 1,360 L, the Focus’s 1,242 L or the Golf’s 1,270 L.
The interior is largely a carryover with the exception of the centre stack, which exchanges curves for neatly finished straight edges. There’s a surprising list of standard features, including air conditioning, driver-selectable steering mode, power mirrors, iPod/USB connectivity, tilt/telescoping steering wheel, keyless entry and power window and door locks. These features give the base $18,549 Elantra GT a bit of an edge over its lesser-equipped competitors.
My tester is a fully loaded Limited model with a $27,349 price tag, which lifts it out of the realm of bargain-priced hatches. But it’s still priced lower than the similarly equipped Ford Focus Titanium ($27,449) Mazda3 Sport GT ($30,280) or Golf Highline ($30,895).
At this trim level, the Elantra GT gets leather seating, a panoramic sunroof, smart key with push-button start and a seven-inch touch screen with navigation and rear-view camera. Note: The camera hides beneath the flip-up rear badging, protecting it from dirt and grime.
There are numerous thoughtful pockets and cubbies for keys or cellphones, a console beneath the centre armrest and even a cooled glovebox. It’s a comfortable environment and the extra light provided by the sunroof adds to the bright and airy feel of the cabin. What’s particularly refreshing is its user-friendly simplicity in an age when many cars’ interfaces are becoming increasingly complex.
I really like the taut handling of this little car. It’s not full-on hot-hatch rigid like the Focus RS or Golf GTI, but it’s athletic enough to make daily driving fun rather than a chore. This comes courtesy of a sport-tuned GT-specific suspension consisting of front struts and a torsion beam rear axle, a 22-millimetre front sway bar to prevent body roll and stiffer dampers.
The driver-select able steering mode lets you dial in the right amount of steering heft, according to your own preference. I like my steering to be solid and substantial and found the Comfort and Normal modes a bit loose and light for my liking. Steering is probably the least engaging feature of the Elantra GT as it’s a bit rubbery and offers little feedback.
There’s a single engine offering: A 2.0-litre four-cylinder that delivers 173 horsepower and 154 pound-feet of torque. This is less than the Mazda3 GT (184/185), but more than the Ford Focus Titanium (160/146). The Golf (170/199) has slightly less horsepower, but much more torque. Mated to a six-speed automatic, it’s a pleasant powertrain in most situations.
Even at the top trim level, the Elantra GT offers no additional safety systems other than the seven standard airbags, ABS and stability and traction control. It did, however, earn high ratings for overall crash protection. Compare this to the Mazda3, which offers a full suite of active safety technology, including lane-departure and rear cross-traffic alerts, smart brake support and blind-spot monitoring. The Focus has emergency braking assist and a post-collision safety system. And the Golf received a top safety rating for its new Driver Assistance package, which includes forward collision warning and autonomous emergency braking.
The Elantra GT’s fuel consumption was less than stellar with an average of 8.1 L/100 km during a week’s mixed driving. Official ratings (with automatic transmission) of 9.8 city and 7.2 highway lag behind the Mazda3 GT (8.7/6.5), the Focus (8.9/6.0) and the Golf (9.3/6.5).
This is one tough segment with some particularly notable offerings and manufacturers are having to come up with increasing levels of technology and refinement just to stay competitive. Which, of course, translates to better features and more choice for the customer.
If you’re looking for the next best thing to a hot hatch, you’d probably be better served by the Mazda3 GT. But if what you want is a compromise car, one that strikes just the right balance between practical daily driver and sporty fun, the Hyundai Elantra GT is worth a look.
It’s no Mazda3 GT, but popular hatch a fun ride nonetheless