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The Hyundai Elantra GT has always stood apart from its sedan counterpart due to its European roots. This is most apparent in terms of handling where the hatchback felt slightly sharper than the sedan. Hyundai’s U.S. office has once again called on the European office to source a new Elantra GT hatchback. The model known in Europe as the i30 has been said to be a viable alternative to the Volkswagen Golf by automotive writers. Does that hold true in terms of the U.S.? Hyundai’s designers took a page out of the Golf’s playbook when it comes to the exterior. It may not have the excitement or sharp design traits of other compacts, but the Elantra GT’s shape is very classy. The front end features Hyundai’s new hexagonal grille shape and deep cuts in the bumper for the fog lights. The side profile features a large area of glass to help the interior feel airier and a set of 18-inch wheels with black center caps. The rear has a crease running along the rear tailgate and a dual exhaust system. My first impression of the Elantra GT’s interior was, “this is more interesting to look at than the Elantra sedan”. The dash design is clean with sculpting along the passenger side to provide some visual differentiation. Sport models feature red accent trim around the vents and stitching on the seats to give off the impression of sportiness. Material quality is average for the class with an equal mix of hard and soft-touch materials. Passengers sitting up front will find controls to be in easy reach and the seats offering adequate comfort. Taller passengers sitting in the back will be complaining about the minuscule amount of legroom. With the driver’s seat set in my position, I found my knees were almost touching the back of it. The Elantra GT’s cargo space is towards the top of the class with 24.9 cubic feet of space behind the rear seats and 55.1 cubic feet when folded. All Elantra GT’s get Hyundai’s BlueLink infotainment system housed either in a 7- or 8-inch touchscreen mounted on top of the dash. Our tester came with the larger 8-inch screen with navigation. Hyundai’s BlueLink system is one our favorite infotainment system with an easy-to-understand user interface, physical shortcut buttons around the screen, and snappy performance. Apple CarPlay and Android Auto integration are standard and bring more capability to BlueLink. Under the hood of the Elantra GT Sport is a turbocharged 1.6L four-cylinder producing 201 horsepower and 195 pound-feet of torque. This is the same engine you’ll find in the Elantra Sport and Kia Soul !. A six-speed manual is standard, but the model seen here had the optional seven-speed dual-clutch transmission. The first couple of days driving the Elantra GT Sport was somewhat of a disappointment. The throttle felt very sluggish, not letting the turbo engine provide a rush of power. Not helping was the transmission which was focused more on upshifting quickly, along with stumbling with gear changes at low speeds. But I soon figured out that putting the vehicle into Sport mode makes the vehicle much more lively. The throttle loosens up and allows the engine to exploit its full potential. The transmission seems to hold on to gears slightly longer to allow for improved performance. My hunch is that the standard drive mode is actually an eco mode to maximize fuel economy. I would like to see Hyundai add a separate eco mode and have the standard driving mode be a balance of eco and sport. In terms of fuel economy, the Elantra GT Sport is rated at 26 City/32 Highway/28 Combined with the DCT. My average for the week landed around 27 mpg with a 60/40 mix of city and highway driving. The Elantra GT Sport’s handling is Hyundai’s best effort to date. Sport models swap the torsion beam rear suspension found on the standard GT for a sport-tuned multilink setup. This swap makes the Elantra GT quite nimble in the corners with little body roll and feels poised. Steering provides decent weight when turning. The sporty setup does mean the Elantra GT Sport has a compliant ride with more road imperfections being transmitted. Not much wind noise comes inside, but a fair amount of road noise does. The Elantra GT Sport is so close to being a viable alternative to the Volkswagen Golf. It offers a clean exterior look, well-equipped interior, spacious cargo area, and impressive handling characteristics. But the programming of the standard drive mode dents the appeal of the Sport, making it feel less ‘sporty’. Hopefully, Hyundai has some plans to tweak the drive mode programming and dual-clutch transmission. Hyundai has an agreeable compact hatchback in the form of the Elantra GT Sport. But we think given a little bit more time and work, it could be one of the best. Disclaimer: Hyundai Provided the Elantra GT, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Elantra GT Trim: Sport A/T Engine: 1.6L Turbocharged DOHC D-CVVT GDI Four-Cylinder Driveline: Front-Wheel Drive, Seven-Speed dual-Clutch Horsepower @ RPM: 201 @ 6,000 Torque @ RPM: 195 @ 1,500 ~ 4,500 Fuel Economy: City/Highway/Combined - 26/32/28 Curb Weight: 3,155 lbs Location of Manufacture: Ulsan, South Korea Base Price: $24,350 As Tested Price: $29,210 (Includes $885.00 Destination Charge) Options: Sport Tech Package - $3,850.00 Carpeted Floor Mats - $125.00 -
The Hyundai Elantra GT has always stood apart from its sedan counterpart due to its European roots. This is most apparent in terms of handling where the hatchback felt slightly sharper than the sedan. Hyundai’s U.S. office has once again called on the European office to source a new Elantra GT hatchback. The model known in Europe as the i30 has been said to be a viable alternative to the Volkswagen Golf by automotive writers. Does that hold true in terms of the U.S.? Hyundai’s designers took a page out of the Golf’s playbook when it comes to the exterior. It may not have the excitement or sharp design traits of other compacts, but the Elantra GT’s shape is very classy. The front end features Hyundai’s new hexagonal grille shape and deep cuts in the bumper for the fog lights. The side profile features a large area of glass to help the interior feel airier and a set of 18-inch wheels with black center caps. The rear has a crease running along the rear tailgate and a dual exhaust system. My first impression of the Elantra GT’s interior was, “this is more interesting to look at than the Elantra sedan”. The dash design is clean with sculpting along the passenger side to provide some visual differentiation. Sport models feature red accent trim around the vents and stitching on the seats to give off the impression of sportiness. Material quality is average for the class with an equal mix of hard and soft-touch materials. Passengers sitting up front will find controls to be in easy reach and the seats offering adequate comfort. Taller passengers sitting in the back will be complaining about the minuscule amount of legroom. With the driver’s seat set in my position, I found my knees were almost touching the back of it. The Elantra GT’s cargo space is towards the top of the class with 24.9 cubic feet of space behind the rear seats and 55.1 cubic feet when folded. All Elantra GT’s get Hyundai’s BlueLink infotainment system housed either in a 7- or 8-inch touchscreen mounted on top of the dash. Our tester came with the larger 8-inch screen with navigation. Hyundai’s BlueLink system is one our favorite infotainment system with an easy-to-understand user interface, physical shortcut buttons around the screen, and snappy performance. Apple CarPlay and Android Auto integration are standard and bring more capability to BlueLink. Under the hood of the Elantra GT Sport is a turbocharged 1.6L four-cylinder producing 201 horsepower and 195 pound-feet of torque. This is the same engine you’ll find in the Elantra Sport and Kia Soul !. A six-speed manual is standard, but the model seen here had the optional seven-speed dual-clutch transmission. The first couple of days driving the Elantra GT Sport was somewhat of a disappointment. The throttle felt very sluggish, not letting the turbo engine provide a rush of power. Not helping was the transmission which was focused more on upshifting quickly, along with stumbling with gear changes at low speeds. But I soon figured out that putting the vehicle into Sport mode makes the vehicle much more lively. The throttle loosens up and allows the engine to exploit its full potential. The transmission seems to hold on to gears slightly longer to allow for improved performance. My hunch is that the standard drive mode is actually an eco mode to maximize fuel economy. I would like to see Hyundai add a separate eco mode and have the standard driving mode be a balance of eco and sport. In terms of fuel economy, the Elantra GT Sport is rated at 26 City/32 Highway/28 Combined with the DCT. My average for the week landed around 27 mpg with a 60/40 mix of city and highway driving. The Elantra GT Sport’s handling is Hyundai’s best effort to date. Sport models swap the torsion beam rear suspension found on the standard GT for a sport-tuned multilink setup. This swap makes the Elantra GT quite nimble in the corners with little body roll and feels poised. Steering provides decent weight when turning. The sporty setup does mean the Elantra GT Sport has a compliant ride with more road imperfections being transmitted. Not much wind noise comes inside, but a fair amount of road noise does. The Elantra GT Sport is so close to being a viable alternative to the Volkswagen Golf. It offers a clean exterior look, well-equipped interior, spacious cargo area, and impressive handling characteristics. But the programming of the standard drive mode dents the appeal of the Sport, making it feel less ‘sporty’. Hopefully, Hyundai has some plans to tweak the drive mode programming and dual-clutch transmission. Hyundai has an agreeable compact hatchback in the form of the Elantra GT Sport. But we think given a little bit more time and work, it could be one of the best. Disclaimer: Hyundai Provided the Elantra GT, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Elantra GT Trim: Sport A/T Engine: 1.6L Turbocharged DOHC D-CVVT GDI Four-Cylinder Driveline: Front-Wheel Drive, Seven-Speed dual-Clutch Horsepower @ RPM: 201 @ 6,000 Torque @ RPM: 195 @ 1,500 ~ 4,500 Fuel Economy: City/Highway/Combined - 26/32/28 Curb Weight: 3,155 lbs Location of Manufacture: Ulsan, South Korea Base Price: $24,350 As Tested Price: $29,210 (Includes $885.00 Destination Charge) Options: Sport Tech Package - $3,850.00 Carpeted Floor Mats - $125.00 View full article
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There's a new member to Hyundai Elantra family. Today, the Korean automaker revealed the 2017 Elantra Sport. The Elantra Sport stands out from other Elantras thanks to small design changes as a blacked-out grille, slightly aggressive body kit, and a set of 20-inch aluminum wheels. The interior boasts some subtle changes such as a set of sport seats with red stitching and a flat-bottom steering wheel. Power comes from a turbocharged 1.6L four-cylinder that is said to produce 'more than' 200 horsepower and 190 pound-feet of torque. Hyundai will offer a six-speed manual or a seven-speed dual-clutch transmission. Underneath, the Elantra Sport features a fully independent rear suspension setup instead of the torsion beam setup found on other Elantras. Hyundai says the Elantra Sport will arrive in the fourth quarter of this year. This is when we'll likely get the final power figures and pricing. Source: Hyundai Press Release is on Page 2 2017 Hyundai Elantra Sport Unlocks Passion, Power and Performance 1.6 Turbo GDI engine and independent multi-link rear suspension highlight the most powerful and dynamic Hyundai Elantra ever FOUNTAIN VALLEY, Calif., July 12, 2016 – Today at a meeting of the Washington Automotive Press Association in Alexandria, VA, Hyundai Motor America unveiled the all-new 2017 Hyundai Elantra Sport. The most powerful Elantra model ever, the Sport benefits from a variety of important powertrain, chassis and styling upgrades over the current SE, Eco, and Limited models. The Elantra Sport is powered by a 1.6 Turbo GDI four-cylinder engine generating more than 200 hp and 190 lb-ft of torque. Drivers may choose between a six-speed manual transmission or seven-speed Dual Clutch Transmission with paddle shifters. Helping to ensure the most powerful Elantra ever is also the most fun to drive, the Sport is exclusively outfitted with an independent multi-link rear suspension designed to elevate on-road dynamics and feel. Finally, Elantra Sport is visually differentiated with unique bodywork and model-specific interior appointments such as a flat-bottomed steering wheel, sport seats and red contrast stitching. “Elantra Sport demonstrates our commitment to providing drivers with compelling vehicle choices that align with their interests,” says Mike Evanoff, Hyundai Motor America manager of product planning. “This is a vehicle that reflects our own passion for cars and driving, expressing it with sharp looks, proven in-car technology, upgraded power, and fun, sporty handling.” The Hyundai Elantra Sport will arrive in North American showrooms in the fourth quarter of 2016. Additional details, including full specifications and pricing, will be available closer to the on-sale date. View full article
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There's a new member to Hyundai Elantra family. Today, the Korean automaker revealed the 2017 Elantra Sport. The Elantra Sport stands out from other Elantras thanks to small design changes as a blacked-out grille, slightly aggressive body kit, and a set of 20-inch aluminum wheels. The interior boasts some subtle changes such as a set of sport seats with red stitching and a flat-bottom steering wheel. Power comes from a turbocharged 1.6L four-cylinder that is said to produce 'more than' 200 horsepower and 190 pound-feet of torque. Hyundai will offer a six-speed manual or a seven-speed dual-clutch transmission. Underneath, the Elantra Sport features a fully independent rear suspension setup instead of the torsion beam setup found on other Elantras. Hyundai says the Elantra Sport will arrive in the fourth quarter of this year. This is when we'll likely get the final power figures and pricing. Source: Hyundai Press Release is on Page 2 2017 Hyundai Elantra Sport Unlocks Passion, Power and Performance 1.6 Turbo GDI engine and independent multi-link rear suspension highlight the most powerful and dynamic Hyundai Elantra ever FOUNTAIN VALLEY, Calif., July 12, 2016 – Today at a meeting of the Washington Automotive Press Association in Alexandria, VA, Hyundai Motor America unveiled the all-new 2017 Hyundai Elantra Sport. The most powerful Elantra model ever, the Sport benefits from a variety of important powertrain, chassis and styling upgrades over the current SE, Eco, and Limited models. The Elantra Sport is powered by a 1.6 Turbo GDI four-cylinder engine generating more than 200 hp and 190 lb-ft of torque. Drivers may choose between a six-speed manual transmission or seven-speed Dual Clutch Transmission with paddle shifters. Helping to ensure the most powerful Elantra ever is also the most fun to drive, the Sport is exclusively outfitted with an independent multi-link rear suspension designed to elevate on-road dynamics and feel. Finally, Elantra Sport is visually differentiated with unique bodywork and model-specific interior appointments such as a flat-bottomed steering wheel, sport seats and red contrast stitching. “Elantra Sport demonstrates our commitment to providing drivers with compelling vehicle choices that align with their interests,” says Mike Evanoff, Hyundai Motor America manager of product planning. “This is a vehicle that reflects our own passion for cars and driving, expressing it with sharp looks, proven in-car technology, upgraded power, and fun, sporty handling.” The Hyundai Elantra Sport will arrive in North American showrooms in the fourth quarter of 2016. Additional details, including full specifications and pricing, will be available closer to the on-sale date. -
The term black sheep is used to describe someone that is either odd or despicable, especially in terms of a family. Take into consideration Volkswagen. The past 15 years or so have seen a number of black sheep in their lineup. The best example is the Phaeton. Introduced in 2004 as competitor to the Mercedes-Benz S-Class and its ilk, the Phaeton was over-engineered and came with impressive luxury features. The problem was convincing people that it was ok to spend $80,000+ on a Volkswagen and was pulled out a few years after its introduction. Then there is the CC. Arriving to the lineup in 2008, the CC was one of the first vehicles to capitalize on the four-door coupe trend. But the past few years have seen the CC fade into the Volkswagen lineup, with the likes of the Jetta and Golf in the spotlight. So why has the CC almost gone into obscurity? I spent a week in the 2015 CC Sport 2.0T to find out. Walking around the CC, you can’t help but think this is possibly the best looking Volkswagen in quite a while. The basic shape hasn’t changed much since it first introduced. A low-slung front end flows into a side profile with a high beltline and sloping roofline. The back has a short deck and a clean looking trunklid with a large VW emblem which conceals the backup camera - the emblem opens up at an angle to reveal the camera. The only real items of change are up front where Volkswagen swapped the grille, air intake, and headlights to bring it more in line with the current lineup. Moving inside, the CC has the air of a luxury vehicle. Soft-touch plastic finished in black and faux aluminum trim give a premium feeling to the vehicle. Controls are within easy reach of the driver and passenger, and have a solid feel to them. The Sport is the base model in the CC lineup, but it doesn’t feel like it with the amount of standard equipment fitted to it. There is leatherette with power adjustments for the front seats, dual-zone climate control, heated seats, a five-inch touchscreen with navigation, Bluetooth, HID headlights, and automatic wipers. I do have to call out the five-inch touchscreen. If you have checked out any of my previous Volkswagen reviews, then you know I hate this system as the screen is too small to hit the touch points and the graphics look dated. In the back, you’ll find a bench seat and not the two seat layout that the original CC came with. This was to make the CC somewhat more practical. Sitting in the back, I found legroom to be generous, while headroom was very much at a premium due to the sloping roofline. Also the high beltline does increase the feeling of being cramped. See Page 2 for Powertrain and Handling Thoughts Most CCs come equipped with Volkswagen’s venerable turbocharged 2.0L four-cylinder with 200 horsepower and 207 pound-feet of torque. Those wanting a bit more power will want to check out the top-of-the-line CC with the 3.6L VR6 producing 280 horsepower and 265 pound-feet of torque. The 2.0T comes with a choice of either a six-speed manual or DSG, while the VR6 gets a six-speed automatic only. In my case, I had the 2.0T paired with a six-speed manual, and was delighted by this combination. Despite the low power numbers, the 2.0T feels much more powerful. Power is instantaneous and never seem to fall off a cliff. Even in situations where I needed to make a pass, the 2.0T was there with the power needed to get me moving. The six-speed manual was smooth and provided positive shift action as I went through the gears. As for fuel economy, the CC 2.0T with the manual is rated at 22 City/31 Highway/25 Combined. I got an average of 27.2 MPG for the week. The CC’s ride was surprising in how it balanced comfort and sport. In day to day driving, the CC did an excellent job of isolating bumps and road imperfections. Out on the freeway, the CC kept road noise mostly at bay. Wind noise is somewhat apparent when cruising at high speed. On the curves, the CC is nicely balanced and likes to be pushed. Steering is on the lighter side, but provides decent feel. The Volkswagen CC is still a credible vehicle in the Volkswagen lineup. With sharp looks, an impressive feature list, and a balanced diet of sport and comfort, the CC deserves more recognition. But why has the CC faded into the unknown? It comes down to CC being one of the oldest models in the lineup. It doesn’t help newer models such as the Golf are overshadowing it. But if you’re looking for something a bit different in the midsize/entry-level luxury sedan class, be sure to give the CC a close look. Disclaimer: Volkswagen Provided the CC, Insurance, and One Tank of Gas Year: 2015 Make: Volkswagen Model: CC Trim: Sport Engine: 2.0L TSI Turbocharged 16-Valve Four-Cylinder Driveline: Six-Speed Manual, Front-Wheel Drive Horsepower @ RPM: 200 @ 5100 Torque @ RPM: 207 @ 1700 Fuel Economy: City/Highway/Combined - 21/32/25 Curb Weight: 3,358 lbs Location of Manufacture: Emden, Germany Base Price: $32,685 As Tested Price: $33,550 (Includes $865.00 Destination Charge) Options: N/A View full article
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The term black sheep is used to describe someone that is either odd or despicable, especially in terms of a family. Take into consideration Volkswagen. The past 15 years or so have seen a number of black sheep in their lineup. The best example is the Phaeton. Introduced in 2004 as competitor to the Mercedes-Benz S-Class and its ilk, the Phaeton was over-engineered and came with impressive luxury features. The problem was convincing people that it was ok to spend $80,000+ on a Volkswagen and was pulled out a few years after its introduction. Then there is the CC. Arriving to the lineup in 2008, the CC was one of the first vehicles to capitalize on the four-door coupe trend. But the past few years have seen the CC fade into the Volkswagen lineup, with the likes of the Jetta and Golf in the spotlight. So why has the CC almost gone into obscurity? I spent a week in the 2015 CC Sport 2.0T to find out. Walking around the CC, you can’t help but think this is possibly the best looking Volkswagen in quite a while. The basic shape hasn’t changed much since it first introduced. A low-slung front end flows into a side profile with a high beltline and sloping roofline. The back has a short deck and a clean looking trunklid with a large VW emblem which conceals the backup camera - the emblem opens up at an angle to reveal the camera. The only real items of change are up front where Volkswagen swapped the grille, air intake, and headlights to bring it more in line with the current lineup. Moving inside, the CC has the air of a luxury vehicle. Soft-touch plastic finished in black and faux aluminum trim give a premium feeling to the vehicle. Controls are within easy reach of the driver and passenger, and have a solid feel to them. The Sport is the base model in the CC lineup, but it doesn’t feel like it with the amount of standard equipment fitted to it. There is leatherette with power adjustments for the front seats, dual-zone climate control, heated seats, a five-inch touchscreen with navigation, Bluetooth, HID headlights, and automatic wipers. I do have to call out the five-inch touchscreen. If you have checked out any of my previous Volkswagen reviews, then you know I hate this system as the screen is too small to hit the touch points and the graphics look dated. In the back, you’ll find a bench seat and not the two seat layout that the original CC came with. This was to make the CC somewhat more practical. Sitting in the back, I found legroom to be generous, while headroom was very much at a premium due to the sloping roofline. Also the high beltline does increase the feeling of being cramped. See Page 2 for Powertrain and Handling Thoughts Most CCs come equipped with Volkswagen’s venerable turbocharged 2.0L four-cylinder with 200 horsepower and 207 pound-feet of torque. Those wanting a bit more power will want to check out the top-of-the-line CC with the 3.6L VR6 producing 280 horsepower and 265 pound-feet of torque. The 2.0T comes with a choice of either a six-speed manual or DSG, while the VR6 gets a six-speed automatic only. In my case, I had the 2.0T paired with a six-speed manual, and was delighted by this combination. Despite the low power numbers, the 2.0T feels much more powerful. Power is instantaneous and never seem to fall off a cliff. Even in situations where I needed to make a pass, the 2.0T was there with the power needed to get me moving. The six-speed manual was smooth and provided positive shift action as I went through the gears. As for fuel economy, the CC 2.0T with the manual is rated at 22 City/31 Highway/25 Combined. I got an average of 27.2 MPG for the week. The CC’s ride was surprising in how it balanced comfort and sport. In day to day driving, the CC did an excellent job of isolating bumps and road imperfections. Out on the freeway, the CC kept road noise mostly at bay. Wind noise is somewhat apparent when cruising at high speed. On the curves, the CC is nicely balanced and likes to be pushed. Steering is on the lighter side, but provides decent feel. The Volkswagen CC is still a credible vehicle in the Volkswagen lineup. With sharp looks, an impressive feature list, and a balanced diet of sport and comfort, the CC deserves more recognition. But why has the CC faded into the unknown? It comes down to CC being one of the oldest models in the lineup. It doesn’t help newer models such as the Golf are overshadowing it. But if you’re looking for something a bit different in the midsize/entry-level luxury sedan class, be sure to give the CC a close look. Disclaimer: Volkswagen Provided the CC, Insurance, and One Tank of Gas Year: 2015 Make: Volkswagen Model: CC Trim: Sport Engine: 2.0L TSI Turbocharged 16-Valve Four-Cylinder Driveline: Six-Speed Manual, Front-Wheel Drive Horsepower @ RPM: 200 @ 5100 Torque @ RPM: 207 @ 1700 Fuel Economy: City/Highway/Combined - 21/32/25 Curb Weight: 3,358 lbs Location of Manufacture: Emden, Germany Base Price: $32,685 As Tested Price: $33,550 (Includes $865.00 Destination Charge) Options: N/A
