Last Monday, Hyundai launched the sixth generation all-new Elantra in India, following its international premiere last year. When compared to the previous model, this saloon is 20mm longer, 25mm wider, and 5mm taller. This edition of the Elantra comes with a new petrol engine in addition to more features.
The new car also boasts 40 times more structural adhesives incorporated to reduce wind flow, as well as less gaps between panels, thicker glass panes, less blower noise, lower levels of NVH, stronger engine mounts, and 40 times more structural adhesives incorporated to reduce wind flow. The cherry on top is that the new Elantra comes with Hyundai’s ‘Hyundai Premium Assurance,’ which includes a three-year guarantee and a complete package.
On our drive from Chennai to Pondicherry, we observed the all-new Elantra’s behaviour and came up with the following conclusions.
The prominent front end, which features a pair of elegant headlamps that merge at the hexagonal grille with chrome accents, attracts the most attention. It has a high-end appearance. Air slats above the fog lights now direct air into the tyre wells, reducing air twisting around the wheel area and increasing fuel efficiency. This car achieves an air drag coefficient of only 0.29 Cd in the process. The new Elantra keeps characteristics from the previous car in profile, but a keen eye may see the expanded proportions and obvious creases.
On the curved roofline, which aggressively slants at the C-pillar on to the tiny boot area, a shark fin antenna can be observed. The prominent set of long LED tail lamps, which sparkle with a stylish multi-dimensional effect, are the star of the show. If the old Elantra was all about flowing lines, the new one is all about a sharper, more aggressive design stance, particularly around the hexagonal nose.
The 2017 Hyundai Elantra has a dual-layered soft-touch dashboard with a strong silver accent that separates the top and bottom dashes. On the upper part, an 8.0″ HD touch screen navigation system that also serves as an infotainment system, as well as buttons for its features and air vents, can be seen. The air-conditioning buttons with a small display, the start-stop button, and the controls for the car’s functions around the gear shifter in the auto version are all below the silver accent.
The instrument cluster has an integrated 3.5″ TFT LCD and tidy dials that display all of the driving information to the driver. Everything is just a tap away owing to the controls on the multi-functional steering wheel, whether it’s the audio controls or the hands-free phone call. While the middle console has just enough room for your knickknacks and cups, the door cushions (soft touch elbow part) can hold your extra items as well as a one-litre bottle. The ventilated front seats not only have wonderful shapes and a lot of back and thigh support, but they also have a lot of lateral support.
Though there is enough room for three passengers in the back, headroom for six foot passengers will be limited. Despite the greater comfort provided by the backrest and padding, travellers should be disappointed by the absence of under thigh support, especially on lengthy rides. However, after some cabin time, the grey interiors tend to make the entire atmosphere a little dreary. Hyundai has ingeniously included a concealed storage box beneath the floor console, as well as rear-seat access to the 458-liter boot. When standing close to the tailgate, a clever tailgate mechanism opens the boot in three seconds.
Dual zone climate control, reverse camera, electrically adjustable vented driver’s seat, leather upholstery, steering controls, and cruise control are all included in the all-new Elantra. There’s also a cooled glovebox, an electronic IRVM, and an 8.0-inch touch screen infotainment system with Android Auto and Apple Car Play. Dual front airbags, side and curtain airbags, ABS with EBD, vehicle stability programme, hill start aid, HID headlamps, LED DRLs, and LED tail lamps are also included.
Driven by Results
A ‘Nu’ 2.0-litre MPi petrol engine and a ‘U2’ 1.6-litre CRDi diesel engine power the new Hyundai Elantra. The petrol engine produces 152bhp and 196Nm of torque, and transmission chores are handled by either a six-speed manual or a six-speed automatic gearbox. We took the petrol automatic for a spin, and it’s evident that this is the enthusiast’s choice. It has a superbly smooth feel to it, sounds athletic when cranked hard, and shifts rapidly. Even in Eco mode, there’s plenty of power on tap right away! There’s a significant rise after 3000rpm, followed by a high at 5000rpm, then a taper at 6250rpm before hitting the rev limit of 6500rpm. Sport mode holds on to a lower gear and expects throttle input to unwrap the horsepower, but Eco and standard mode rapidly upshift and settle down to 1700rpm when one takes their foot off the pedal. The transmission downshifts and responds swiftly even if you were off the gas and softly tapped the accelerator pedal. We eventually came to enjoy the environmental mode for everyday driving because it suited our need for speed while still satisfying our thirst for performance.
The 1.6-litre CRDi diesel engine in the diesel Elantra produces 128bhp and 265Nm of torque and is available with either a six-speed manual or a six-speed torque converter automatic transmission. Despite the fact that this is the same engine as the previous car, it has been tweaked to provide superior performance across the rpm range. We tested the automatic version, which has a drive select option that allows the driver to choose between regular, eco, and sport driving modes. If you want to get the most efficiency out of this motor, Eco is the way to go. All the way up to the 4250rpm maximum, it picks up speed in a very smooth and leisurely manner. Because the gears upshift swiftly to save gasoline, when you ease off the accelerator pedal, the revs will drop to roughly 2000rpm. Despite having identical qualities to the environmental mode, the regular mode has a more eager overall response throughout the spectrum. The Sport mode, as the name implies, allows you to keep the gears engaged all the way to the rev limit in order to get the most out of this engine. When you let go of the throttle, a lower gear engages, keeping the revs high enough for quick acceleration. However, the transmission upshifts more slowly than the downshifts.
The Elantra has a flat ride thanks to the updated damper settings, hydraulic rebound stopper, and suspension arrangement. It absorbs the majority of the undulations, allowing only the sharper ones to enter the cabin. Though it has a slightly stiffer overall setup, it rides smoothly and makes longer excursions enjoyable as well. The steering is a significant advance over the previous car, and it accurately directs the vehicle in the desired direction. Driving this saloon becomes a breeze because it is light and quick off the line. The brakes were progressive, and the pedal feedback was correct, even if it could have been a little more aggressive.
Despite our country’s propensity for SUVs, Hyundai took a risk by introducing the all-new Elantra to the Indian market, despite the fact that it is currently not a volume-generating class. Elantra petrol models cost between Rs 12.99 lakh and Rs 17.99 lakh, while diesel models cost between Rs 14.79 lakh and Rs 19.19 lakh (ex-showroom New Delhi). It competes with the Volkswagen Jetta, Skoda Octavia, Chevrolet Cruze, and Toyota Corolla in a segment that includes the Volkswagen Jetta, Skoda Octavia, Chevrolet Cruze, and Toyota Corolla. Where does the Elantra come in, given that there’s a clear divide between people who favour German build quality over, say, bullet-proof reliability? This Hyundai, on the other hand, plays a critical part in bringing a little bit of both ends of the range together in a well-packaged product. With the kind of buying assurance that Hyundai is providing for Elantra purchasers, it appears that ownership should be a breeze.