Like any good compact sedan, the seventh-generation Hyundai Allantra offers something for everyone. If you are looking for a fuel-sipper, then aOn offer. People looking for a little more driving excitement can opt for the turbocharged N line. And for everyone else, there are the standard versions, all of which are equipped with a standout look, a ton of technology features and capable on-road manners making it the most competitive Elantra sedan ever made.
- Exterior exterior design
- Tons of tech
- Spacious and quiet cabin
do not like it
- Ho-hum drive character
- Reduces rear power points
- Flat seats
One thing is sure, Elantra is not just another weak face in the crowd. Hyundai’s entry features a visually out-mammoth grille, slim headlights, fast roofline and prominent sharp lines on the side and rear end. The crease appears particularly well on my quartz white test car that rides on 17-inch wheels with black-colored insets that are visually visually similar to the rest of the sedan. Is this all a little much? Perhaps for some, but it is a separate and cohesive overall design.
The 2021 Hyundai Elantra is equipped with stacks of style and technology
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The things inside Allentra are not quite as futuristic. The clean, cleverly organized layout features a center stack mounted on the driver’s side. The controls for climate and infiltration are all large and clearly marked, making them easy to use while driving. This is not to say that there is not some effort to jazz things up, however. The four-spoke steering wheel reminds me of the Space Invaders and a monster from the 10.2-inch digital gauge cluster – optional on the Elantra SEL and standard on Range-Topping Limited – snugly with different design themes for each drive mode.
Then to the left of the Elantra’s gauge cluster is the dummy panel. In the middle is a circular graphic with a horizontal line that looks like it should be an air vent. This piece of real estate in the Elantra N line dials drive mode, but in the regular model it is dead space that does nothing. Maybe this is a good place to paste a Post-It note?
For the space, there’s a healthy helping inside the Elantra – the 99.4 cubic feet passenger room, to be exact, pushed it into the EPA’s midsize classification. Headroom and legroom are generous at the front and back, while overall materials are acceptable. Soft leather wraps the steering wheel, cloth is good on cushioned seats and most touchpoints are soft and of high quality. You’ll still bump into tough, but good-looking plastic on the transmission tunnel and the backseat door panel.
On the tech front, the Allantra SEL is equipped with an 8-inch touchscreen with large shortcut buttons and knobs for volume and radio tuning. Like the gauge cluster, the screen displays vibrant colors and graphics, but the two’s optional eight-speaker Bose audio setup is also responsive to input to control Bluetooth and wireless integration.And . The touchscreen grows to 10.2 inches, but strangely removes wireless CarPlay and Android Auto capability, instead both require a wired connection.
For phone-up, my SEL center sports the wireless charge pad available in the available console. You’ll also find a 12-volt outlet and two USB ports. Sadly, no power point backseat is within easy reach of passengers. Android users can also benefitIt lets drivers unlock and start on SEL on Limited cars and optional via a smartphone app on the standard.
The Eltra continues to have a technical buffet with a heartfelt list of advanced driver-assist systems onboard. Forward collision warning, blind-spot monitoring, rear cross-traffic alert, lane-keeping assist, driver-attention monitor and safe exit alert are all standard issues. My SEL tester is further enhanced with available adaptive cruise control, automatic emergency braking and pedestrian detection.
Solid daily driver
For anyone looking for a competent commuter, the Elantra is definitely up to the task. Powering this sedan is a 2.0-liter I4 that produces 147 horsepower and 132 pound-feet of torque, connected to a continuously variable transmission. Together, they return an estimated EPA of 31 miles per mile in the city and 41 mpg on the highway, which is not shabby.
The Elantra’s engine is sleek but does not feel particularly powerful. It does the job of romping around the city adequately, although throttle tip-in reacts even when you have the car in sport mode. For things like merging on the freeway, you have to bend in the right pedal to basically mix with the traffic. Thankfully the CVT in Sport mode is not like an angry beehive when it is booted and hangs on the ‘gear’ for a long time. It also offers manual shift capabilities, but you’d better forget to forget about it, ’cause it’s real slow to carry out commands.
The chassis tuning follows the lead of the drivetrain, respectable for daily driving duties. Body movements are well controlled when rounding corners at a normal clip, but pushing hard results in front washing. The Elantra ride gets a crash when it encounters frequent bumps and ropes, and is not generally felt as competitors such as the Honda Civic and Mazda3. The steering has a numb position at the center and feels deficient, while the brakes are stable, delivering confident muscles and modulation.
Therefore, the Allentra is not going to take your socks off from the point of view of a driving engagement, but it is comfortable for the most part and impressively quiet when rolling down the road. This Kumho glory handles itself quite well even through light snow with the Solace all-season tires.
How would i believe it
When I’m building my Elantra, I’ll stick with a mid-grade SEL version like the one pictured here, which starts at $ 21,905, including $ 1,005 for the destination. In fact, I’ll take the white color job, also because it shows the outer lines well and decreases. From there, I’ll check the box for the $ 950 convenience package to get a cool LCD gauge cluster, wireless charge pad, and heated front seat. Tossing at $ 155 for floor mats results in a $ 23,010 price to slide under the $ 25,110 bottom line of my test car.
Strong Compact Sedan Case
The 2021 Hyundai Elantra starts at $ 20,655, giving a lower entry cost compared to $ 22,245, $ 21,645 And the $ 21,020 Toyota Corolla, but more than the $ 18,885 Kia Forte and the $ 19,990 Volkswagen Jetta.
Out of that list of compact sedans, the new Allentra is undeniably the scene of the bunch, offering a comprehensive dose of technology and a 10-year powertrain warranty to boot. Although its drive is far from character thrilling, it is a capable and comfortable ride for most driving situations. All these together constitute the most compelling allantra to date.