What could possibly be the connection between the new Elantra GT and the 1979 European press launch of GM's X-Body cars?

For this then-U.K.-based writer, it's the ocean-wide difference that once existed between European and American suspension tuning – and whether that difference still even exists.

In 1979, GM let us compare X-cars tuned for the European market against the flabby U.S. setup. The Euro versions not only handled infinitely better, their firmer suspensions actually delivered a superior ride, too.

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The memory resurfaces now because the Elantra five-door – now entering its fourth generation for 2018 – has always traded on its European character. Old-world drivers overwhelmingly prefer tailgates to trunk lids, so the Korean auto maker's European design and engineering centres take charge of the five-door versions.

At one time, the Euro shtick worked. The first-generation 2001-2006 Elantra GT came to Canada with the same suspension chassis setup as in Europe, which not only benefited handling, but also delivered a classy ride.

But has this euro pitch run its course? Typical North American chassis tuning has radically transformed in recent years; heck, today's Cadillacs steer better than most BMWs. At the same time, the last-generation Elantra GT was proof that no amount of fine tuning on the Nürburgring could overcome the flawed rear suspension layout it shared with the North American Elantra sedan.

On that score, the 2018 GT is already ahead of the game. The GL and GLS models share the reformed torsion-beam suspension of the regular 2017 Elantra sedan, while the GT Sport gets independent rear suspension (IRS) like the Sport sedan – though, surprisingly, Hyundai says the GT is tuned a little less aggressively.

Powertrains (mostly) mirror the sedan's. The GT's base 2.0-litre genereates 161 horsepower, 14 more than the Atkinson-cycle version in the sedan; the Sport's mighty-mite 1.6-litre turbo claims the same 201 horsepower as its sedan counterpart, though its exhaust note seems more muted. Six-speed manual transmissions are standard; the optional automatics are conventional six-speed on the 2.0-litre and seven-speed DCT on the 1.6 turbo.

The preview route certainly wasn't chosen to give the GT an easy pass. Undulating roads that were often as rough as they were tortuous revealed that even the base suspension has exorcised the demons that afflicted the old model. That said, the Sport provided a more composed ride, despite its stiffer springs and shocks.

Hyundai claims the Elantra sports 705 litres of behind-the-seats cargo space.

Nuances of steering feel varied according to powertrain and (on automatics) the choice of drive mode, but all were satisfying to helm as we explored levels of agility and grip appropriate to each model's aspirations.



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Whether the Elantra GT is "European" isn't really the point any more. Rather, do its dynamics measure up to benchmarks like the VW Golf or Honda Civic? Frankly, I wouldn't want to answer that one without driving them all on the same roads on the same day. The fact that it's that close tells you all you need to know about how far this Hyundai has come.

The GT should be in showrooms next month, though prices had not yet been set at writing.

Tech specs

The Elantra comes with one of two available four-cylinder engines.

Price: Not set

Not set Engine: 2.0-litre four-cylinder; 1.6-litre turbo four-cylinder

2.0-litre four-cylinder; 1.6-litre turbo four-cylinder Drive/transmisson: 2.0: Six-speed manual/six-speed automatic; 1.6 turbo: Six-speed manual/seven-speed DCT automatic

2.0: Six-speed manual/six-speed automatic; 1.6 turbo: Six-speed manual/seven-speed DCT automatic Fuel economy (litres/100 km): N/A

N/A Alternative hatchbacks: Chevrolet Cruze, Ford Focus, Honda Civic, Kia Forte5, Mazda3 Sport, Mitsubishi Lancer Sportback, Subaru Impreza, Toyota Corolla iM, VW Golf

Looks

The GT's profile has reverted from being very wedgy before to a more upright, cab-rearward stance, fronted by Hyundai's latest cascading grille design. Aluminum wheels are standard – 16-inchers on GL, 17s on GLS and 18s on the Sport.

Interior

Drivers get adequate six-way manual seat adjustment on the 2.0s and great eight-way power on the Sport. The dashboard flaunts its European-ness with a standard free-standing eight-inch screen and the power-lock button on the centre stack. Claimed cabin volume is up slightly, though rear knee room is less than in some rivals.

The dashboard flaunts the car’s European character.

Performance

The base 2.0-litre supplies a pleasing mix of "quick and quiet" while the Sport's 1.6 turbo trades some peace for a lot more pace. Expect the DCT transmission to optimize the test-track 0-100 time (in the low seven seconds), but in real-world use, the robotized clutch doesn't fully mask some turbo launch lag. We'd pick the stick in a heartbeat: the sweet clutch and slick lever all but guarantee shunt-free shifting, and normal pedal work is enough to keep the engine in the heart of the boost zone, which starts well below 2,000 rpm.

Technology

The headliner is Hyundai's new Blue Link embedded telematics – Hyundai's answer to GM's OnStar – at no charge for five years. Of course, only the top-trim Sport Ultimate has it. Same goes for high-end safety nannies such as adaptive cruise, automatic emergency braking and lane-keeping assist. But all trims do include blind-spot detection, rear cross-traffic alert and backup camera as well as CarPlay, Android Auto and SiriusXM.

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Cargo

The seat backs no longer fold wagon-style, so they lie less flat than before but still flush with the two-position deck floor in its upper position. Setting it lower generates claimed behind-the-seats cargo room of 705 litres, second only to the Honda Civic in its segment.

Verdict

8.0



The Elantra has come a long way, and can now be compared with segment benchmarks like the VW Golf and Honda Civic.

Transformed suspension and available turbo engine elevate the 5-door Hyundai to hot-hatch potential.



The writer was a guest of the auto maker. Content was not subject to approval.

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