2017 Hyundai Elantra

2017 Hyundai Elantra

Episode 3546
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When we last left the Hyundai Elantra, its styling may have impressed us; but when it came to road manners, we thought it was more of a step back in time for this fastly progressing brand. Well, Hyundai certainly hasn’t gotten to where they are today by ending with a cliff hanger. Well, now there’s a new gen Elantra for ’17. So let’s tune in, and find out what happens next. 

The Hyundai Elantra sedan has had its ups and downs since going on sale here in the early 90s. And despite our misgivings over the last generation, sales have skyrocketed of late to well over 200,000-units per year. Sounds like a lot, but that’s about 100,000 less than either the Honda Civic or Toyota Corolla. So needless to say, Hyundai is eager to boost their sales further with this 6th-generation 2017 4-door. 

Styling is perhaps not as daring as last gen, but it’s still a compact looker and fully in line with larger 4-door stablemates, Sonata and Genesis. Especially up front, where it now shares their larger grille and available signature DRLs. 

Same basic platform as before, but it’s had a complete onceover; with a stiffer structure, progressively more isolated suspension, and a modest increase in overall size.

It’s 1.0-inch wider; and just shy of an inch longer, though wheelbase remains the same. 17-inch alloy wheels come with Limited trim, base SEs are equipped with 15-inch “steelies”. 

Most appreciably, things are a lot quieter inside, thanks to thicker glass and additional sound deadening materials. 

Helping too is a new, standard 2.0-liter I4 that’s a bit more powerful than the previous gen’s 1.8-liter; at 147-horsepower and 132 lb-ft. of torque.

It’s smoother, quieter operation is readily apparent at cruising speeds. A 6-speed manual transmission is available, but only in base SE trim. A 6-speed automatic is fitted to our Limited tester. 

A 128-horsepower 1.4-liter I4-powered Eco model is also available for maximum efficiency, up to 40-highway; though truth be told, the 2.0-liter is not bad in that regard either. 

2.0 Government Fuel Economy Ratings are 28-City, 37-Highway, and 32-Combined. We averaged a very good 35.6 miles-per-gallon of Regular. Thus the Energy Impact Score is a good one at 10.3-barrels of oil used annually with C02 emissions of 4.7-tons.

Front seats are plenty wide and offer above average for its class comfort. Likewise in the rear, there’s adult-size room and adequate coziness. 

Trunk space is fine at 14.4 cubic-ft., but it’s cheaply finished and the deck lid feels very flimsy. However, we liked the hand-free opening smart trunk.

Limited trim delivers a display audio system with 7-inch touchscreen and Apple CarPlay and Android auto. Adding the Tech package ups it to 8-inches and adds navigation and Infinity premium audio, as well as heated seats.

Gauges are clean and simple with a 4-inch color TFT info display. The interior has definitely moved upscale in appearance, with the Ultimate package adding seat memory plus the latest in safety including blind spot detection, cross traffic alert, and even emergency braking.

Useful room is up too, so like Civic and Corolla, the Elantra is now classified as midsize by the government.

But middling is how we found full-throttle acceleration, taking 9.3-seconds to hit 60 miles-per-hour with lots of 4-cylinder wail. But, acceleration does remain steady; thanks to minimal lag between shifts. So the Elantra feels faster than the numbers; which were 17.3 in the ¼ at 83 miles-per-hour.

Things certainly have improved in the handling department. There is plenty of grip at a moderate pace; and a playful amount of understeer when pushed harder. The car reacts quickly to steering inputs; and a nicely responsive throttle enabled us to easily keep it right on the edge, inspiring confidence as speeds increased. 

Brakes were another pleasant surprise. Panic stops from 60 took a good 123–feet with minimal fade; along with a nicely firm, short travel pedal.  

So with all of the improvements, the Elantra’s value proposition is also stronger than ever, as base SE pricing is actually reduced by 90-bucks to $17,985. Limited trim starts at $23,185. 

Far more competent, more refined, and more consistent with Hyundai’s increasingly upscale ambitions; plus an outstanding warranty; all things that help make the 2017 Hyundai Elantra a vehicle worthy of your compact consideration. One that might finally be ready to give Corolla and Civic a real run for your money.


  • Engine: 2.0 liter I4
  • Horsepower: 147
  • Torque: 132 lb-ft.
  • 0-60 mph: 9.3 seconds
  • 1/4 mile: 17.3 seconds @ 83 mph
  • EPA: 28 mpg city / 37 mpg highway
  • Energy Impact: 10.3 barrels of oil/yr
  • CO2 Emissions: 4.7 tons/yr
  • Transmission: 6 spd auto
2024 Genesis G70

2024 Genesis G70

New Standard Engine For The G70 Means More Power And More Performance

Episode 4345
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

It was 5 years ago, at a time when sedan sales were rapidly declining, that Genesis decided to unveil an all-new four-door, the G70. And just to make things more difficult, it was designed to compete directly against the best European compact sport sedans, which it did impressively well. So yes, the G70 is still hanging around; and what’s more, it’s gotten even better!

The Genesis G70 sedan has been on the road for half a decade now, and looks to have some real staying power, having outlasted its platform-mate, the Kia Stinger. But this 2024 Genesis G70 is not just surviving, but thriving, with a new standard powertrain, upgraded performance and an enhanced interior.

The standard engine in the G70 is now a 2.5-liter turbo I4 with 300 horsepower and 311 lb-ft of torque. That’s a 48-horsepower increase over last year’s 2.0-liter turbo-four. Genesis has also included a Brembo brake package as standard equipment. The 3.3-liter twin-turbo V6 remains available and carries over unchanged at 365 horsepower; both engines powering the rear wheels as standard, with all-wheel-drive optional.

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The approach for the interior remains more of a sporty presentation instead of the outright luxury slant of larger Genesis sedans, and the main updates here include new touch-panel controls for climate and a frameless rear-view mirror. A reasonably priced Sport Prestige package adds leather seating, aluminum trim, a big sunroof and additional driver assistance features. Front seats are both sporty-feeling and comfortable, while things remain a little tight for adults in the rear seats.

No new sheet-metal for the outside, as that was freshened up for the ’22 model year; the design remains polished and smooth, void of garish details, but it does sport the new Genesis engraved emblem front and center above the grille.

Automatic shifts were very punchy, with a noticeable hit of power as each new gear was engaged.

We pointed that logo down our Mason Dixon Dragway test track to see what the new turbo-four engine is capable of. It felt plenty powerful off the line, even with a hint of turbo lag, and power delivery only became more aggressive from there. We hit 60 in 5.8 seconds, almost a half-second quicker than we saw with the 2.0-liter. That’s also with all-wheel-drive, which provided plenty of grip at takeoff, and good stability down the track, though spring track maintenance kept us from getting full quarter-mile times.

All G70s now work exclusively with a rev-matching eight-speed automatic with paddle shifters and intelligent drive modes; the six-speed manual transmission has gone away with the 2.0-liter. Automatic shifts were very punchy, with a noticeable hit of power as each new gear was engaged. Engine noise is pleasant but relatively muted, with just a hint of exhaust noise seeping into the cabin.

2024 Genesis G70 3

While the G70 can feel like a big sedan in everyday driving, here in our handling course, it felt tidy, nimble and quite comfortable working through the cones. We felt very connected to it, with great feedback through the chassis and steering wheel. Dynamic Torque Vectoring Control is in play to tighten up turn-ins and provide steadiness, and it worked great allowing us to be very aggressive without stability control systems stepping in, even when it began to show a little bit of understeer as we pushed the envelope.

As for everyday driving, Government Fuel Economy Ratings with the new four-cylinder and all-wheel-drive are 21-City, 29-Highway, and 24-Combined; we averaged a very good 27.8 mpg on Premium fuel. All for an average Energy Impact Score, using 12.4 barrels of oil annually with 6.2 tons of CO2 emissions.

The more powerful standard engine and interior upgrades add about two-grand to the G70’s new base price, which is now $42,750, $44,850 with all-wheel-drive; the twin-turbo V6 starts at $51,200.

These days, we’re just glad to see someone still making sporty 4-doors. So, when a brand puts the effort into making a good one even better, as Genesis has done with the 2024 G70, well that’s really a cause for celebration. The G70 may be a relative newcomer to the luxury sport sedan scene, but its comfort bang for the buck, along with its additional standard power and proven all-around performance, gives it the staying power it needs to succeed long term.


As Tested

  • Engine: 2.5-liter turbo I4
  • Transmission: 8-speed auto
  • Horsepower: 300
  • Torque: 311 lb-ft
  • EPA: 21 City | 29 Highway | 24 Combined
  • 0-60 mph: 5.8 seconds
  • 1/4 Mile: N/A
  • 60-0 Braking: N/A
  • MW Fuel Economy: 27.8 mpg (Premium)