2016 Hyundai Elantra GT Usados en Venta

We purchased the mid-level model. The features are great for the money. Comfort could be a little better; the front seats should be just a tad stiffer on the lower back. The side mirrors reflect back on the glass when the sun is just right, and it can be distracting. I've never seen this before, even on our last 2016 Elantra. The rear glass is virtually unobstructed. Don't even look at an Accent unless you do not intend to use your rear view interior mirror. The view is horrible. We went to buy the Accent, ended up with Elantra...bonus was the Elantra has a much better safety rating and is huge inside compared to Accent, but you don't notice that until you get inside the car. Noise level is lower on the mid-level Elantra compared to the base model. We didn't drive the luxury version; the extra few bells and whistles weren't worth the money. The mid level has aluminum rims with no hubcaps; that's nice. The view out the front is very good -- no hood view at all. Wind noise is there, but the radio more than makes up for it. It only has front disc brakes, which seems kind of cheap to me. It has three modes, regular, eco, and sporty. Difference between regular and eco I can't notice, but I'm an old guy. The sporty mode is actually pretty good. Plenty leg room in front with no wheel well to get in way, and the left foot rest is in the perfect place. The automatic headlights are very, very nice. Windshield wipers are "clean sweep" with zero streaks at all. The truck is a pretty good size, and the rear 60-40 split seats makes packing bulky stuff much easier. The ride is smooth; it's not a Cadillac smooth ride, but it isn't a cheap ride. The engine and transmission don't get noisy until you get in sporty mode, but it sounds ok.

The Elantra GT's front seats have been beefed up from regular Elantra duty with more aggressive side bolsters, a nice touch in an inexpensive compact. The available power driver's seat is exceptionally adjustable and supportive. The deeply hooded gauges feature Hyundai's standard-issue clear numerals and blue accents. Surprisingly, the Elantra GT's dashboard and control layout is less stylized than the Elantra sedan's. Compare the two side by side, and you'll find that the GT plays it safe with fewer complex curves and surfaces. Happily, most of the controls are no-nonsense and easily learned, while materials quality is satisfactory. The Elantra GT's shorter wheelbase takes a small bite out of back-seat space, but there's still room for full-size adults there if the adults in front play nice. Trunk space is 23 cu ft., while folding down the rear seatbacks opens up a healthy 51 cu ft. Under the hood, the 2.0-liter 4-cylinder delivers reasonably peppy performance in most situations. It feels strained at times, but it's a definite improvement over the old 1.8-liter unit that was discontinued after 2013. As for transmission, the precise 6-speed manual gives a more responsive feel, but at least the optional 6-speed automatic's downshifts are quicker than the norm these days. We do wish the 1.8-liter motor was still available, as we're sure there are folks who would rather have less power and an extra 3 mpg. On the road, the Elantra GT handles crisply atop its sport-tuned suspension. The standard driver-adjustable steering effort is a first for this class, and it illustrates one of the main technological advantages of electric power steering: customizability. We'd still pick a Ford Focus or a Mazda3 first for enthusiastic driving, but those models don't offer the Elantra GT's value. The Elantra sedan is already a nimble little car, and the shorter GT feels even more resourceful in tight spots. In part because of its relatively lightweight, the Elantra GT can get a little out of sorts on rough roads, but I am generally impressed with the smoothness of its ride.