Despite the name, though, this new Hyundai is not that much of a GT, or Grand Tourer, in performance.
In fact, the Elantra GT has the same 148-horsepower, naturally aspirated, four-cylinder engine that’s in the 2013 Elantra sedan.
This powerplant helps account for the Elantra GT’s notable federal government fuel economy rating of 27 mpg in city driving and 37 mpg on the highway for an automatic transmission model. These numbers are near the top mileage ratings among gasoline-only-powered, five-door hatchbacks, but are below earlier figures after Hyundai was caught overestimating its fuel mileage.
The new Elantra GT, like all Hyundais, comes with a 10-year/100,000-mile powertrain warranty and a limited, bumper-to-bumper warranty for 5 years/60,000 miles.
Hatchbacks typically are priced higher than their sedan siblings, and the Elantra GT five-door is no exception.
The starting price, including destination charge, for a GT is $19,170 with six-speed manual transmission and $20,170 with six-speed automatic.
This compares with $17,590 for a base, 2013 Elantra sedan with manual transmission and the $18,590 starting retail price for a base, 2013 Elantra sedan with automatic.
Arguably, all hatchbacks have a flowing side profile. But the Elantra GT’s sweeping lines emanate from the same Hyundai Fluidic Sculpture design that made the Sonata a U.S. sales winner.
Driving the Elantra GT test car was pleasant, with the car unusually quiet at startup and while resting at stop lights, even though the engine stayed on the whole time.
The driver didn’t even feel vibration coming through the gear shift lever at idle, and noise from surrounding cars was muted.
Power delivery was steady and acceptable, as the automatic transmission moved from gear to gear with a smoothness expected in higher-priced cars.
But pedal-to-the-metal acceleration in the Elantra GT carrying four adults brought some strenuous, buzzy sounds from the 1.8-liter, double overhead cam four cylinder.
Torque peaks at 131 foot-pounds at a high 4,700 rpm, so there’s not real strong power in many situations.
Underneath the rigid body, the Elantra GT uses the same front-wheel drive platform of the Elantra sedan, but the steering and rear suspension are different.
In the test car, body motions were minimized, the car made lane changes without fuss and handled an emergency maneuver with poise and confidence.
The GT’s compact size – it’s 14 feet from bumper to bumper, which is 9 inches shorter than the Elantra sedan – makes it easy to park and nudge into congested streets.
Although the Elantra GT is compact, it doesn’t feel lightweight.
With rear seats folded down, cargo space in the Elantra GT expands to a generous 51 cubic feet.
Texture and appearance of the soft-touch plastic inside the car looked upscale, and optional leather upholstery was supple enough it wouldn’t be confused with vinyl.
The two-part, optional panoramic sunroof is a first in the segment, Hyundai officials said, and it really lightens the interior.
Not optional is a soft-touch cover over the center storage area that doubles as an armrest. It slides forward and back to accommodate both short-stature and tall drivers.
The extra large display screen in the middle of the dashboard afforded better-than-usual views from the rearview camera.
The outside lens of this camera, by the way, is kept clean from water, snow and dirt because it only comes out from beneath the Hyundai badge on the rear liftgate when the car is shifted into reverse.
In the tester, there was a brief closing/snapping sound at the back of the car as the lens retreated inside and the badge came back down.