Hyundai Elantra Hybrid Test Drive: Correctly Answering a 20-Year-Old Question

Imagine my surprise when one of my predictions actually came true! My track record is consistently miserable, possibly beginning when I told an American Motors car salesman that I was sure the 1972 AMC Gremlin with the 5.0-liter V-8 was going to be a big hit, especially with the optional Levi’s package. It’s gone downhill from there.

I live in flyover country, in a small down-at-the-heels town where the official vehicle seems to be a 2006 Ford Explorer. Many of my auto-writer colleagues are based in New York or Los Angeles, and perhaps as such they were more easily convinced that America was ready for electric vehicles. Manufacturers agreed, and many dove into the electric market with gusto.

But Americans, voting on this sea change with their checkbooks, maintained a stubborn allegiance to the internal combustion engine. Yes, we all know electric power will dominate someday, but not today. There is certainly a pool of early adopters out there, most of them already driving Teslas, but they exist not nearly in the numbers that many analysts predicted.

That did not surprise me, and I was right. And it’s only part of that accurate prediction: The rest is that hybrids make a tremendous amount of sense, especially as a bridge to full-electric.

My respect for hybrids has grown as the cars improved. I was not that fond of the first-generation Toyota Prius (which, for Toyota, was actually the second-generation model), and the original Honda Insight seemed almost toylike when it arrived in late 1999. But when Toyota introduced the 2004 Prius, it was the answer to a question a lot of Americans were asking: Why can’t I have a nice car, at a decent price, that gets 50 mpg?

Hard to believe that was 20 years ago, and that we’re still asking that question. And as good as the new-for-2023 Prius is—it’s the first one I would actually consider buying—there are some other good choices out there.

Among them: the Hyundai Elantra Hybrid. I recently spent two weeks with one, covering more than 500 miles, and I averaged just over 52 mpg. It was driven modestly, mostly in the entirely-adequate “Eco” setting, but I usually clicked into “Sport” when merging onto expressways. The “Smart” setting is sort of in-between, and it’s useful.

Playing under the radar, the Elantra Hybrid, freshened for 2024 and mechanically and cosmetically unchanged for ’25, didn’t draw the praise the new Honda Civic Hybrid is receiving now, or the redesigned Prius did two years ago. But our viceless 2024 Elantra Hybrid Limited, loaded at a list price of $30,810, seems like a helluva bargain, especially with the knowledge that on top of a lower starting price, Hyundai dealers are more likely to discount than Honda and Toyota dealers are.

Specs: 2024 Hyundai Elantra Hybrid Limited

• Price: $29,450/$30,810 (base/as-tested)
• Powertrain: 1.6-liter inline four-cylinder with an electric hybrid motor; six-speed dual-clutch automatic transmission
• Output: 139 total horsepower; 195 total pound-feet of torque
• Layout: Front-engine, four-door, five-passenger, front-wheel-drive sedan
• Weight: 3069 pounds
• 0–60 mph: 8.6 seconds
• EPA-rated fuel economy: 49/52/50 mpg (city/hwy/combined)
• Competitors: Honda Civic Hybrid, Toyota Prius, Toyota Corolla Hybrid

Under the hood of our Amazon Gray, front-wheel-drive Elantra Hybrid Limited was a 1.6-liter Atkinson Cycle four-cylinder, with a modest 104 horsepower. In concert with the 32 kW electric motor and small lithium-ion battery, total horsepower is 139, meaning you won’t win a lot of drag races, though our 0-to-60 mph time of 8.6 seconds isn’t bad.

One advantage the Hyundai has over the Prius and Civic Hybrid, to my way of thinking at least, is the Hyundai’s six-speed, dual-clutch automatic transmission. The Honda and the Toyota use CVTs. The transmission shifts smoothly and works in the background to maximize mileage.

As far as equipment goes, the Limited (as opposed to the standard model, the Blue) has a long list of features that includes 17-inch, premium-looking alloy wheels shod with 225/45R17 tires (Hankooks on our test car); a power sunroof, a good sound system with eight Bose speakers, a navigation system, dual automatic temperature control, a power driver’s seat with memory and lumbar control, heated and ventilated front seats, radar-enabled adaptive cruise control and highway driving assist.

That said, there’s still plenty of plastic inside, but it’s thoughtfully designed and not really obtrusive. Upholstery is what Hyundai actually calls “H-Tex leather,” which is, of course, fake leather, but a good and likely durable approximation of it. The steering wheel and gear shift lever covering is traditional dead-animal leather; only the Elantra N uses real leather on the seating surfaces. The rear seat is surprisingly roomy and comfortable, and it folds down if the 14.2 cubic feet of trunk space isn’t enough.

There’s a 10.25-inch LCD screen in front of the driver with configurable electronic instrumentation, plus another 10.25-inch touchscreen slightly to the right that handles navigation and rearview-camera duties as well as the sound system, which includes Sirius/XM. It’s all very intuitive; you’re quickly able to operate everything without having to consult the owner’s manual.

On the road, as mentioned, the Elantra Hybrid is no speed demon, either in a straight line or around corners. Push it too hard into turns and it predictably understeers, as the front tires make ease-up-some noises. Speaking of noise, Hyundai could have spent a little more on sound deadening.

One area where nobody beats the Elantra is Hyundai’s warranties. Most new-car warranties are for three years/36,000 miles: Hyundai’s is for five years/60,000 miles. The powertrain is covered for 10 years/100,000 miles. Warranty on the hybrid battery is 10 years/100,000 miles. These warranties are “limited,” but so are everybody else’s. Hyundai also offers five years of roadside assistance, and three years/36,000 miles’ worth of “complimentary” maintenance, which includes oil and filter changes, and tire rotation.

The Hyundai Elantra Hybrid Limited’s long suit is, of course, fuel mileage; its EPA rating is 49 mpg city, 52 highway, and 50 overall, which is very close to what we got. If you are looking to save even more on gas, and quite a bit more on the price, the base Blue model, which is more than a hundred pounds lighter and has narrower tires, is EPA-rated 51/58/54 mpg and lists for about $2500 less than the Limited.

But the creature comforts that come with the Limited may be too appealing to pass up. In an answer to that question we were asking two decades ago: It’s a nice car, at a decent price, that gets 50 mpg.

2024 Hyundai Elantra Hybrid Limited

Highs: Excellent mileage, handsome styling inside and out, dual-clutch transmission, super warranty.

Lows: Too much road noise, corners cut on interior materials, unremarkable acceleration.

Takeaway: While some other mass-market manufacturers are trimming their car models in favor of SUVs, Hyundai is proving that there is still a market for an attractive, thrifty sedan.