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    Quick Drive: 2014 Mercedes-Benz CLA45 AMG


    • ITS HOW MUCH!?

    My eyes almost dropped out of my head as I reading through the window sticker on the 2014 Mercedes-Benz CLA45 AMG. $63,815 as equipped?! ARE THEY SERIOUS?! I get the CLA45 AMG features one of the most one of the most powerful four-cylinders on sale and that AMG worked its magic all over the place. But almost $64,000?! This had better impress I thought as I got into the vehicle.

    Well the CLA45's exterior does. The shape is very much a downsized CLS-Class and that is very much a good thing. The long-flowing front end, high belt line, sculpting on the doors, and short rear make the CLA a standout in the entry-level luxury class. This gets amped up with AMG bits such as new side skirts, front bumper, mesh grille, and rear diffuser. The only part I didn't like was the optional nineteen-inch, sixteen-spoke wheels. I just felt it made the design look like its trying too hard. Stick with the standard wheels.

    The interior is another story. While Mercedes-Benz and AMG have tried their best to make CLA45 AMG feel very luxurious and premium, there are parts where some cheapness make an appearance. For example, certain trim pieces look and felt cheap. Then there is the optional COMMAND infotainment screen which looks like Mercedes-Benz stuck one of those TomTom portable navigation units on top of the dash.

    As I said at the beginning, the CLA45 AMG has one the most powerful four-cylinders available today. That four-cylinder happens to be a turbocharged 2.0L inline-four with 355 horsepower and 332 pound-feet of torque. But when you get into it for the first time and hit the accelerator, there is this dead zone of power before the turbo spools up. Most likely this is an effort to improve fuel economy. Once the turbo does spool up, power comes in rapidly. This is accompanied by snorty engine note.

    But the achilles heel of the CLA45 AMG is the seven-speed dual-clutch gearbox. The transmission hesitates when you're leaving a stop and seems to be confused of when it needs to up or downshift. I found that putting the transmission in the manual mode and using the paddles made it more enjoyable. I think if Mercedes-Benz had a bit more time to work on this dual-clutch transmission, it would be so much better.

    On the handling front, the CLA45 AMG features revised suspension setup from AMG and a all-wheel drive system. Paired together, they make CLA45 AMG a joy to play around in. Body motions are kept in check, and the all-wheel drive system works its magic to keep power flowing and the vehicle on course. Steering has a nice heft to it and the feedback is plentiful. The only item I wish Mercedes would add is some sort of adjustable dampers. While I felt the firm ride was perfect on the curvy bits, it would be too much if I had to drive this daily.

    The CLA45 AMG has some things I do like, such as the powertrain and looks. But other parts like the transmission and certain choices on the interior make me wonder why. Throw in that as-tested price, and the CLA45 AMG just seems too crazy for its own good.

    Disclaimer: Mercedes-Benz Provided the CLA45 AMG for the MAMA Spring Rally

    Year: 2014

    Make: Mercedes-Benz

    Model: CLA

    Trim: CLA45 AMG

    Engine: 2.0L Inline-Four Turbocharged Engine

    Driveline: Seven-Speed Dual-Clutch Gearbox, All-Wheel Drive

    Horsepower @ RPM: 355 @ 5,500

    Torque @ RPM: 332 @ 1,250 to 4,000

    Fuel Economy: City/Highway/Combined - N/A

    Curb Weight: 3,494 lbs

    Location of Manufacture: N/A

    Base Price: $47,450

    As Tested Price: $63,815 (Includes $925.00 Destination Charge)

    Options:

    Black “Red Cut” Leather w/ AMG Performance Seats - $3,750

    Driver Assistance Package - $2,500

    Multimedia Package - $2,370

    Premium Package - $2,300

    Panorama Sunroof - $1,480

    PARKTRONIC with Advanced Parking Assist - $970

    19” 16-Spoke Alloy Wheel ~ Black - $850

    Mountain Gray Paint Color - $720

    AMG Performance Steering Wheel - $500

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.

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    MB like BMW seems to have gone over the top in building over priced cheap auto's that only Badge snobs would pay for. They have Whored out their product line and need to clean house.

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    The only MB I have driven was a late '90s E430, and it too had distinct lags when hitting the gas AND in the brakes engaging. I see mercedes is still battling with the same engineering problems.

    $64K and the infotainment is optional?? HUGELY overpriced, esp when you consider the base car starts at $29K. MB hasn't come close to adding $35K worth of value to this. They're going to have to slap S-class incentives on this to move it beyond the initial impulse buyers.

    Edited by balthazar
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    I think $64k is insane for this car, if you took out the performance seats for $3,800 (which seems like a Porsche type option and price) and if they either made the premium package or multimedia package standard, then it gets down to $57k loaded, which I could see as reasonable.  I mean there are Nissan Maximas and Chevy Impalas priced over $40k, and a Chevy Tahoe can cost $70k loaded, so cars all over the place are over priced. 

     

    My car has a bit of a dead zone in the pedal also, I think Mercedes just does that with a lot of cars, but it is good that they do or else my neck would be snapping back every time I hit the gas.  The other thing is Mercedes when in comfort setting on the transmission start in 2nd gear so they feel even more slow off the line, but I think it is done for comfort and the buyers over age 60.  On the CLA45 AMG they should include AirMatic, that would help with the suspension problem, that is an easy fix they have in house, so we'll see if they bother to do it.

     

    Personally I'd much rather have the coming C400 with the 339 hp turbo V6, and you can get Airmatic on that and an AMG appearance package and it would probably be closer to $50k.

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    I would take a good American auto with a V8 over any of the German turbo 4 bangers or 6 any day. I can expect a low cost maintenance and long life compared to the over priced imagined value of BMW or MB.

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    There aren't many American V8s left anymore.  Lincoln doesn't have any, Cadillac only has the CTS-V which is much bigger and wouldn't surprise me if the new one pushes $90,000.  So you have the 300C/Charger and Chevy SS which are all big cars and not really luxury cars either.  Hard to compare a Mustang or Camaro to a CLA45 AMG, since it is coupe vs sedan, non-luxury vs luxury, etc.

     

    I have a German V8 though and it is fabulous.  I wouldn't want a turbo 4 from any country.

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    dfelt didn't say "brand new".

     

    CLA isn't a luxury car, it's a FWD appliance with abundant cheapness, according to too many reviews. It's rock bottom pricing also precludes it from being classified as 'luxury' (insanity that the AMG version's tag is, aside).

     

    300C is much more appealing overall, IMO, primarily because it's not mistaken for a hyundai. 

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    dfelt didn't say "brand new".

     

    CLA isn't a luxury car, it's a FWD appliance with abundant cheapness, according to too many reviews. It's rock bottom pricing also precludes it from being classified as 'luxury' (insanity that the AMG version's tag is, aside).

     

    300C is much more appealing overall, IMO, primarily because it's not mistaken for a hyundai. 

    Your are right Balthazar, I did not say "Brand New", Still having my 2004 SRX with V6 and having spruced it up, it is going to my parents who need a solid roomy car for getting around in their old age.

     

    I have actually been look around for an AWD V8 SRX from the first generation as I love their boxy style, room inside and ease of working on them. Very Solid Reliable Luxury auto! :D

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    Hard to compare a 300C to a CLA, they are way different in size. That is like comparing an Impress WRX STi to a Chevy SS or Dodge Charger I doubt those are getting shopped too much.

    If we are talking used cars at $60k one could get a 3 year old M5 or E63.

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    Hard to compare a 300C to a CLA, they are way different in size. That is like comparing an Impress WRX STi to a Chevy SS or Dodge Charger I doubt those are getting shopped too much.

    If we are talking used cars at $60k one could get a 3 year old M5 or E63.

    Would rather own a CTS V as the cost of maintenance, repairs, etc would still be considerably less than either the over priced and over rated M5 or E63. The M3 is superior in many ways to the M5.

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    Most consumers BY FAR shop with budget as the prime criteria, not overall length.

    If we were in an era where cars ranged from 170" to 230", I could see it, but the 16" difference in these two (CLA & 300) is a non-issue.

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    So an Impress WRX and a Chevy Impala would be competitors? Or the ATS and Lacrosse are competitors? Obviously price is a big criteria, but size and driving characteristics of the car are nearly as important.

    The CLA AMG doesn't have a lot of direct competitors, but I do agree at $63k there are many better options new or used. If the CLA45 for $47k base included airmatic and the premium package standard it think it would he a good deal and if the loaded price was more like $55k I could see that. Personally I am not a CLA fan, I don't like the car much, but if an STi or Evo is $40 grand then I can sort of understand the CLA's price.

    Not sure also why everyone assumes Mercedes have such high repair costs when they are constantly near the top in 3rd party reliability studies. And look at resale value, a 200k mile Cadillac or Chrysler or Lincoln is worthless, I have seen 10 year old, 200k mile Mercedes selling for $12,000 or more.

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    The main problem is asking $64K for a FWD-based econocar that starts at $29K! Even at $55K, that's still trying to convince buyers it actually has $25K of additions over the base car- not remotely worth it. It should be $40-45K, right in the STI/Evo range since it's on the same level.

    ATS & LaCrosse could be compared, of course, if the prices are comparable (I have not checked). The OEMs don't look at it that way, but you have to face the reality of how these cars are used- the exact same way; slogging thru traffic to the office & the mall.

    The theory that people just absolutely cannot look at two cars that are 16" or so apart in OL would be enormous trouble for those marketers that continually spin the concept that buyers "trade up" thru a brand's lineup. If that were true, perhaps the best plan of attack IS to make a 2, 3, 4, 5, 6, and 7-series all within 5 inches of each other.... because going by your position, no one who owned an e-class would EVER consider an s-class. ;) 

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    The main problem is asking $64K for a FWD-based econocar that starts at $29K! Even at $55K, that's still trying to convince buyers it actually has $25K of additions over the base car- not remotely worth it. It should be $40-45K, right in the STI/Evo range since it's on the same level.

    So what about the Cadillac ELR?  That is a $76k FWD econo car.  The CLA is definitely a cut above the STi and Evo, those cars have no luxury features really and basic interiors.  The CLA starts more than $10k above an Impreza, I can easily see a CLA AMG costing $50k, but at $60k I think Mercedes themselves have better options.

     

    The CLA45 does get 23/31 mpg, that is pretty good for a 355 hp car, so I do have to give it credit there.  I have also seen car magazines with the 0-60 time clocked at 4.2 to 4.5 seconds, that is pretty fast.  There aren't many 4 doors pulling 0-60 in the low 4's, so when you think of it that way, it isn't such a rip off.  Still not a car I'd buy though, but there will be a market for it.

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    ELR is a stunner in & out, but I sure would have liked to see a Tesla-esque performance out of it to justify the price better. It's world's nicer in & out than the CLA, tho, from what I've seen & read. But the tag is too high there, too.

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    So an Impress WRX and a Chevy Impala would be competitors? Or the ATS and Lacrosse are competitors? Obviously price is a big criteria, but size and driving characteristics of the car are nearly as important.

    The CLA AMG doesn't have a lot of direct competitors, but I do agree at $63k there are many better options new or used. If the CLA45 for $47k base included airmatic and the premium package standard it think it would he a good deal and if the loaded price was more like $55k I could see that. Personally I am not a CLA fan, I don't like the car much, but if an STi or Evo is $40 grand then I can sort of understand the CLA's price.

    Not sure also why everyone assumes Mercedes have such high repair costs when they are constantly near the top in 3rd party reliability studies. And look at resale value, a 200k mile Cadillac or Chrysler or Lincoln is worthless, I have seen 10 year old, 200k mile Mercedes selling for $12,000 or more.

    You must live in a special market as Mercedes and BMW over 100K sell side by side with Chevy, Ford, Buicks. I have not seen them hold higher resell values like what you state.

     

    In regards to repairs, the average tune up on BMW and MB runs 1500 compared to 500 for a cadillac and others. The one thing I hear all the time from coworkers is how much they complain about the cost of maintenance and repairs. When you compare them to Cadillac or even Infiniti and Lexus, BMW and MB are at the top in regards to repairs and maintenance. I have to assume this is one reason they tend to cover all maintenance now for the first 50K miles but then so does cadillac and others.

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    ELR is a stunner in & out, but I sure would have liked to see a Tesla-esque performance out of it to justify the price better. It's world's nicer in & out than the CLA, tho, from what I've seen & read. But the tag is too high there, too.

    I have test drove the ELR along with the VOLT and they are Night and Day different beast and I agree with you the inside is so nice you cannot compare the two. The ELR beats the CLA's hands down as a superior car and superior interior.

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    Does the ELR go 0-60 in 4.2 seconds?  Superior depends on what you are looking for, if you want performance, the ELR is no good.  If you want a luxury car, then you aren't buying a CLA AMG when you can get an E-class for that money.

     

    I will say the Mercedes dealer charges a lot, but I think a lot of dealers do and the Mercedes dealer always gives you a free loaner car which is nice.  But my car has a 13,000 mile oil change interval, there is spark plug replacement every 100,000 miles and engine coolant every 150,000 miles, and air and fuel filters are the same as any other car, transmission fluid is every 40,000 miles.  Pretty standard stuff and you don't need to go to a dealer for that.

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    Does anyone do 0-60 in 4.3 seconds in regular driving? When that becomes relevant to sales I guess that will be the ELR's issue... but in the meantime I think its poor sales performance has more to do with the fact that it is a $79000 coupe.

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    Excuses, Excuses, Excuses!

     

    No matter how it is twisted there is no excuse for a $64,000 Cruze/Focus competitor.

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    The CLA45 is a Cruze/Focus competitor?  It is faster than a CTS V-sport.  Last I checked the Cruze couldn't do 0-60 in 4.2 seconds, and the CLA interior is a lot nicer than a Focus.  The CLA45 is probably the only car on the market that has over 350 hp, does 0-60 in under 4.5 seconds and gets over 30 mpg.  Off the top of my head I can't think of any other car that can claim that, especially not a sedan.  I think $64k is too much for one, but I think $70,000 for a Tahoe is too much, and $42,000 for a Nissan Maxima is too much; there are a lot of over priced cars out there.

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    The CLA45 is a Cruze/Focus competitor?  It is faster than a CTS V-sport.  Last I checked the Cruze couldn't do 0-60 in 4.2 seconds, and the CLA interior is a lot nicer than a Focus.  The CLA45 is probably the only car on the market that has over 350 hp, does 0-60 in under 4.5 seconds and gets over 30 mpg.  Off the top of my head I can't think of any other car that can claim that, especially not a sedan.  I think $64k is too much for one, but I think $70,000 for a Tahoe is too much, and $42,000 for a Nissan Maxima is too much; there are a lot of over priced cars out there.

     

    WHO THE F CARES!?!

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      The leather used for the seats feel quite supple and help fix the issue of uncomfortable seats in the SRX. Interior space has grown, thanks to a two-inch increase in the wheelbase. Rear legroom has grown 3.2 inches and it allows anyone sitting back there to stretch out. Headroom is still slightly tight thanks in part to our tester coming with the optional panoramic sunroof. But this can be alleviated by recalling the rear seat slightly. Cargo space in smack dab in the middle - 30 cubic feet with the rear seats up and 63 cubic feet when folded.
      Cadillac User Interface (CUE) has been one of our least favorite infotainment systems to use since it was introduced a few years ago. The litany of problems ranging from a touch sensitive buttons not responding to inputs to the system crashing have dragged Cadillac down. But the system has been getting a number of changes and updates over the past few years. For starters, Cadillac has removed most of the touch-sensitive buttons from the system. Being able to press an actual button to turn on the heated/ventilated seats or adjust the temperature is really nice. It is a shame Cadillac didn’t bring back an actual volume knob for CUE - the touch-sensitive strip is still there. But at least there are volume controls on the steering wheel that allow you to avoid it. The system itself has been overhauled with a faster processor and a slightly improved interface. The changes make a difference as the system is snappier and a little bit easier to understand. If you still find CUE a bit overwhelming, you’ll be happy to know that CUE now features Apple CarPlay and Android Auto integration.
      Cadillac bucks the trend in the midsize luxury crossover class by only offering one engine - a 3.6L V6 producing 310 horsepower and 271 pound-feet of torque (@ 5,000 rpm). This comes paired with an eight-speed automatic and the choice of front or all-wheel drive. The V6 is the weak link in the XT5. When leaving a stop, it takes a moment for the engine to realize the accelerator pedal has been pressed before it starts working. This is even worse when you’re trying to make a pass as it seems the engine was busy taking a nap before it was hastily woken up. Once the engine is awake, it takes its time to get up to speed. There is a positive to the V6 engine and that is the stop-start system. Unlike some previous systems that are slow to restart the engine or do so in a very rough fashion, Cadillac’s system is quick and smooth when you let off the brake. The eight-speed automatic seems reluctant to downshift at times. We’re guessing this transmission was calibrated for fuel economy. At least the eight-speed automatic delivers smooth shifts.
      Fuel economy figures for the 2017 Cadillac XT5 all-wheel drive stand at 18 City/26 Highway/21 Combined. Our average fuel economy for the week landed around 22.3 mpg in mostly city driving. 
      One characteristic we liked about the SRX was its comfortable ride. Yes, it flies in the face of Cadillac’s message of beating the German’s at their own handling game. But buyers loved the smoothness on offer. Sadly, the XT5 loses a bit of the smoothness. Despite our tester featuring an adaptive suspension system, the XT5 wasn’t able to fully iron out bumps. Some of this can be attributed to 20-inch wheels fitted to our tester. At least the XT5 keeps road and wind noise out of the interior. Like the SRX, the XT5 isn’t sporty. Body motions are kept in check, but the light weight and nonexistent feel from the steering puts a halt to that idea. 
      An item Cadillac has been touting on the XT5 is the Rear Camera Mirror. Available only on the top-line Platinum, the mirror can stream the view from the rear camera by flicking a switch. We found this to be really helpful when backing out of parking lots as it gave a view that isn’t hindered by the thick rear pillars. Hopefully, Cadillac spreads this feature down to other trims of the XT5. 
      In some respects, the 2017 Cadillac XT5 is a step forward. The model improves on certain parts of the SRX such as a more luxurious and spacious interior, improved CUE system, and sharper looks. But in other respects, Cadillac messed up with the XT5. The 3.6L V6 needs to be shown the door and a new engine that offers better low-end performance to take its place. The loss of the smooth ride that the SRX was known for hurts the XT5 as well. Finally, there is the price. Our XT5 Platinum tester came with an as-tested price of $69,985. It is a nice crossover. But if we’re dropping close $70,000 on a luxury crossover, we can think of a few models that would be ahead of the XT5.
      It should be noted that the Cadillac XT5 has taken the place of the SRX of being the brand’s best selling model. At the end of 2016, Cadillac moved 39,485 XT5s. But unlike the SRX which we could recommend without hesitation, the XT5 comes with a number of caveats that we cannot do the same.
      Disclaimer: Cadillac Provided the XT5, Insurance, and One Tank of Gas
      Year: 2017
      Make: Cadillac
      Model: SRX
      Trim: Platinum
      Engine: 3.6L V6 VVT DI
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,700
      Torque @ RPM: 271 @ 5,000
      Fuel Economy: City/Highway/Combined - 18/26/21
      Curb Weight: N/A
      Location of Manufacture: Spring Hill, TN
      Base Price: $62,500
      As Tested Price: $69,985 (Includes $995.00 Destination Charge)
      Options:
      Driver Assist Package - $2,340.00
      20-inch Wheels - $2,095.00
      Trailering Equipment - $575.00
      Black Ice Body Side Moldings - $355.00
      Compact Spare Tire - $350.00
      Black Ice License Plate Bar - $310.00
      Black Roof Rails - $295.00
      Black Splash Guards - $170.00
    • By dfelt
      G. David Felt - Staff Writer Alternative Energy - www.cheersandgears.com
      Smart Car Gas to end 2017, Pure EV only for 2018!

      USA Today has stated that Mercedes-Benz has notified their Smart Car sellers that 2017 is the end of the Gas powered auto. Smart Car will live on but only in Pure EV mode with a complete lineup. Mercedes is quoted as saying they have decided that the three-cylinder, 70 HP powered auto that averaged 40 mpg just did not make sense any more in today's age of cheap gas and net battery tech. Smart Car only sold 6,211 autos in the US last year, down 17% from 2015 and Car2go has notified SmartCar that they will no longer be using their car in their program instead moving over to the CLA Sedan and GLA crossover as their customers are asking for. This alone which accounted for the largest amount of Smart Car sales would indicate the days are numbered.
      As such, Mercedes-Benz will show off a new selection of EV Smart Cars some time this year and only have EV models for sale in 2018.
      USA Today Story
    • By William Maley
      I wasn’t too keen on the redesigned Hyundai Elantra I drove last year. In the review, I said it didn’t really do enough to compete with the likes of the Chevrolet Cruze and Honda Civic. But maybe the model could redeem itself with the introduction of the Elantra Sport. Hyundai made some key changes such as adding a turbo engine, revised rear suspension, and slight tweaks inside and out. 
      I was really excited to check it out and spend some quality time with it. But life had other plans. The day I was supposed to get the Elantra Sport, I took a tumble down a flight of stairs, causing a fracture in my right leg. Because of this, I really didn’t get to spent a lot of time in the Sport. This is going to be more of a first impressions piece than a review. Hopefully, in the near future, I get to spend some time in the Sport again, barring any injuries.
      Hyundai only made some small changes such as a blacked out grille, side skirts, rear diffuser, and 18-inch alloy wheels for the Sport. The end result is something that stands out from other Elantra’s, but not to the point where it looks like someone went on a shopping spree in the JC Whitney catalog. The only changes the Elantra Sport gets inside are new front seats with extra side bolstering, different gauge layout, and a flat-bottom steering wheel. Otherwise, it is your standard Elantra interior which isn’t a bad thing. The simple dash layout comes paired with the use higher quality materials. Back seat space has seen a nice improvement in terms of legroom, while headroom is still slightly tight for taller folks. Under the hood is a new turbocharged 1.6L four-cylinder with 201 horsepower and 195 pound-feet of torque. This can be paired with a six-speed manual or my tester’s seven-speed DCT. It should be noted this engine is also being used in the recently refreshed Kia Soul! (Exclaim), but it only comes with the DCT. First impressions of this powertrain were disappointing. It doesn’t feel eager to accelerate quickly as the DCT bogs down at lower speeds. Once above a certain speed, the powertrain becomes alive. Hyundai engineered the 1.6 to deliver torque evenly across the rpm band which gives the impression that you will not run out of steam anytime soon. The DCT delivers quick up and downshifts. You can remove most of the bogginess by putting the vehicle into the Sport mode which sharpens the throttle response and quickens gear changes. This makes the Elantra Sport raring to go when leaving from a stop or acerbating from a corner. Underneath the Elantra Sport’s skin, Hyundai has made some significant changes to the chassis. The big change is a new multi-link rear suspension setup that is said to improve the driving dynamics. There is also revised springs, dampers, and steering ratio. End result? This is Hyundai’s best effort in making a fun to drive vehicle. Body roll is minimized and the vehicle feels poised when going into a corner. Steering is still a mixed bag. Turn-in is quick and there is plenty of weight, but there is barely any feedback from the road. For a sporty model, it is a bit disappointing. Compared to the standard Elantra, the Sport does let a few bumps come inside. But it isn’t to a point where your back will be in pain. There’s a nice balance between handling and comfort. Pricing for the Elantra Sport starts at $21,650 for the manual and $22,750 for the DCT. The Elantra Sport seen here came with an as-tested price of $25,985 as it featured an optional premium package that adds a number of features such as an 8-inch touchscreen with navigation, sunroof, blind-spot monitoring with rear-cross traffic alert, and upgraded audio system. Where does the Elantra Sport fit in? It is like the Nissan Sentra SR Turbo/NISMO where it is sportier than the standard model, but not a full blown sport compact like the Volkswagen Golf GTI or Ford Focus ST. Think of it a warm compact and one that is quite surprising (for the brief time I drove it). Disclaimer: Hyundai Provided the Elantra Sport, Insurance, and One Tank of Gas
      Year: 2017
      Make: Hyundai
      Model: Elantra
      Trim: Sport
      Engine: 1.6 Turbo GDI DOHC 16-valve four-cylinder
      Driveline: Seven-speed DCT, Front-Wheel Drive
      Horsepower @ RPM: 201 @ 6000 
      Torque @ RPM: 195 @ 1500~4500
      Fuel Economy: City/Highway/Combined - 26/33/29
      Curb Weight: 3,131 lbs
      Location of Manufacture: Montgomery, Alabama
      Base Price: $22,750
      As Tested Price: $25,985 (Includes $835.00 Destination Charge)
      Options:
      Premium Package for Sport - $2,400.00

      View full article
    • By William Maley
      I wasn’t too keen on the redesigned Hyundai Elantra I drove last year. In the review, I said it didn’t really do enough to compete with the likes of the Chevrolet Cruze and Honda Civic. But maybe the model could redeem itself with the introduction of the Elantra Sport. Hyundai made some key changes such as adding a turbo engine, revised rear suspension, and slight tweaks inside and out. 
      I was really excited to check it out and spend some quality time with it. But life had other plans. The day I was supposed to get the Elantra Sport, I took a tumble down a flight of stairs, causing a fracture in my right leg. Because of this, I really didn’t get to spent a lot of time in the Sport. This is going to be more of a first impressions piece than a review. Hopefully, in the near future, I get to spend some time in the Sport again, barring any injuries.
      Hyundai only made some small changes such as a blacked out grille, side skirts, rear diffuser, and 18-inch alloy wheels for the Sport. The end result is something that stands out from other Elantra’s, but not to the point where it looks like someone went on a shopping spree in the JC Whitney catalog. The only changes the Elantra Sport gets inside are new front seats with extra side bolstering, different gauge layout, and a flat-bottom steering wheel. Otherwise, it is your standard Elantra interior which isn’t a bad thing. The simple dash layout comes paired with the use higher quality materials. Back seat space has seen a nice improvement in terms of legroom, while headroom is still slightly tight for taller folks. Under the hood is a new turbocharged 1.6L four-cylinder with 201 horsepower and 195 pound-feet of torque. This can be paired with a six-speed manual or my tester’s seven-speed DCT. It should be noted this engine is also being used in the recently refreshed Kia Soul! (Exclaim), but it only comes with the DCT. First impressions of this powertrain were disappointing. It doesn’t feel eager to accelerate quickly as the DCT bogs down at lower speeds. Once above a certain speed, the powertrain becomes alive. Hyundai engineered the 1.6 to deliver torque evenly across the rpm band which gives the impression that you will not run out of steam anytime soon. The DCT delivers quick up and downshifts. You can remove most of the bogginess by putting the vehicle into the Sport mode which sharpens the throttle response and quickens gear changes. This makes the Elantra Sport raring to go when leaving from a stop or acerbating from a corner. Underneath the Elantra Sport’s skin, Hyundai has made some significant changes to the chassis. The big change is a new multi-link rear suspension setup that is said to improve the driving dynamics. There is also revised springs, dampers, and steering ratio. End result? This is Hyundai’s best effort in making a fun to drive vehicle. Body roll is minimized and the vehicle feels poised when going into a corner. Steering is still a mixed bag. Turn-in is quick and there is plenty of weight, but there is barely any feedback from the road. For a sporty model, it is a bit disappointing. Compared to the standard Elantra, the Sport does let a few bumps come inside. But it isn’t to a point where your back will be in pain. There’s a nice balance between handling and comfort. Pricing for the Elantra Sport starts at $21,650 for the manual and $22,750 for the DCT. The Elantra Sport seen here came with an as-tested price of $25,985 as it featured an optional premium package that adds a number of features such as an 8-inch touchscreen with navigation, sunroof, blind-spot monitoring with rear-cross traffic alert, and upgraded audio system. Where does the Elantra Sport fit in? It is like the Nissan Sentra SR Turbo/NISMO where it is sportier than the standard model, but not a full blown sport compact like the Volkswagen Golf GTI or Ford Focus ST. Think of it a warm compact and one that is quite surprising (for the brief time I drove it). Disclaimer: Hyundai Provided the Elantra Sport, Insurance, and One Tank of Gas
      Year: 2017
      Make: Hyundai
      Model: Elantra
      Trim: Sport
      Engine: 1.6 Turbo GDI DOHC 16-valve four-cylinder
      Driveline: Seven-speed DCT, Front-Wheel Drive
      Horsepower @ RPM: 201 @ 6000 
      Torque @ RPM: 195 @ 1500~4500
      Fuel Economy: City/Highway/Combined - 26/33/29
      Curb Weight: 3,131 lbs
      Location of Manufacture: Montgomery, Alabama
      Base Price: $22,750
      As Tested Price: $25,985 (Includes $835.00 Destination Charge)
      Options:
      Premium Package for Sport - $2,400.00
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