The new Nu engine features multi-port injection and fuel-saving technologies including electronically-controlled thermostat, high energy ignition coils, and piston cooling jets. Estimated power ratings are 147 hp and 132 lb-ft of torque, pending final fuel economy certification. Marshall said Hyundai expects the combined rating will be in the low sevens (L/100km), and during our nearly 200 km test drive I saw about 8.3 L/100km in city driving and 7.4 L/100km on the highway, so the estimate seems reasonable. For comparison, the 2016 Elantra GL with the 1.8L engine is rated at 8.8 / 6.4/ 7.7 L/100km (city/hwy/combined).

Official acceleration numbers weren’t available at press time, but using Autos.ca’s carefully calibrated test instruments (a smartphone stopwatch and the car’s own speedometer) we clocked a 0-100 km/h run of just under 10 seconds with two persons on board and a poor-to-middling launch. I’d guess an official rating would land the Elantra in the 9.0 to 9.5 second range (comparable to the outgoing model), but it feels quicker than that around town. The take-home message is that it’s plenty powerful enough to keep up with traffic, although the Atkinson cycle engine does get a little busy sounding when pushed hard.

All models with the automatic transmission get a driving mode button that tailors not just the steering weight (as in previous Elantras) but also the throttle mapping and transmission shift points for Eco, Normal or Sport driving. The modes are well-differentiated: Eco makes the car feel a little sluggish off the line, while Sport mode livens up the throttle response, holds gears longer (so you get decent engine braking) and gives some real heft to the steering. Steering feel is muted, but it’s adequate in Sport mode.

In addition to the front subframe isolation and rear suspension changes, the 2017 Elantra gets a new electric steering system and new sound deadening measures including rear wheel well liners and thicker front glass. Marshall asked us to pay particular attention to the ride quality and sound levels during our drive, so naturally I sought out every speed bump, frost heave and pothole I could find. The Elantra soaked it all up with the calm of a well-trained butler, and with no hammering at all. On smooth tarmac the interior was admirably hushed, with subdued tire hiss the only notable sound at moderate cruising speeds.

Around corners the Elantra exhibits minimal body lean and maintains its composure even when tossed rapidly from one corner straight into the next. The 225/45R17 Nexen N’Priz AH8 all-season tires fitted to the Limited trim test car weren’t the stickiest I’ve ever tried, but the chassis made good use of the available grip and proved to be reasonably well balanced. Push things hard and you’ll eventually get understeer (it’s front wheel drive, after all) but the understeer comes on slowly and progressively. Under hard braking I got the ABS working overtime, but the car stopped confidently despite the damp conditions.

Overall the new Elantra definitely has what it takes to continue its battle with Toyota’s Corolla and Honda’s Civic for not-so-compact sedan supremacy – it’s well thought-out, generously proportioned, and offers an impressive array of available equipment. The 2017 Elantra entered production in January 2016 in both Montgomery, Alabama and Ulsan, South Korea, and should be arriving at Canadian dealerships in mid-February.

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