The wheels start to hop and chirp as you roll onto the gas, so you have to be extra careful to get the car rebalanced before adding speed back on.
It happens if you’re trying to punch it in a straight line, but it becomes most apparent trying to apply power on corner exits. If you really get into the accelerator pedal (especially in 2nd gear), there’s a good amount of torque steer, which you immediately feel through the steering wheel. Problems arise once you get on the power. The summer tires also provide a lot of grip they do feel in some ways overqualified versus the rest of the car, but I’m not complaining. I like a bit of body roll in a car like this - the feedback helps you feel for the car’s limit and keep it under control. The suspension updates do a good job of keeping the Elantra GT N-Line sorted in the bends there’s a bit of body roll, but it feels controlled. How can you tell? The Veloster comes with a few key features missing from the Elantra GT N-Line that would make a big difference, starting with a torque-vectoring control system. But I found the drivetrain in the Elantra GT N-Line to fit that car better since it’s less of a performance-focused vehicle. There are some differences between the engines, however: The one in the Veloster has a higher compression ratio and different electronic control unit tuning that dials it up even more.
If this sounds familiar, it’s because the redesigned Hyundai Veloster also features a turbocharged 1.6-liter four-cylinder that makes identical power numbers. With the manual, it’s easy to keep the engine in its sweet spot, which ends up being fairly low in the rev range: By about 3,000 rpm, the Elantra GT N-Line is humming along pretty well, and any small throttle input at that point translates quickly into forward motion. That way you get to row your own gears and get more grip in the bargain.Ī well-suited companion for the car, this engine makes it feel quick and light, but in a controllable way. Not only is it a pretty good manual, it’s also the only way to get the summer tires. For me, the manual transmission is the way to go. The Elantra GT N-Line has a 201-horsepower, turbocharged 1.6-liter four-cylinder engine mated to a standard six-speed manual or optional seven-speed dual-clutch automatic ($1,100).
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