The base engine is a 147-horsepower, 2.0-liter four-cylinder engine paired with a brand new continuously variable transmission (CVT). The CVT replaces last year’s six-speed automatic and Hyundai has done away with the formerly available six-speed manual gearbox. Making the CVT standard with SE trim is one reason why the car is $1,100 more than it was last year. All Elantra models are front-wheel drive.
Two specialty models are also available. The Elantra Eco has a turbocharged 1.4-liter four-cylinder engine good for 128 horsepower, but it delivers 24 extra lb-ft of torque compared to the standard engine (156 vs. 132), and it peaks between 1,400 rpm and 3,700 rpm. The Elantra Eco uses a seven-speed dual-clutch automatic transmission (DCT) and has a new-for-2020 automatic engine start/stop system. It gets 36 mpg in combined driving instead of 34 mpg for most Elantras with the standard powertrain.
You can also get the Elantra Sport trim. This sport-tuned version of the car has a 1.6-liter turbo four-cylinder making 201 horsepower and 195 lb-ft of torque, and also swaps out the standard beam-axle rear suspension for an independent design. Plenty of fun to drive, the Elantra Sport sadly loses its manual gearbox for 2020, putting its seven-speed DCT on the standard equipment list.
Getting back to our Elantra Limited test car, with its 2.0-liter four-cylinder and new CVT, most people will be happy with this combination. Hyundai calls the CVT an “Intelligent Variable Transmission,” and it is an excellent example of the breed. Rarely will you notice that it isn’t a traditional automatic, thanks to simulated gear shifts as the Elantra accelerates.
Hyundai points out that the new CVT employs a chain belt rather than the common push belt, as well as a wide-ratio pulley system providing a broader range of operation for greater efficiency on the highway and improved low-end responsiveness in the city. Based on EPA fuel economy ratings, the new CVT improves gas mileage by 2 mpg in combined driving.
Unfortunately, our real-world experience with the 2020 Elantra did not validate the efficiency claims. This test car averaged 29.3 mpg on the testing loop, coming up well short of the 34 mpg we expected. Worse, a 2019 Elantra Limited with the old six-speed automatic delivered an average of 29.5 mpg on the same loop. Of course, your results may vary
As far as ride and handling are concerned, the downside to the 2020 Elantra is its simple torsion beam axle rear suspension design. Basically, if one rear wheel hits a bump or hole on the road surface, the other side of the axle must also work to absorb the impact. This detracts from both the ride and the handling.
Some cars with beam-axle suspension designs mask this trait with a degree of success, such as the Mazda3. Others, like the Elantra, do not, and it gives the car an unsettled feeling. Based on driving experience in the Elantra Sport, that model’s independent rear suspension provides a superior ride even though that car is tuned firmly.
In general, the Elantra Sport is also more enjoyable to drive. A standard Elantra is agreeable enough, but uninspiring. Ultimately, this car is an appliance for commuting, bought for reasons other than the joy possible in the journey rather than simply the destination.