2021 Hyundai Elantra

The redesigned 2021 Elantra's volume powertrain is the 2.0L Smartstream I4 rated at 147 hp, standard on SE/SEL/Limited.

Peak torque for the standard 2.0L Smartstream I4 on the volume SE/SEL trims.

Instrumented tests of the 2021 Elantra 2.0L cluster around 8.2 seconds to 60 mph.

The base 2.0L is adequate around town but strains and gets vocal under hard acceleration or highway passing; the turbocharged N Line is notably more responsive but is a low-volume trim, not the scored configuration.

The Smartstream IVT (CVT) is smooth in normal driving and free of the traditional CVT rubber-band feel at light throttle, but drones and holds high RPM under harder acceleration.

The Elantra is FWD-only across every 2021 trim (SE, SEL, Limited, N Line, Hybrid) — Hyundai has never offered AWD on this nameplate, reserving HTRAC AWD for its crossover lineup.

2021 is the launch year of the redesigned Elantra lineup offering three distinct powertrains: the base 2.0L NA four, a turbocharged 1.6L on N Line, and a new 1.6L hybrid — a broad spread including electrification for a mainstream compact sedan.

EPA combined rating for the volume 2.0L Smartstream powertrain; SEL/Limited's larger wheels drop it slightly to 35.

EPA city rating for the volume 2.0L powertrain.

EPA highway rating for the volume 2.0L powertrain.

Computed from the 12.4-gallon fuel tank and EPA combined rating for the 2.0L volume trim; fueleconomy.gov does not publish a range figure directly for this configuration.

EPA annual fuel cost estimate at 15,000 mi/yr for the volume 2.0L powertrain.

All 2021 Elantra powertrains, including the N Line turbo and hybrid, run on regular unleaded with no premium requirement.

NHTSA's full re-test of the all-new 7th-generation (CN7) Elantra for MY2021 awarded 5 stars overall.

All six crashworthiness tests (small overlap front driver/passenger, moderate overlap front, side, roof strength, head restraints) scored Good on the redesigned CN7 generation — as strong as the segment gets structurally. But the Top Safety Pick award is conditioned on headlights, and the volume SEL trim carries the Poor-rated halogen units, not the Good-rated LED projectors reserved for Limited, so the award does not apply to the trim being scored here.

The CN7 redesign made Hyundai SmartSense unusually broad on the base SE trim: Forward Collision-Avoidance Assist with pedestrian detection, Lane Keeping Assist, Lane Following Assist, High Beam Assist, Driver Attention Warning, Safe Exit Warning, Blind-Spot Collision-Avoidance Assist and Rear Cross-Traffic Collision-Avoidance Assist are all standard across every trim. Only adaptive cruise control (Smart Cruise Control with stop-and-go) is optional, which is the one gap keeping this short of a perfect score.

IIHS rated the standard front crash prevention system Superior for vehicle-to-vehicle and Advanced for daytime pedestrian detection; the optional system (paired with the SCC package) improves pedestrian detection to Superior. No nighttime pedestrian test result was published for this generation, which caps confidence slightly short of the top band.

Blind-Spot Collision-Avoidance Assist and Rear Cross-Traffic Collision-Avoidance Assist are standard on every trim including base SE, and both are active-intervention systems (Hyundai's BCA/RCCA can apply braking, not just alert), plus a standard Safe Exit Warning for rear passengers — broader and more capable than most mainstream compact-sedan rivals offer as standard.

Lane Keeping Assist and Lane Following Assist (lane-centering) are standard on every trim, not gated to an options package. Reviewers rated Hyundai/Kia's contemporary highway-assist centering behavior favorably for smoothness, though the base LFA implementation (without the optional SCC/HDA pairing) is more basic keep-in-lane assistance than the fully integrated system.

Smart Cruise Control with stop-and-go, combined with Highway Driving Assist for lane centering plus distance-keeping, is optional starting at SEL rather than standard on the volume trim, which caps the score below the top band. Where equipped, reviewers found the system among the more refined in the class.

Highway Driving Assist is a Level 2 system that explicitly requires hands on the wheel at all times — Hyundai's own documentation notes it will disable itself after repeated hands-off warnings. There is no hands-free highway driving option on the 2021 Elantra.

IIHS rated the halogen projector headlights fitted to SE, SEL and N-Line trims Poor for inadequate curve illumination; only the range-topping Limited trim's LED projector headlights rated Good. The volume trim being scored here carries the Poor-rated units.

Edmunds rated front-row outward visibility good on the redesigned CN7 cabin, but J.D. Power flagged an undersized blind-spot warning triangle in the mirrors and owners report thick A-pillars creating sizable blind quarters — typical of the segment's crash-structure trade-offs, partially offset by the standard active blind-spot system.

IIHS rated LATCH ease of use Acceptable (second-highest tier) — lower anchors are workable but set deep in the seat bight. Cars.com's car-seat check found plenty of rear-seat room for car seats and an easy top tether, but some effort needed to clip the outboard lower anchors, especially with rigid-connector infant seats.

Standard 5-passenger configuration across every 2021 Elantra trim (SE through Limited and N Line) — no 4-seat or bench-6 option offered.

The redesigned CN7-generation Elantra grew in every exterior dimension for 2021, and front headroom sits near the top of the compact-sedan band even before accounting for the sunroof deduction on higher trims.

Competitive front legroom for the segment, aided by the longer 107.1-in wheelbase of the redesigned generation, though it does not lead the class.

The Elantra's swept-back 'parametric jewel' roofline for this generation trims rear headroom to mid-pack for the compact-sedan segment.

Mid-pack rear legroom for a compact sedan — adequate for adults on shorter trips but not a segment standout.

Trunk volume is squarely mid-pack for the compact-sedan class — usable for weekly errands and a couple of suitcases but not class-leading.

The redesigned interior adds a reasonably sized console bin, door pockets, and a shelf-style tray ahead of the shifter on SEL and up, but nothing that stands out as a storage innovation versus rivals like the Corolla or Civic.

Reviewers generally found the front seats supportive for daily use, with cloth seating on SE/SEL adequate but not plush; rear seats are flatter and better suited to shorter stints given the segment's thinner cushioning.

Multiple outlets praised the all-new CN7 generation's ride/handling balance — composed and impressively controlled over broken pavement despite the torsion-beam rear axle used on non-N-Line trims, ahead of most mainstream compact-sedan rivals.

Wind and road noise are reasonably well controlled for a mainstream compact sedan, but Consumer Reports and others flagged the base 2.0L engine's noise under acceleration as an intrusion at higher RPM.

Heated front seats and a heated steering wheel are gated behind the SEL Convenience Package rather than standard, there is no rear climate control, and Hyundai does not offer ventilated seats on the Elantra at any trim this generation — sparse relative to segment leaders.

SE is the entry trim for the all-new 7th-generation 2021 Elantra; price is below the sedan band floor, a genuine strength versus Civic/Corolla base pricing.

SEL is the best-selling Elantra trim, adding dual-zone climate control, keyless entry with push-button start and larger wheels over SE; still well under the sedan band floor.

CarEdge estimates $6,338 in maintenance+repair over the first 10 years (front-loaded years are cheaper); RepairPal puts average annual repair cost at $452 with a 4.5/5.0 reliability rating, 8th of 36 compact cars — both point to a 5-year figure near the bottom of the segment band.

CarEdge's depreciation table for the 2021 Elantra shows a $24,229 new price retaining $15,711 (64.8%) after 5 years, and KBB named the 2021 Elantra its Best Compact Car in the 5-Year Cost to Own Awards for this reason — near the top of the sedan band.

Ties the class ceiling for bumper-to-bumper coverage in the compact sedan segment.

Hyundai's signature 10-year/100,000-mile powertrain coverage is class-leading, double what most rivals offer, though it does not transfer to subsequent owners.

Hyundai's Complimentary Maintenance covers normal scheduled service (oil changes, tire rotations, multi-point inspections) for 3 years/36,000 miles, on top of complimentary roadside assistance for the duration of the 5-year basic warranty — a multi-year included-maintenance package that beats most rivals' basic-roadside-only coverage, short of the very best perks bundles.

$21,905 volume-trim price minus its estimated resale value after 5 years (65% retained, or about $14,238) leaves about $7,667 in depreciation. Add the projected $2,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $10,467 in total.

Consumer Reports gave the all-new-for-2021 Elantra a predicted reliability rating of 4/5, but as a from-the-ground-up redesign it carries no owner-history track record yet, so the prediction leans on Hyundai's recent model lineage rather than this generation's own data.

Hyundai placed 4th overall among all brands in J.D. Power's 2021 U.S. Vehicle Dependability Study, improving 31 PP100 year-over-year, putting it solidly in the top tier alongside Genesis, Kia and the Japanese leaders.

The 2021 Elantra has accumulated six NHTSA recall campaigns for its model year, including one safety-significant seat belt pretensioner recall (risk of metal fragments on deployment) alongside a windshield-bonding recall and a rearview-camera display fault — more activity than a clean-record car but no systemic powertrain or fire defect.

The 2.0L Smartstream I4 paired with Hyundai's Smartstream IVT (CVT) is all-new to this generation with no long-mileage track record yet; early owner reports are mostly clean but industry-wide CVT skepticism and emerging catalytic-converter wear reports on Smartstream engines around 60k miles keep this from a clean bill.

Reviewers praised the soft-touch dash, stitched door panels and available leather on upper trims as upscale for the price, but repeatedly singled out the hard, brittle-feeling black plastic around the lower center console as a letdown for the class.

As a freshly launched, all-new generation the 2021 Elantra showed generally tight, consistent assembly in period reviews with no widespread rattle or misalignment complaints, typical of Hyundai's recent launch quality.

Hyundai's US dealer count is large and nationwide, but service-experience satisfaction has lagged: the brand slipped to 12th (from 11th) in J.D. Power's 2021 Customer Service Index, below the industry average.

The Elantra carries mainstream-compact parts pricing with broad aftermarket support and a well-below-average annual repair bill, reflecting both the brand's affordable parts positioning and its high production volume.

The volume SE/SEL/N Line trims carry an 8.0-inch touchscreen; the larger 10.25-inch unit is reserved for the Limited trim, so the screen scored here is at the small end of the compact-sedan band.

Hyundai's redesigned software on the CN7 generation was consistently praised as quick and logically laid out even on the smaller 8-inch screen, with real climate knobs and buttons retained alongside the touchscreen.

Wireless Apple CarPlay and Android Auto are standard on the 8-inch screen fitted to every volume trim (SE, SEL, N Line) — a rarity this generation, since the segment more often gates wireless projection to top trims. The one quirk is that the larger 10.25-inch Limited screen actually reverts to wired CarPlay, but that does not affect the volume trim scored here.

The 8-inch system on the volume trim has no built-in navigation (nav is Limited-only via the 10.25-in screen), and basic voice commands are functional but unremarkable — most owners default to phone-projected navigation via CarPlay/Android Auto instead.

Base audio is an adequate 6-speaker setup typical of the class; a 8-speaker Bose premium system is available as an upgrade on SEL packages and standard on Limited, but that is a modest step up rather than a standout system.

The base SE carries a traditional analog cluster; a 10.25-inch fully digital cluster is optional on SEL (via package) and standard on Limited — a partial rollout gated to upper trims rather than standard across the range.

Bluelink-equipped 2021 Elantras support over-the-air map and multimedia software updates, but this generation predates Hyundai's broader whole-vehicle OTA rollout — updates are scoped to infotainment/navigation rather than powertrain or ADAS software.

The Bluelink app (standard on SEL and up) supports remote start with climate preconditioning, seat heater activation, remote lock/unlock, and vehicle status/diagnostics — solid core functionality, complimentary for 3 years before requiring a paid subscription.

The volume trim offers two front USB-A ports and a 12V outlet with no rear-seat USB provision; wireless charging is bundled only into the SEL Convenience Package and standard on Limited — thin device-power provisioning for the class.

Proximity keyless entry and push-button start are standard from SE upward, and Bluelink adds smartphone-based remote start/lock — full phone-as-key digital key capability is reserved for the Limited trim only.

A standard rearview camera and standard radar-based blind-spot/rear cross-traffic collision-avoidance assist cover the basics, but rear parking distance sensors are an optional package and there is no surround-view or blind-spot camera monitor offered on this generation.

No head-up display is offered on any 2021 Elantra trim, including Limited — a feature gap versus rivals that offer at least an optional HUD in this segment.

Standard LATCH anchors and reasonably wide rear door openings make child-seat installation manageable, but the 38-in rear legroom and 14.2-cu-ft trunk are mid-pack for the class, leaving less margin once a stroller and gear join a car seat.

The redesigned CN7 Elantra pairs a 5-star NHTSA overall rating with an unusually broad standard ADAS suite on the base SE trim — forward collision-avoidance with pedestrian detection, lane keeping/following assist, blind-spot and rear cross-traffic collision-avoidance, and safe exit warning are all standard, so families are not paying extra for core safety tech.

Front-row comfort is competitive, but the absence of rear climate vents, mid-pack rear legroom, and a mid-pack trunk cap how well the Elantra handles a loaded multi-hour family trip compared with roomier compact-sedan or SUV alternatives.

Light, accurate steering, good outward visibility from the redesigned cabin, and a smooth-shifting IVT (Hyundai's continuously variable transmission) make the Elantra an easy, low-fatigue commuter in stop-and-go traffic.

31/41/35 mpg city/highway/combined on the volume 2.0L IVT powertrain, plus Hyundai's low-cost maintenance reputation and mainstream parts availability, make this among the cheaper compact sedans to commute in.

A compact footprint (184.1 in long) combined with a tight 34.8-ft turning circle makes the Elantra easy to park and thread through city streets; the standard rearview camera helps, though the lack of front sensors or a surround view is a minor knock.

As a front-wheel-drive compact sedan the Elantra carries no towing rating and only a 14.2-cu-ft trunk — it is not built for hauling or towing work duty in any meaningful sense.

Hyundai's mainstream reliability reputation suggests the Elantra should hold up to routine commuting duty, but it is a passenger-car platform with no fleet/work-truck heritage or hardened trim options, so it is unproven for hard-use jobsite duty.

A sedan trunk offers no tie-downs, no bed, no rack/upfit ecosystem, and no washable cargo surfaces — there is essentially no jobsite provisioning to evaluate.

Strong highway economy (41 mpg) gives good range between fuel stops, and the standard ADAS suite (lane centering, adaptive cruise on SEL-and-up) reduces highway fatigue, but firmer rear cushioning and mid-pack rear space limit multi-hour comfort for all occupants.

Front-wheel drive only with no AWD option, sedan-low ground clearance, and no roof rail or tow provisions leave the Elantra pavement-bound with essentially no light off-road or gear-hauling capability.

A 60/40-split folding rear seat is standard and extends the mid-pack trunk for longer items, but the fixed pass-through and modest 14.2-cu-ft trunk cap how much bulky gear the Elantra can swallow versus a hatchback or SUV.

Reviewers were consistently surprised by the redesigned CN7 Elantra's composure — a lower center of gravity and revised suspension tuning deliver engaging, predictable handling that outperforms most mainstream compact-sedan rivals, with only some mid-corner skittishness on rough pavement.

Steering weight is well judged and precise enough to place the car accurately, a step above the numb setups common in the class, though genuine road feedback is still limited on this mainstream (non-N) tune.

No major complaints surfaced about pedal feel or stopping distances in period reviews of the volume trim; disc/drum or disc/disc setup depending on trim is typical for the class with adequate but unremarkable performance.

The base 2.0L Smartstream engine paired with Hyundai's IVT (continuously variable transmission) shifts smoothly at cruising speed but exhibits the typical CVT drone and lazy response under harder acceleration that reviewers flagged as a weak point.

Cruising refinement is acceptable, but the naturally aspirated 2.0L becomes audibly coarse under acceleration as the IVT holds higher RPM, an intrusion multiple reviewers specifically called out.

A tight 34.8-ft turning diameter is at the favorable end of the compact-sedan band, making the Elantra notably easy to maneuver in parking lots and tight streets.

The redesigned cabin offers good sightlines and a logically arranged dash with real climate buttons alongside the touchscreen; manual seat height/tilt adjustment on lower trims is adequate but not as fine-grained as power seats on higher trims.

The chassis and steering are genuinely engaging for the class — enough that reviewers called it out as a highlight — but the base 2.0L/IVT powertrain is unremarkable and unexciting, capping overall driving enjoyment on the volume trim (the enthusiast-focused N Line/N variants are scored separately).

Every 2021 Elantra trim, including base SE, comes standard with the Hyundai SmartSense suite (forward collision-avoidance with pedestrian detection, lane keep assist, driver attention warning, high-beam assist) plus wireless Apple CarPlay/Android Auto and BlueLink connectivity — safety and infotainment content rivals often reserve for higher trims.

The all-new 7th-generation Elantra was singled out by the NACTOY jury for combining dynamic design, strong fuel economy and advanced tech for the money against the Civic and Corolla, and starts thousands under a comparably equipped Civic Touring.

Six trims span the gas lineup from value-oriented SE to loaded Limited, with a sporty N Line and separate Hybrid Blue/Hybrid Limited variants — a wide spread, though within the gas line itself the jump from SEL to Limited is fairly large.

127,360 US units in 2021, up about 21% over 2020's pandemic-depressed 105,475 on the strength of the full redesign — a solid mid-pack performance that lands 3rd in the compact segment behind the Civic and Corolla, not a segment leader but a clear riser.

Hyundai's image had climbed well past its budget-brand reputation by 2021 on the back of design and warranty confidence, but it still sits a notch below the aspirational pull of Honda/Toyota in this segment — a solidly positive, not beloved, brand perception.

As a freshly redesigned, in-demand model for its first year, the 2021 Elantra typically carried modest incentives/financing offers rather than the desperation pricing seen on aging models, but demand kept discounts thin compared to slower-moving rivals.

2021 is the launch year of the all-new 7th-generation (CN7) Elantra on a new platform with a complete redesign inside and out — as fresh as a model year gets.

The 2021 Elantra won the North American Car of the Year award outright, beating the Nissan Sentra and Genesis G80 finalists — only the third vehicle ever to win NACTOY twice — on top of broadly positive contemporary reviews.