2018 Hyundai Elantra vs Toyota Camry

What's the difference?

The Hyundai Elantra Active is a good buy if you’re after a small sedan that will do its duty diligently while being backed by a strong ownership plan. So, if you like it, and you can get a good deal, it might be a contender for you.

But it does fall short on some fundamentals, including the latest safety equipment and technology - and if you’re paying retail, you’ll be getting the short end of the stick. Bargain hard, or - better yet - maybe wait for the updated model.

A Camry that is fun to drive - and a hybrid, no less? You'd better believe it. The changes to this 2018 Camry have made it a genuine contender in its (admittedly shrinking) segment. Whether that translates to sales remains to be seen, but if you are considering a mid-size sedan, the addition of EV Mode to the Hybrid Ascent Sport must surely make it among the best of the Camry bunch. 

There's a big update coming soon for the Elantra, so the 2018 version is the last that will wear this rather conservative design language. It's not offensive, but nor is it overly attractive - especially in this entry-level spec.

You've got to like the fact Hyundai fits 16-inch alloy wheels to even its base model car, and you get a full-size spare wheel, too. And the LED daytime running lights add a bit of modern bling, but they're backed by halogen lamps, which aren't modern or blingy.

The shape of the Elantra is sleek, and it looks a bit old-school in comparison to Hyundai's newer models… a bit like its bigger brother, the Sonata. Neither are as eye-catching as some of the brand's SUVs (the Santa Fe and Kona, namely) and the Elantra's small hatchback sibling, the i30, is more European looking, and just better looking in general.

It's equal parts unassuming and unremarkable, and that could be exactly what you want. But for me, there are better looking small sedans out there, like the Renault Megane - which, even as a base grade, looks more expensive than it is.

It looks…. interesting. And this might be the first time that description has ever been used as a compliment. 

You’ll remember the old Camry, I’m sure. The one that mean people said looked like something that should be sold in Harvey Norman and used to keep drinks cold? Well, this one doesn’t.

For one, the grille has been reimagined. There’s still a family resemblance, but it’s now a two-tier design that pinches in the middle before stretching out to each corner of the front-end. The headlights are thin and sharply angled, sweeping back into the bodywork, and a network of raised contours now lines the bonnet. 

Side-on, new body skirting links the simple alloy wheels, while the rear view is all fancy tail-lights, integrated boot spoiler and dual exhaust tips mounted on the lower left. It’s a genuinely nice, genuinely premium-feeling exterior treatment from Toyota.

There are more changes inside, too, where a new, swirling, modern-feeling dash houses the key screen and controls, and where the cheaper hard plastics are mostly disguised by soft-touch materials to give an impression that's approaching premium.

The 'small car' category can be misleading, because some models - like this Elantra - have a lot more space than that tag suggests.

Seriously, the space on offer in the Elantra is better than some mid-sized models in the next class up - specifically, vehicles like the Mazda 6, which don't boast as much back seat room or boot capacity as you might expect them to.

If you have a family of four, you will find the Elantra to be fine and dandy in terms of space - even if you have tall teens. My 182cm frame slotted in behind my own driving position with ease: there's enough leg and shoulder room, and while three across may be a squeeze, parents will appreciate the fact there are window-seat ISOFIX attachments and three top-tether points. No rear air-vents is a bit of a downer.

There's access to storage elements like a mesh map pocket in the back seat, plus a flip-down armrest with cupholders and bottle holders in the back doors. The front has excellent storage, with a big cubby in front of the gear selector, bottle holders in the doors and big cupholders between the seats, plus a covered centre arm rest and decent glove box.

The boot, too, is generous. Hyundai claims 458 litres (VDA) for the cargo capacity, making it larger than a Mazda 3 sedan (408L) and Holden Astra sedan (445L). And you can lower the back seats in a 60/40 formation if you need extra load-through space, but there is a lip to contend with if you are carting long items. 

Annoyingly, the boot doesn't get a button to open it remotely - so, you need to have a hand free and the key with you to open it, or you can open it from inside. But no release on the boot lid is a spectacular bit of cheapness. And not cheap in a good way.

So, it's spacious and (mostly) thoughtful, but is it special? Er, not really. The Elantra Active feels like an entry-level car, but the materials are all of a high standard, the controls feel good in the hand, and the media display - a 7.0-inch touchscreen with Apple CarPlay and Android Auto smartphone mirroring, plus USB connectivity and Bluetooth. No sat nav, though - not on any Elantra, in fact. 

At 4905mm long and 1840mm wide, this new Camry is bigger than the car it replaces, and it sits on a 50mm longer wheelbase. And while that doesn’t sound like much, there is plenty of room in the cabin of this 2018 model.

The front seats aren't cramped, but the space is most noticeable in the back seat, where there’s plenty of legroom on offer behind all but the most NBA-ready of drivers.

Up front, there are two cupholders in the central storage area, along with the usual USB and power connections. Backseat riders get their own air vents, and they share another two cupholders hidden in a pull-down divider that separates the rear seat.

There's room in every door for bottles, and two ISOFIX attachment points - one in each window seat in the back. 

The hybrid batteries have been moved from the boot to a new position under the rear seat, where they no longer cut into storage space. The result is a 30-litre jump in boot space, to 524 litres with the rear seats in place.

The Ascent Sport Hybrid is a crisp $31,990, which would also buy you an entry-level Mazda6 or a Hyundai Sonata Active.

In the Toyota, that investment earns you 17-inch alloy wheels, LED headlights and DRLs, auto high-beam lights and keyless entry. Inside, expect cloth seats, standard navigation, dual-zone climate, a better steering wheel and gear shift than in the cheaper models, and a powered driver’s seat.

Your technology is handled by a 7.0-inch touchscreen that pairs with a six-speaker stereo. Apple CarPlay and Android Auto are not available, unfortunately, but you do get Bluetooth and the Toyota Link mirroring system, as well as a second, smaller screen in the driver's binnacle.

The Elantra Active and Elite models are powered by a 2.0-litre four-cylinder engine with 112kW (at 6200rpm) and 192Nm (at a high 4700rpm). This is one of Hyundai's older engines, featuring multi-point injection rather than direct injection, and power outputs that are pretty low for the class.

It's available with the choice of a six-speed manual or six-speed automatic, though hardly anyone goes for the manual. 

Our pick is the Elantra SR, which gets a much zestier high-tech 1.6-litre turbo four-cylinder with 150kW/265Nm, and it has a six-speed manual or seven-speed dual-clutch auto.

This is a new set-up for the Camry, with the engine, motor and battery combination a fresh design from Toyota. The 2.5-litre hybrid will produce 131kW at 5700rpm and 221Nm at 5200rpm (up by about 13kW/10Nm), and is paired with a CVT auto. The electric motor can add as much as 88KW, but maximum power from both the electric motor and petrol engine is never available together, and the engine's maximum output is listed at 160kW.

Fuel use is claimed at 7.1 litres per 100 kilometres for the manual version of the 2.0-litre, and 7.2L.100km for the auto. On test - which saw us primarily use the Elantra as a commuter from the Blue Mountains to Sydney, including some dense traffic and stop-start driving, we saw 7.5L/100km. Not bad.

The Elantra has a 50L fuel tank capacity, and if you wish, you can run it on 91RON unleaded fuel or E10.

Toyota claims an impressive 4.2L/100km on the combined cycle, with emissions pegged at 96g/km of CO2. The Camry’s 60-litre tank demands 95RON fuel.

If you want the zestiest Elantra experience, you really ought to look at the SR model - it has a perkier turbo engine, smarter transmission and model-specific tune to its suspension and steering. It's a proper menace.

That's not to say the regular Elantra isn't good to drive, though. Its engine and transmission are perfectly adequate for this type of car at this price point, but some competitors are moving towards offering punchy turbo drivetrains across their small-car lines, such as the Ford Focus and Renault Megane.

Even so, the drivetrain gets the Elantra along with decent ease, and while it can shuffle through gears a bit more than necessary at times. If you do a lot of highway kays, you'll barely notice it - but in slower-going commuting, or hilly country roads, you may be annoyed by the overactive auto.

If those hilly country roads have twisty sections, you may be surprised how well the Elantra handles itself in corners. Hyundai tunes all of its cars to suit local conditions, and typically the company has a bit of a tendency towards making the body feel quite controlled, and therefore it can be stiff over potholes and so on.

But the pay-off is taut suspension that limits rolling in corners, and it does a good job on bumpy country roads, too. Our base spec Active came with Kumho Ecowing tyres on 16-inch alloys, and the grip was fine, but not exceptional.

The steering is great at higher speeds, and decent at low speeds, too. But you might notice it can be a little heavy at times, particularly when you slow down from highway speed and turn into a side street (as I do everyday on my commute).

Much has been made of Toyota’s mission to make this the sportiest-ever Camry (though to be fair, the bar was set low enough you’d need a limbo world champion to scoot under it), so let’s jump straight to it. Short answer? It is. 

A new global platform (along with a company-wide push for more exciting cars) has given this Japan-built Camry new-found dynamics - aided by what Toyota says is a 30 per cent increase in torsional rigidity across the range.

And yes, it's even good in the hybrid version. In fact, hit the new 'EV Mode' button, which will see you running exclusively on battery power, and the hybrid-powered Sport is positively zippy, sending plenty of torque to the tyres from the moment you touch the accelerator, and genuinely pouncing away from the kerb when you plant your foot. Travel too fast or too far and the petrol engine will kick in automatically, but it’s a cool new feature, and one we found ourselves using often.

Remember, the mission here is not to make the Camry actually sporty, just sporty... for a Camry. And so while the hybrid model never feels like a performance car, its impressively balanced suspension (supple enough over all but the worst surfaces, but equally feeling connected to the road beneath the tyres) and the sorted chassis combine to give a new-found confidence to the driver. 

It's quiet (and more so in EV Mode) and comfortable, too, and you won't need to squeeze your offspring into the backseat. And so while the world has turned to SUVs of all sizes, we found ourselves more than a little bit enamoured with the perks of this mid-size sedan.

The Hybrid Ascent Sport's safety story starts with seven airbags, a reversing camera and the usual suite of braking and traction aids. You'll also find auto emergency braking (AEB), lane-departure warning (with assist) and cruise control, but it does miss out on blind-spot monitoring and rear-cross traffic alert at this trim level. 

The Camry range was awarded the maximum five-star ANCAP safety rating when crash tested in 2017.

Hyundai offers a five-year/unlimited kilometre warranty for all of its models, which is becoming par for the course for a lot of brands. Hyundai was one of the first to adopt this, and it remains strong, but not as eye-catching as it once was.

The company does, however, go further than some competitors, offering a capped-price service plan that spans the life of the car. And it's an affordable ownership set-up, too.

Service intervals are every 12 months/15,000km for the non-turbocharged models (with an average cost per service of just $279), while turbo models need maintenance every 12 months/10,000km (cost: $277 on average).

And if you get your service done at one of Hyundai's authorised dealers, you can also get up to 10 years' roadside assist.

Toyota offers a three-year/100,000km warranty, and the Camry will require a trip to the service centre every 12 months or 15,000km. Once there, though, Toyota's capped-price servicing program will help keep the costs down, with maintenance limited to $195 per service for the first five years or 75,000km.