2022 Hyundai Elantra N First Drive: 276-Horsepower Sedan Tops Performance Lineup

The all-new 2022 Hyundai Elantra N sedan is the latest addition to the automaker’s high-performance N family here in the United States. Released simultaneously with the new 2022 Kona N crossover, the pair join the returning Veloster N for a total of three hardcore performance-focused N models in its domestic lineup. (Hyundai also sells its i30 and i20 hatchbacks in full N spec for foreign markets.) 

The “N” moniker, not to be confused with Hyundai’s “N Line,” which denotes sporty but less intense models, harkens to two test tracks—Namyang in Korea and Germany’s famous Nurburgring. To make the distinction crystal clear to its American audience and give the new models a proper canvas to illustrate their abilities, Hyundai debuted the Elantra and Kona N variants at California’s Sonoma Raceway. In addition to the 2.5-mile road course and an autocross circuit, the facility is surrounded by miles of public roadways that wind their way through the Northern Califonia countryside.

Elantra N Powertrain Borrowed from The Veloster N

The new Elantra N builds on the Veloster N’s 2.0-liter inline-four with larger turbochargers that allow for a peak output of 276 horsepower and 289 pound-feet of torque when equipped with the six-speed manual transmission. While horsepower increases by just one, torque increases from 260 foot-pounds on the Veloster N to 289 foot-pounds on the Elantra N. Opting for the eight-speed DCT adds an N Grin Shift (NGN) function that increases boost for 20 seconds, bumping power up to 286 horses with a single button push; each use requires another 40 seconds to recharge, so use your boost wisely.

Hyundai also programmed the DCT with launch control and N Power Shift, which purposefully gives a slight bump in torque after snappy shifts to produce a sportier sensation. Both gearboxes employ Hyundai’s N Corner Carving Differential, while the stick shift also offers rev-matching. (Purists take note, the rev-matching function is fully defeatable.)

Unlike most of the current crop of economy cars, the Elantra N retains a mechanical parking brake lever—perhaps to inspire rally-like drifting or aid in making the donuts in snowy climes—in addition to upgraded rotors measuring 14.2 inches up front and 12.4 at the rear. To ensure braking action at the top of the pedal travel, the brake system immediately pressurizes the Elantra N’s brake fluid lines to increase responsiveness when the ECU detects throttle liftoff.

The Elantra N’s extensive list of customizable drive modes includes suspension damping, steering assist, throttle response, traction control, transmission shifts (for the DCT) and exhaust note—the latter ranging from reserved and temperate to a full snap-crackle-pop. The digital gauge cluster can display the requisite vehicle speed and engine rpm, but also crucial data, including engine and coolant temps, turbo boost pressure and instantaneous torque output. In addition, an accelerometer and lap timer reside in the center stack.

Interior & Exterior Styling Moves Forward

Those two screens measure 10.25 inches diagonally, though they feel larger because Hyundai designed them to almost overlap, stretching across the top of the Elantra N’s dash. The design continues a steadily rising level of refinement for the brand, with clean manual controls for climate and audio below. Formerly premium-only tech like Apple CarPlay, Android Auto, and even a wireless charging pad now filter down to the Elantra N, as well.

The interior employs upmarket appointments at most high-touch areas, from the dash to a pair of sporty, bolstered Alcantara bucket seats that sit 10mm lower and measure 15mm narrower than non-N-spec Elantra models. But other surfaces still show the use of budget materials like formed plastics and what looks like felt for the headliner—the steering wheel’s many buttons for drive modes and Hyundai’s Smartsense suite of driver’s aids feel less refined, as well.

The Elantra N’s taut exterior design hints at sporty performance potential beneath the skin, with a futuristic angularity that perfectly avoids the excessive aero swoops more common today. Red accents for the front splitter and side skirts—with the chicane shape of the N logo inlaid behind the front wheels—transition to a rear diffuser and small lifted wing in back. Those wheels measure 19 inches tall by eight inches wide and come shod with low-profile 245 series Michelin Pilot Sport 4S tires.

Less visible, a series of braces and stiffening efforts enhance the Elantra’s chassis stiffness. Specifically, the improvements include reinforced welding points at seven different locations, stronger strut tower mounts, dual compound bushings and even a bright-red rear brace behind the rear seats. (Note that rear bracing hampers using the folding rear seats as a passthrough for longer items.)

Elantra N Hot Laps and Hot Tires

The Elantra N certainly looks like a challenger to the front-wheel sport-compact market, but the idea of taking a bunch of journalists to Sonoma Raceway seems like a bold move. But the sedan’s many performance enhancements held up to repeated hot lapping on the 2.52-mile circuit, with plenty of power up steeper climbs and a predictable amount of understeer complemented by the low-end grunt to pull those front wheels out of corners.

Hyundai’s President and Head of Research and Development, Albert Biermann, explained the brand’s commitment to front-drive and even addressed torque steer. On the big track, what might be regarded as detriments to traditional performance became thoroughly enjoyable—present but predictable—and the larger turbocharger displayed very little turbo lag at higher speeds.

One strange detail stood out regarding the heel-toe technique on the manual Elantra N. Because the stick-shift car’s brake pedal is much narrower than the automatic’s, reaching the brake and accelerator pedal with one foot is almost impossible. Luckily, for novices and drivers with smaller feet, the rev-matching system works flawlessly.

2022 Elantra N Autocross Action

The autocross circuit exposed some of the Elantra N’s shortcomings. Where the steering provided predictable linear action on the track—thanks in part to Hyundai’s decision to relocate the power steering motor to directly below the rack and pinion—on the tight autocross, things were a little vague, the front end pushing the tires into breaking traction early into corners. Blame at least part of the sensation on brakes with more bite than the 245 Michelins have traction or the nose-heavy layout of the front-mounted turbo-four.

Several journalists also managed to log faster autocross times with the manual transmission by shifting 1-2 early and leaving the car in second gear for almost the entire circuit. This provided sharper power modulation and traction than the eight-speed automatic’s tighter ratios, which would downshift perfectly to keep the engine higher in the rev range but then produce more front tire squeal upon acceleration.

After a day of track lapping, a tight autocross and dozens of miles spent traversing the highways and byways of Sonoma County, the Elantra N proved itself a capable and versatile hot hatch. Adjusting the car’s many settings on the fly makes the drive all the more enjoyable, particularly loosening up the suspension settings and turning down the exhaust note for public roads. In addition, it’s fun to keep an eye on fluid temps and boost pressure (the manual without N Grin Shift overboost maxed out at 15 PSI), and it’ll give the gearheads something to talk about in the paddock.

Competitive Option In A Competitive Segment

The Elantra N will face a broader range of competition when it begins production later this year.  Existing pocket-rocket segment stalwarts like the Volkswagen Golf GTI and Jetta GLI have devoted followings, as do the Subaru WRX and Honda Civic Type R. The forthcoming Honda Civic Si will add to the competition as does the new Acura Integra, particularly if an eleventh-gen Type R is in the cards.

With the Elantra N’s powerful engine, striking design and driver-focused interior, not to mention Hyundai’s class-leading warranty, prospective buyers who take a test drive will be hard-pressed to find more fun per dollar anywhere else in the sport sedan landscape.

Hyundai declined to reveal pricing, though a rep on site did hint at an MSRP around $34,000 for the Elantra N, while the Kona N will come in slightly lower because it’s not built on the new K3 chassis and features slightly less tech. Thanks to Hyundai’s one-stop-shop philosophy (aside from the DCT adding a sunroof), buyers shopping for an Elantra N face only two decisions: color and transmission.