► Likely Hyundai’s last combustion N
► Shares DNA with the Kona N
► On sale (for now) in North America and Korea
Fancy a look over the fence for a bit?
We recently had a (brief) bit of time in Hyundai’s Elantra N while visiting the States, testing it at Hyundai’s sprawling desert proving ground in California.
Of course, here in Europe, the Elantra N is like some sort of mythical being from a foreign land. We’ve had plenty of experience with Hyundai’s N division – most of it very good – but the Elantra is one that’s passed us by, given our lack of demand for saloons.
But, more than anything else right now, the Elantra N is starting to feel and look like something that belongs in a museum. Why? Because everything from N from now on is almost certainly going to be electric only.
This, then, may well be the end of an era…
At a glance
Pros: Quick, sharp to drive, sounds great, perfect driving position
Cons: Not available in Europe, isn’t really a cruiser
What’s new?
Nothing… in an odd sort of way. But that’s what makes this car appealing. The Elantra has been part of Hyundai’s product mix for what feels like decades, being sold in markets like North America and its home of South Korea, as well as being called the i30 Sedan in Australia. But it’s a model that we never got in Europe.
This current, radically-styled seventh generation ‘CN7’ model has been on sale since 2020 and uses Hyundai Motor Group’s K3 platform – the same architecture used by the Hyundai Kona and Kia Niro available in Europe as well as the Kia K4 saloon (confusing name, there…). The N version arrived a little later, adding even more raciness to the already dramatic design, with big wheels and an aggressive bodykit. That and a whole lotta power.
What are the specs?
A lot of this will sound familiar if you’ve kept an eye on cars like the i30 N and Kona N. For the US market, the Elantra N features a 2.0-litre turbocharged four-cylinder sending 276bhp to the front wheels, good for a five-ish second sprint time. Elantra N models come with a stickshift – er, sorry, a manual – as standard, or can be had with an eight-speed dual-clutch transmission.
It’s not just about power, though, as Hyundai’s N division has thrown plenty of toys at the hot Elantra N. There’s an electronic limited-slip differential, adaptive exhaust system (that can go quiet or turn full yob) and adaptive suspension. There’s tonnes of tech, too, including ‘N Grin Control’ drive modes (cringe at your leisure), launch control for the quickest starts and rev-matching for the manual version.
For the US market, an Elantra N will cost you from $34,350 (about £27,400 at the time of writing as a direct conversion), with your only options being which transmission you want and what colour it comes in.
What’s it like to drive?
In short: a hoot. But then, what did you expect from the same company that brought you the equally brilliant i30 N? It starts up with a boy racer growl from the exhaust to give you a few goosebumps from the get-go.
After mere minutes, I’m instantly reminded of the Euro-spec hot hatch we’ve spent so much time with. Like the hot i30, the Elantra N just gets so much of the driving experience right. The steering is weighted impressively well and feels immensely accurate, darting from corner to corner with precision and grip every time as the diff and standard Michelin Pilot Sport 4 tyres works their magic.
And it’s accompanied by an immensely flexible and goosebump-inducing engine that surges forward at almost all revs, barking a growly old-school tune like the greatest hot hatchbacks of yore. For all of the cringey tech that includes the word ‘grin’ somewhere in there, the Elantra N still engages plenty of those from behind the wheel.
What’s the interior like?
Would it be a surprise to say it’s a lot like the i30 N? No? Fair enough.
Not a complaint, though, as the Elantra N still shares so much goodness that the i30 did. The steering wheel is thickly rimmed and features some N-spec buttons for engaging the car’s various modes, while the overall ambience is one of balancing durability with a smidge of plushness.
Everything is also right-sized and usable enough in here. As screens get larger and buttons disappear, it’s a good feeling to sit inside the Elantra that has a perfectly reasonable pair of displays (with changing graphics for the drive modes) and physical controls for climate.
What impresses most are the N-spec seats; they’re thickly bolstered and supportive, keeping you in place when you’re hooning around sharp corners.
Before you buy
Reading this in Europe? Afraid there’s no way for you to get something like this from Hyundai, given the departure of the i30 N a year or two ago. Your closest option? The Honda Civic Type R, which offers similar space and even more performance – albeit for a chunk more money than something Hyundai would have offered. Either that or a GR Yaris, which is equally a hoot but a good amount smaller.
Reading this from the likes of North America, Australia, or Korea? I’d say get your order in now; the Elantra N likely isn’t long for this world.
Verdict: Hyundai Elantra N
Proof that Hyundai’s N division nailed the hot hatch formula in the days when combustion engines ruled the roost. We may not have ever had the chance to own an Elantra N in Europe, but those who still can around the world should count their blessings and get an order in, as extinction feels nigh.