Sonoma Raceway is north of San Francisco. With its limited runoff and blind crests as well as bumpy braking zones, it’s one of the most challenging places for sports cars. But that’s where Hyundai chose to give the automotive media our first extended crack at both the 2022 Elantra N. That shows a lot of confidence in the new Elantra N, which arrives with the Kona N to join the Veloster N in a growing performance lineup.
This is an excellent relationship to the VelosterN. If you measure the performance capability of the Veloster N in smiles-per-dollar, there isn’t anything that can compete with the small Hyundai at the moment. It takes many of these same components, adds a new platform, upgrades and produces a very delicious performance stew.
A throughline between all of Hyundai’s N cars (and even the Sonata N-Line could be thrown in that mix) is a big focus on fun. Their development process seems to be “that sounds fun, let’s go for it,” and the result is a playfulness that’s accompanied by serious performance. Albert Biermann, President of R&D for both Hyundai and Kia, admitted that “we spend more time on the N cars than anything else, not the Hyundais, Kia, or even Genesis.” It shows.
2022 Hyundai Elantra N
2022 Hyundai Elantra N
2022 Hyundai Elantra N
Go and grin
The Elantra N’s 2.0-liter turbo-4 sends its 276 hp and 289 lb-ft of torque to the front wheels through a choice of a 6-speed manual or 8-speed wet dual-clutch automatic transmission. Automatic models come with an “N grin shift” (NGS) button on the steering wheel that temporarily boosts the engine’s output to 286 hp and causes the transmission to shift at its quickest. After 20 seconds the engine’s output is increased to 286 hp and the transmission shifts at its fastest, it needs to cool down for 40 seconds before it can again be used.
Sonoma track places a great deal of strain on the engine. Two large hills after braking zones stall the car’s momentum, and if the powertrain isn’t up to snuff it can make climbing the hills arduous. The Elantra N doesn’t have gaudy horsepower numbers or an eye popping 0-60 mph time (5.0 seconds with the DCT), but ready torque from the turbo helped it charge up both hills with vigor. There’s a hint of turbo lag at lower rpm, but the transmission is very well sorted out and in its more aggressive settings will keep the engine churning in its power band (anything above 3,500 rpm). It will keep the engine revving until it reaches redline. This eliminates any mid-corner shifting and allows you to crank it up. Because the mapping was excellent, I had to use paddles only to check it out. It also picked up the perfect gear every single time.
The 6-speed manual costs you time in the 0-60 mph run and on the track as well, but it’s a solid setup for manual fans. While the throws seemed a little too long for track duty the gates were well defined, and the clutch pedal was consistent. Replacing the “NGS” button on the steering wheel in manual models is a “REV” button that turns rev-matching on and off. It works well for vigorous driving. You will love both the transmissions. With either one, Elantra N is light and agile.
2022 Hyundai Elantra N
Corner genius
Underpinning the Elantra N is Hyundai’s latest K3 platform with an additional cross beam behind the rear seat for added body stiffness. It rides on an electronic controlled suspension, that doesn’t have adaptive dampers but three different damping force settings. The most aggressive setting is used on track or in the autocross.
Despite being larger than the Veloster N with an extra 2.8 inches of wheelbase (107.1 inches) and 16.2 inches of overall length (184.1 inches), the Elantra N is still very light. The Elantra N’s curb weights are 3186 lb without the DCT and 3,296 Lb with it. This is just 80 lb less in the manual, or 49 lb greater with DCT than the VelosterN.
The stiff, light structure helps make the Elantra N an exceptionally balanced car despite its front-engine, front-wheel-drive layout. It felt very controlled, with a little body roll around the limit. Coming over the crests at Sonoma induced a touch of understeer as the car lightened and the suspension unloaded, but the Elantra N rebalanced itself quickly and held course as I unwound the steering wheel. During cornering, the electronic limited-slip differential transfers extra power to outside wheels. The electronic limited-slip diff helps reduce understeer, torque steer and the sensation that the nose of your car is pulled down to the curb as you apply the throttle again. A set of sticky Michelin Pro Pilot Sport 4S tires is standard.
The Elantra’s steering feels are another great feature. Hyundai moved the steering motor from up near the wheel to down on the steering rack itself, which provides quicker responses and more feedback. Also, the Elantra has a reduced steering ratio of 12.9:1 and 12.2:1 which reduces turn times from 2.5 to 2 in lock. There’s never a doubt as to what’s happening to the front wheels, which gives the driver more feel and control of the car. The Elantra N is a car that feels great and provides a fun ride.
2022 Hyundai Elantra N
How about off-track?
Elantra N can be safely driven on streets and is comfortable enough to drive daily. Choosing the softer suspension setting and keeping the powertrain in a Normal mode softens the car’s harder edges. It also has 10.3-inch screen clusters and centers consoles that match, along with sport bucket seats, aluminum pedals and wireless chargers.
N performance screens are also available on the 10.3 inch multimedia screen. These display key performance information clearly and concisely. Hyundai also provides a simple graphical menu to set up the two custom drive modes, that lets drivers choose from a trio of modes for the engine, steering, suspension, transmission, stability control, and exhaust sound (the e-LSD only has two settings). Those custom modes can be activated by the large blue “N” buttons on the steering wheel.
When it’s not on the track, the Elantra N’s styling seems ostentatious. All of the angles don’t do the nose any favors, though the spoiler does help to make the back look more cohesive. But if I’m being honest, the thing drives so damn well that it could look like a PT Cruiser on the outside and I’d still love it.
2022 Hyundai Elantra N & Kona N
Final piece
Price is still the biggest problem with Elantra N 2022. The price will likely be in the mid to high-$30,000 area, making it competitive against cars like the Subaru WRX or Volkswagen GTI. I had more fun behind the wheel of the Elantra N than pretty much anything else I’ve driven all year. The only compact car that really came close (and wasn’t an AMG or an M car) was the 2022 BMW M240i—but that car cost $56,000 and had no backseat.
Every aspect of the 2022 ElantraN works together to create a fantastic performance car. For an affordable, rocking good time, Hyundai’s N division currently stands alone.
Hyundai covered travel, lodging and track time Motor Authority This is a first-hand account.
