2023 Hyundai Elantra N Channels Your Inner Teenager

As much as we love manual transmissions, we also enjoy making fun-to-drive vehicles as accessible to as many people as possible. We’ve already driven—and adored—the Hyundai Elantra N with a six-speed manual, and you’ll be pleased to know that replacing the stick with an eight-speed dual-clutch automatic does nothing to mess with the car’s metric truckload of daily-driven-sports-sedan excellence.

Manuals are always at a disadvantage against faster cog-swappers when it comes to acceleration. At 4.8 seconds to 60 mph, the dual-clutch Elantra N bested its stick sibling by 0.3 second—Hyundai’s swinging for the fences, too, because it’s also one-tenth quicker to 60 than the new Honda Civic Type R. It also held its own against the Honda in the quarter-mile hustle, besting the Type R by one-tenth (13.4 seconds vs. 13.5) and tying its 106-mph trap speed. Not bad for a turbocharged 2.0-liter inline-four making 286 horsepower and 289 pound-feet of torque.

Fuel economy also benefits when the gears don’t stop at six. At 37 mpg on our 75-mph highway loop, the automatic-equipped Elantra N trounced the manual Elantra’s 32-mpg result. Then again, the Elantra is thrifty no matter what; the six-speed variant beat out other manual-equipped performers such as the Civic Type R (30 mpg) and the Subaru WRX (28 mpg), although the Subie is handicapped by its standard all-wheel drive. The only competitor the automatic can’t top is the cheaper, less powerful Honda Civic Si, which managed 38 mpg in our hands.

HIGHS: Have-it-your-way configurability, impressive fuel economy, silly fun at any speed.

The Elantra N’s dual-clutch confers a weight penalty of 114 pounds, with our automatic test car weighing 3313 pounds on our scales versus the manual’s 3199. That had a very mild effect on its braking figures, with the automatic stopping from 70 mph in 161 feet and from 100 mph in 324 feet—a bit longer than the manual’s 156-foot and 318-foot stops, respectively. The dual-clutch model’s stopping power is similarly off from the Subaru WRX.

Dial N for Nonsenical Fun

At 0.96 g on our skidpad, the Elantra N exhibits plenty of stick, but the sports-sedan joie de vivre extends beyond numbers on a page. Lateral body motions are kept well in check, especially in stiffer suspension settings, and the steering provides some decent feedback, even if its various weights feel wholly artificial. Don’t overdrive the thing and the electronic limited-slip differential will efficiently mete out power to either front wheel; rely a little too much on the Michelin Pilot Sport 4S summer tires, though, and it’s a one-way trip to Understeer City. The dual-clutch does a great job hustling between gears once underway, although it can operate with some clunks and shudders at rush-hour speeds.

Customization also helps make the Elantra N so interesting; on the dual-clutch Elantra, a driver can swap between two to three different settings each for the engine, steering, suspension, transmission, limited-slip differential, stability control, and exhaust note—a whopping 1458 possible permutations. Helpfully, you can assign your personal favorites to one of the N buttons on the steering wheel for quick access.

LOWS: Some low-speed DCT wonkiness, drab interior, front-row USB-A ports.

These modes aren’t just for show, either; there are demonstrable differences in each setting. Throttle response varies from daily-driver soft to a binary input. You can ratchet the steering’s weight so high that it counts as a gym membership. The suspension soaks up a good bit of movement in Normal mode, but it’ll rattle your fillings out in Sport+. With the exhaust set to Sport+, even a light lift of the right pedal will generate several seconds of overrun so powerful it could be sold at Phantom Fireworks. But if you keep it all in Normal, the N feels pretty darn close to any other Elantra out there.

Heck, aside from a few N-specific touches, the Elantra’s interior isn’t far off from its pedestrian variant. There’s a dash of blue contrast stitching and some cool illuminated badges in the seats, but otherwise, it’s My Chemical Romance’s “Welcome to the Black Parade” in the cabin, which like the song is a little dull once you grow out of your emo phase. The lack of USB-C ports in 2023 is a bit of a bummer, as well, but at least there’s a wireless charger if you fancy not one, but two slow ways to charge a phone. A pair of 10.3-inch displays cover instrumentation and infotainment duty, and both are easy to master.

The pendulum swings wildly between the Elantra N’s cabin and its exterior. With an already-large grille and additional blacked-out elements on either side, this sprightly sedan looks more like a pissed-off remora than a family car. A little bit of red trim around the bottom of the body shouts “Sporty!” just in case the rear wing and honkin’ dual tailpipes don’t give it away. But credit where it’s due, Hyundai’s wild styling stands out from the competition; Subaru has apparently given up evolving the WRX, we’re pretty sure German law dictates that every new GTI looks derivative, and the 11th-gen Civic has gone conservative after the 10th gen’s seemingly mescaline-induced reverie.

VERDICT: Type R-adjacent shenanigans without a middle-management price tag.

At $35,515, the DCT Elantra N comes loaded with everything mentioned above—and then some. The Honda Civic Si is closer to $30,000, but it lacks theatrics or any sort of customizability. The GTI SE, our preferred trim, is more expensive and has less power, but it does have plaid cloth. The Subaru WRX is evenly priced, but it’s thirsty and it looks the way it does. Thus, the Elantra N represents a pretty screaming deal considering the average price of a new car these days. Moreover, the Elantra N is genuinely fun to drive across a variety of scenarios—even with a gearbox that shifts for itself.

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Specifications

Specifications

2023 Hyundai Elantra N

Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE

Base/As Tested: $35,515/$35,515

Options: none

ENGINE

turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 122 in3, 1998 cm3

Power: 286 hp @ 6000 rpm

Torque: 289 lb-ft @ 2100 rpm

TRANSMISSION

8-speed dual-clutch automatic

CHASSIS

Suspension, F/R: struts/multilink

Brakes, F/R: 14.2-in vented disc/12.4-in vented disc

Tires: Michelin Pilot Sport 4S

245/35ZR-19 (93Y) HN

DIMENSIONS

Wheelbase: 107.1 in

Length: 184.1 in

Width: 71.9 in

Height: 55.7 in

Passenger Volume, F/R: 56/46 ft3

Trunk Volume: 14 ft3

Curb Weight: 3313 lb

C/D TEST RESULTS

60 mph: 4.8 sec

100 mph: 11.7 sec

1/4-Mile: 13.4 sec @ 106 mph

130 mph: 22.1 sec

Results above omit 1-ft rollout of 0.3 sec.

Rolling Start, 5–60 mph: 5.4 sec

Top Gear, 30–50 mph: 3.1 sec

Top Gear, 50–70 mph: 3.8 sec

Top Speed (C/D est): 155 mph

Braking, 70–0 mph: 161 ft

Braking, 100–0 mph: 324 ft

Roadholding, 300-ft Skidpad: 0.96 g

C/D FUEL ECONOMY

Observed: 21 mpg

75-mph Highway Driving: 37 mpg

75-mph Highway Range: 450 mi

EPA FUEL ECONOMY

Combined/City/Highway: 23/20/30 mpg

C/D TESTING EXPLAINED

Senior Editor

Cars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree.