Creating a performance division isn’t easy. Most have either a long-standing history on the road, a storied racing pedigree, or both. It doesn’t help that we car people revere that sort of rich history, so when Hyundai first announced their N performance division, most people would certainly have written them off as trying to pose like the big boys. I’m here to tell you the 2024 Hyundai Elantra N is no poser.
In fact, every product we’ve sampled so far from Hyundai’s N division has been met with praise. Yes, the first iterations—the Veloster and Kona N—were a tad imperfect, but still valiant efforts and oh-so-fun. The Ioniq 5 N rewired our brains, and this newly refreshed-for-2024 Elantra N takes the original recipe and adds a level of refinement to take the experience to the next level.
The Elantra N isn’t the first N product, but it followed not long after the Veloster N. The standard Elantra has a bit of quirky styling and the N builds off it by adding some aero bits, bigger wheels, and an enormous blacked-out grille that would make BMW proud. As with the rest of the Elantra lineup, the N sees a mild facelift that doesn’t change much on the outside, but what is changed is for the better. The new, streamlined front end styling and slimmer headlights look more refined and mature, and the new 19-inch wheels better suit the Elantra N.
That’s about it—the rest is essentially a carryover, still wearing sharp edges all around and a pinched rear end, finished off with a weirdly geometric spoiler. I prefer the front fascia over the rear; I wish Hyundai gave it a similar freshening as well, if just to make it a little more cohesive, but we car people are a tough bunch to please. I will say: finished in Hyundai N’s signature Performance Blue, with red and black accents all around, adds a surprising amount of presence and character for a humble Elantra. Those giant exhaust tips certainly help, too.
The interior is largely a carryover as well. It doesn’t deviate too far from the standard car, save for those fantastic front seats. Granted the Civic Type R might have objectively better seats for track duty, I’d argue the Elantra N strikes a better balance for daily use—they’re comfortable without being irritating to get into and out of for my five-foot-10 frame, yet much more supportive than the chairs in the Integra Type S and Golf R. And yes, it’s gimmicky, but I’m like illuminated N logo—very BMW M-like. Trunk space is adequate but the pass-through continues to be obstructed by a racy red chassis brace.
The rest of the Elantra N’s interior is mired in cheap, scratchy plastics. I usually wouldn’t mind it if Hyundai hid them in places you don’t usually touch, but elements like the centre console handlebar feel cheap and hollow. Other competitors do a better job of making their interiors feel more premium, but there’s a markup for that, especially with the N’s performance at hand. I will say that everything looks nice, the gauge cluster is great, and I’m still a fan of the infotainment. There’s even a bit of ambient lighting, too.
Hyundai doesn’t only take inspiration from BMW for those illuminated logos on the seat, but also in the way the drive modes are set up. There’s a lot of customization on hand, letting you adjust the suspension, engine, steering, and even the exhaust. Very BMW. And not unlike BMW’s M1 and M2 buttons, Hyundai sticks two N buttons on the steering wheel which act as shortcuts to change drive modes and enter into your preferred, custom settings. Imitation is the sincerest form of flattery, especially when the Elantra N was developed with Albert Biermann—the former head of BMW’s M division—at the helm. Either way, it works great.
Beyond all the sporty stuff, you can find Hyundai’s usual SmartSense suite of active safety and driver assists on the Elantra N, including features like lane-departure warning, blind-spot monitoring, and forward collision alerts, to name a few. Missing is adaptive cruise control—makes sense given the clutch pedal, but carmakers like VW and Subaru have figured it out—and surprisingly, rain-sensing wipers. There’s a mediocre Bose audio system and wired Apple CarPlay and Android Auto, but for the life of me, I couldn’t get it to work.
All those frustrations go away once you’re moving. The Elantra N may not have the history of mainstays in the sport-compact segment, but my goodness, has Hyundai made a mark—we’re talking Civic Type R performance for almost Si money. To that effect, there’s a 2.0-litre turbocharged four-cylinder that splits the difference between those two bechmarks, putting out 276 horsepwoer and 289 pound-feet of torque.
Hyundai offers either an eight-speed dual-clutch automatic or our tester’s six-sped manual. It’s surprisingly good; the throws are nicely spaced with positive engagement. Honda still blows it away in terms of mechanical feel, but the Elantra N is near the top, feeling less notchy than a WRX and more precise than the stickshift GTI and R.
The engine is equally impressive, holding little restraint in the way it sounds and delivers power, and feeling potent and strong even if it does run out of steam near the top end. The steering is sharp, with an immediacy to its response that feels fun and inspires confidence. The adaptive suspension is a strong suit and more compliant than before, but still doesn’t quite balance comfort and sportiness the way its competitors do. It can still get a little bouncy even in comfort mode, but likely wouldn’t be a deal-breaker for most. The upside is that grip is prodigious, and the e-LSD ensures you can power out of corners with both speed and confidence. The 245-section Michelin Pilot Spot 4S tires certainly help, and the brakes have good modulation and stopping power.
Hyundai’s N division may not have the pedigree of older, more established performance nameplates just yet, but its success in motorsports over the recent years lend a good amount of street cred. And if it doesn’t, the 2024 Hyundai Elantra N talks the talk and walks the walk, enough to solidify the N brand as a genuine performance marque.
