Hyundai's new N model crashes what's left of the inexpensive sports sedan party.
 |
| Hyundai N 2022 |
It wasn't long ago that front-wheel drive sports cars were all the rage, and many of them were available in sedan form for the practical street racer. Those days are almost gone owing to the development of the SUV, but there are a few amusing holdouts. We've just driven another vehicle that can be added to the tally, and to the top of the leaderboard: the 2022 Hyundai Elantra N, and it's fantastic.
The Elantra N is a shot across the hood of the few remaining inexpensive sports sedans on the market, with 276 horsepower, 289 lb-ft of torque, and an in-your-face attitude. Only the new WRX comes close on paper, but the WRX is all-wheel drive and has a CVT as an automatic gearbox option. The Volkswagen Jetta GLI sedan is good, but it behind the Hyundai Elantra N by dozens of horsepower and pound-feet, and a spec comparison with the Honda Civic Si is even more uneven. The Golf R or future Civic Type R would be a more equal match for the Elantra N, but being hatchbacks, they are typically pitted against Hyundai's formidable N version of the Veloster.
With the proviso that we haven't yet driven the new WRX and the new Type R is still months away from ever being formally shown, the Elantra N doesn't have much direct competition right now. While we enjoy the driving dynamics of the Jetta GLI, Golf GTI and R, and Civic Si, none of them are as purposeful or entertaining as what Hyundai's N division has created.
It's Time to Tell It Like It Is
 |
| 2022 Hyundai N |
The Elantra N is really a hotted-up budget vehicle at its heart, however it straight up seems like a purpose designed sports sedan in its purpose. It's somewhat more serious and sophisticated than the Veloster N, and it doesn't come with the centre of gravity penalty of the Kona N crossover.
That is, once you have warmed up the tyres. The Hyundai N-spec Michelin Pilot Sport 4S tyres (square, 245/35R19 at all four corners) require heat to perform optimally, thus the out lap at the track can be a little erratic. When they reach a certain temperature, though, they stick and allow the electronically controlled limited-slip differential to perform its job.
The diff is so fantastic, in fact, that as soon as you clip the apex, you can basically stand on the throttle and let it sort out the car's appropriate alignment. You'll push wide in an off-camber turn, but it's completely predictable, and you can pull it back in with a tiny lift if necessary. Because the Elantra N is nose-heavy, abruptly unloading the rear end can transfer enough weight to cause the rear end to wander a little, but it's fully predictable, easy to regulate with the throttle, and beneficial for steering the car in specific situations. More significantly, it does nothing more than take a little stroll. Even when the rear end seems quite light, it never tries to come around on you.
Shifty's Getting Shifty
Get the six-speed manual gearbox if you want to feel like you're pushing the Elantra N to its limits. Yes, the optional eight-speed dual-clutch automatic is unquestionably superior for racing, but the manual is simply more fun. Timing your gear changes and nailing your heel-toe throttle blips and clutch releases gives you a sense of control over the car. A lap in the manual feels more satisfying.
 |
| 2022 Hyundai N |
For what it's worth, Hyundai's shifter is coming up to Honda in terms of front-wheel drive manual dominance, but it's still not as pleasant in terms of feel. At the very least, you'll never miss a gate. The throw is excellent, and Hyundai has even gone so far as to include a large, red auto rev-match on/off button on the steering wheel. You may disable it and practise your technique, but as N chief Albert Biermann explains, "I tried to be better, but I failed miserably. You're not going to be able to beat it."
However, if you want to set the fastest lap time, choose the dual-clutch. The N division has built a name for itself in high-performance applications, with programming that is so good that you don't even need to use the paddles. It's about pulling the proper gear at the right moment, whether on the street or at the track. It also has an overboost function known as "N Grin Shift," which gives you an additional 10 horsepower for 20 seconds when you press the huge red NGS button on the steering wheel (inconveniently positioned at the five o'clock position). The Elantra N is a good vehicle, but it isn't a race car, and the N brand, according to Biermann, isn't about lap times and maximum power. It's all about having pleasure while driving.
Down, whoa
Even so, this hyper Elantra performs admirably on the racetrack. We did lap after lap on northern California's tough Sears Point track (technically Sonoma Raceway, but we'll always call it Sears Point) with no discernible brake fade. The N engineers increased the size of the brake rotors, inserted performance pads, added cooling ducting, and designed the brake booster to pre-pressurize as soon as the throttle is released. As a consequence, the Elantra N's brakes seize instantly on application, and the powerful, steady pedal provides solid feedback that's easy to modulate even on a track.
Get Back On Your Feet
Because the 2.0-liter turbocharged I-4 is sufficiently powerful, you'll need all of that stopping power. Despite their different sizes, the manual-equipped Elantra N weighs around the same as the dual-clutch Veloster N, while the dual-clutch Elantra N is only 100 pounds heavier. Hyundai anticipates a 5.0-second zero-to-60-mph time for the dual-clutch Elantra N with launch control, compared to 5.1 seconds for the dual-clutch Veloster N tested by MotorTrend.
Ignore the "flat power" label Hyundai has given the engine (which refers to a very particular high-rpm state), since power delivery is very much exponential and doesn't really kick in until mid-range. On the track, it's no problem, but on the street, long in-gear pulls go from "fine, we're going" to "oh damn" as the rpm mount.
 |
| 2022 Hyundai N |
Ride Tough
The stiffest setting of the Elantra N's electrically adjustable shocks is also in the "oh dammit" category. This configuration, like the other N vehicles, works well on a well-maintained racetrack but should be avoided at all costs. Rather than just selecting Sport or N mode, we highly advise you to configure N mode one and N mode two and use them via the huge, blue buttons on the steering wheel.
"You," he remarked, referring to journalists, "have warned us N mode is too stiff." "We are aware that it is useless. We will not alter, even if you continue to complain, since our consumers enjoy it."
The same can be said for the almost limitless combinations of physical and digital buttons and settings you may play with when programming your own unique N custom mode. However, N consumers appear to like tampering with all of it as well, and this is unlikely to change. It's something we'll have to deal with.
Deal of the Century
Speaking of bargains, with a projected price tag in the low to mid-$30,000 range, the Elantra N will make you wonder if a more conventional sports sedan, such as the BMW M340i, is worth the cost. Cars that drive as well as or better than the Elantra N, such as the BMW, are often tens of thousands of dollars more costly, and they don't have much in the way of features on the Hyundai. So, if you're seeking for sheer driving enjoyment without emptying your pocket, this excellent front-drive budget sports car is a tough one to match.
No comments: