Elantra N: Doubt there will be another car like this

The buzz began weeks ago, during the tense period of the 12-day war with Iran. Hyundai’s importer officially announced the import of the Elantra N with a manual gearbox option. With this, the Elantra N continues the successful i30N and i20N models whose production has ceased, as well as the electric Ioniq 5N, which is no longer being imported.

The Hyundai Elantra N before you is based on the seventh generation of the long-standing Korean sedan model, introduced in 2020 and rolling off production lines in South Korea and the U.S. in 2021 along with the N version. By the time we arrived at this moment with the Elantra N, the hybrid leasing Elantra had already trailed the BYD Atto 3 in sales and had become the second best-selling model in Israel for 2024, before dropping to a still respectable third place this year, behind the JAC 7 and the Hyundai Kona Hybrid.

For those not familiar yet, N is the sporty sub-brand of the Korean manufacturer, introduced in 2012. According to Hyundai, the N badge refers to Namyang in Korea, where the manufacturer’s R&D center is located, and also to the shape of the chicane in race tracks, where N models are developed and tested. Is it a coincidence that N comes right after M? Probably not, given that Hyundai’s sports division was established by Albert Biermann, former head of BMW’s M division. But what we all really want to know is how the Elantra N feels on the road. Shall we go?

The Elantra N looks similar yet different from the “regular” leasing models common on the road. Outside, you encounter completely redesigned bumpers with a sportier design including matte-painted elements. Around the car are spoilers and skirts with red plastic elements and N logos—objective passersby admitted they liked the detail.

The 19-inch wheels (wrapped in Michelin Pilot Sport 4S tires) are very nicely designed in my opinion, though it’s a pity they are black. I’m less fond of this current trend among manufacturers. Beyond these, other differences between the N and leasing versions include the aggressive rear wing, dual huge rear exhausts, N badges in every corner, and the low, distinct front. The angular design, notchback profile, and rear light strip are all similar to the “regular” version.

Despite the basic similarity, car enthusiasts will have a hard time ignoring an Elantra N passing by. While refueling, a Haredi man in a Hyundai i30 station wagon asked if I “had done all these modifications to the car.” All that remains is to hope Hyundai preserves the sporty brand image they are trying to cultivate and doesn’t allow any leasing Elantra to flaunt unearned feathers.

Even before talking about the cabin, you feel that these seats are simply excellent: They hold perfectly where needed (waist and thighs), look great, and allow harness attachment for track driving. The seat adjustment is fully manual, likely to save weight. What seats.

Relaxed? Let’s continue. The seating position is low and adjustable for the driver. The three-spoke steering wheel is leather-wrapped with perforated sections to prevent sweaty hands. It has N buttons for driving modes in N’s signature light blue. In front of the driver is a 10.25-inch digital dashboard, with displays changing according to driving modes. The main infotainment screen is also 10.25 inches, offering good resolution and Android Auto and Apple CarPlay connectivity—wired only, no wireless. Let’s focus on what really matters.

The cabin is lined with black trims, similar to sporty German cars, emphasizing its sporty character. The door panels and rear seat include the same leather-Alcantara combination as the front seats. True to its leasing Elantra roots, the rear seat is spacious and can accommodate two adults for extended periods. The entry key is slightly low for those over 180 cm tall. Legroom is excellent, but a significant downside is the lack of air vents for rear passengers. How far will this cost-saving go?!

Beyond the enticing features above, the plastic quality is average, with plenty of hard plastic inside. Assembly quality is excellent, but several plastic surfaces feel out of place in a car costing over NIS 220,000. Yet, the sight of the protruding manual gear lever and aluminum pedals with rubber inserts excites me even before starting the engine.

Behind the massive trunk lid and spoiler, there is a reasonably sized trunk with 402 liters of capacity. Although there is a dedicated space under the mat, the spare wheel is replaced by an inflation kit for punctures. Weight or money saving? Despite the rear seats folding down, you probably won’t move a wardrobe with this Elantra: A shiny red reinforcement bar separates the trunk from the cabin. Less appealing is the lack of a proper handle for closing the trunk.

At 1,480 kg, the N doesn’t offer supercar or even powerful Chinese EV performance on paper. On the road, the powertrain feels excellent: Flexible when needed, strong when wanted. Car enthusiasts could infer this from the N’s specs: stroke and bore are both 86 mm, designed to deliver balanced power and torque across a wide RPM range—ideal for daily driving and weekend fun.

In daily use, the drivetrain connects with the driver immediately: The gear lever is precise, the engine is flexible enough to leave intersections in third gear even in non-sport mode, and the exhaust is not too intrusive. The clutch pedal is light, though the engagement point is sharp and requires adaptation. A bit more throttle makes it excellent.

In terms of practicality, the Elantra N performs well statically. On the road, it doesn’t let passengers forget it’s a sporty car. Ride comfort is fine in lower driving modes; Eco and Comfort modes are a bit softer than expected. A major downside is road noise, present throughout the journey except on new high-quality asphalt. Considering wind noise at intercity speeds, Hyundai seems to have skimped on insulation.

In extreme N modes, adaptive dampers stiffen, and intercity highway driving can feel bumpy. Hyundai did think about driver comfort: The AC reduces airflow when a call is active, and the brilliant sunshade mechanism on a rotating axis is here too. Turning radius is 5.85 meters—not amazing but workable with a 2.2-turn steering wheel lock-to-lock.

On paper, Hyundai promises much: Sport-tuned suspension, upgraded brakes with relatively large 320 mm discs, N driving modes with dynamic adjustments for engine, steering, suspension, and exhaust sound, and Launch Control even in the manual version.

Both manual and automatic versions offer special sporty driving modes: The manual has Rev Matching for automatic throttle blips on downshifts, working perfectly. The automatic offers four other modes for gearbox and engine, giving yet another reason to test it separately. Overall, Hyundai allows so much customization that days could be spent experimenting with all the features.

After all the build-up, it’s time to drive. On proper roads at midday with minimal traffic, the Elantra N shows an excellent chassis. The connection between car, steering, and driver is rare in modern cars. The chassis responds well to throttle input, allowing precise cornering. The short steering, which hindered urban maneuvering, is accurate in both motion and weight. The front differential helps channel power to the front wheels with minimal torque steer. Combined with built-in communication, the Elantra N allows spirited driving with high confidence.

At NIS 225,000 for the manual, it’s the only alternative for an enjoyable sporty sedan in this price range. Direct competitors, the Volkswagen Golf GTI and Honda Civic Type-R, are significantly more expensive, with prices of NIS 350,000 and NIS 300,000, respectively. The Škoda Octavia RS costs NIS 265,000, but for NIS 195,000 you could get a warm Mazda 3 with a 2.5L engine and all-wheel drive—though in Israel, only automatic.

All that remains to say about the Elantra N is thanks to God for such an affordable option and to buy one. This will likely be one of the last opportunities to own such an enjoyable car at this price.