2025 Hyundai Elantra N AT Review: Only Genuine Enthusiasts Welcome

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      When it comes to performance cars that are accessible, we are fortunate nowadays. Indeed, the entry price is somewhat higher than it used to be (though perhaps not as much as one might think), but the market presents a diverse range of options—all of which are excellent, and more crucially, all distinct. The Hyundai Elantra N stands out as one of the best. It’s spirited and lively, but it’s not for everyone, and that’s part of its charm.

      Take me, for instance. I’m nearing my mid-thirties. Society suggests I should move past the boy racer phase; that a touring car-inspired wing and red splitter are no longer suitable for me, and that I should choose something that doesn’t signal a longing for my twenties. The Elantra N reminded me of my post-college days. It’s youthful and loud, but don’t mistake that for mere overstepping; it’s also an incredibly sharp sports sedan.

      What’s New With the Hyundai Elantra N

      To begin with, I’ll admit I had not driven the Elantra N prior to its recent update that enhanced the chassis. This latest version features a revised steering rack, new urethane rear suspension bushings, improved control arm bushings, fortified engine mounts, and adjusted adaptive dampers. It also has a front fascia that appears lower and sleeker. By some manufacturers’ standards, these modifications could warrant a new generation.

      That said, I’ve never been a fan of the car’s aesthetics. I won’t criticize it on that front—taste varies—but looking at it, I get the impression that Hyundai's designers didn’t want to stop. There’s red trim around the bumpers and side sills, matte black accents that unfortunately look quite cheap up close, and a rear deck so sharp it could be hazardous. This is a critique that could also apply to the standard Elantra, naturally, but the N version amplifies the aggression.

      I would argue this car doesn’t require any of that to be great, which it is. However, in an environment where the Civic Type R has toned down its aggressive styling and Ford isn’t producing any vehicles with ST or RS badges (the Explorer doesn’t count), someone needs to fill the role of the loud, budget-friendly sports compact. I’m fine with Hyundai stepping into that role.

      Inside, the Elantra N feels very modern, technology-driven, but still ergonomic and surprisingly spacious. In fact, it’s quite roomy. I could easily sit behind my own driving position in the back seat with ample headroom at 5’10.” This spaciousness also impressed me in its sibling, the Kia K4, although the less performance-focused K4 lacked the well-bolstered Alcantara seats found in the Elantra. (Yes—real, licensed Alcantara.)

      The quality inside is decent, though expectations shouldn’t be too high. The price tag may read $37,000, but it’s still fundamentally a $23,000 car with considerable amounts of plastic. That odd handle next to the front passenger seat tends to attract people to grasp it, only for them to cringe when it inevitably creaks. And I’m completely puzzled by the circular thing to the left of the steering wheel, which Hyundai has acknowledged serves no purpose. It should have been removed long ago.

      Interestingly, similar to the Genesis G70 I drove last year, the Elantra’s USB-C port marked for charging does not support Apple CarPlay or Android Auto; for those purposes, you need to use the nearby USB-A port. This is a somewhat frustrating quirk of older Hyundai Group infotainment systems, but it merits mentioning.

      Driving the Hyundai Elantra N

      My Elantra N had the eight-speed dual-clutch transmission instead of the six-speed manual. This adds $1,500 to the price and 110 pounds to the car; it also slightly reduces fuel efficiency, leading to an EPA estimate of 20 mpg in the city and 27 on the highway, compared to 21/29 for the six-speed manual. I can’t comment on the quality of Hyundai’s manual, but considering that fewer manufacturers are offering that option these days, I appreciate that Hyundai still does.

      Aside from that, the Elantra N retains the same two-liter turbo four-cylinder engine it always has, producing a Gentleman’s Agreement-compliant 276 horsepower and 289 lb-ft of torque. This torque kicks in early, around 2,100 rpm, allowing for some fun even in moderate traffic. Nevertheless, torque steer is well-managed thanks to a smart Integrated Drive Axle front suspension design. The exhaust crackles and roars while vibrations from the powertrain are minimized, and I’m pleased to say you can disable the additional artificial engine sounds transmitted through the Bose speakers.

      What truly makes this car stand out