Hyundai is aiming to make its “N” models as synonymous with sportiness as an “M” on a BMW or a “V” adorning a Cadillac, and the rush of new, performance-enhanced models from the automaker continues to grow. The Elantra N is the newest entrant into the “N” stable that closely competes with the Subaru WRX and Volkswagen Jetta GLI.

Don’t confuse the Elantra N-Line, which aligns more closely with the Honda Civic SI and Kia Forte GT, the full “N” model is a phenomenal corner carver purpose-built, to serve inexpensive excitement while maintaining key elements of the standard Elantra’s practicality.

Though it is easy to bemoan the loss of the Veloster N, that’s headed to a big scrapyard in the sky, the Elantra N continues its legacy, providing serious fun in a small but pragmatic package.

The Elantra N shares its engine with the Kona N and Veloster N, namely a 2.0-liter, turbocharged flat-four engine. The Elantra N’s powerplant offers a notable 276 horsepower from 5,500 to 6,000 rpm, with 289 pound-feet of torque from 2,100-4,700 rpm with either a standard six-speed manual transmission or an eight-speed, dual-clutch automatic.

The turbo-four is a gem, providing rapid throttle response and consistent pulling power. Maximum hustle occurs near the top of the rev range, encouraging drivers to keep their foot hard down to the redline. Further inspiration arrives via the active exhaust system, which provides a resonant soundtrack with plenty of crackles and pops.

Models fitted with the dual-clutch transmission can boost max power with the appropriately named “Grin Shift” feature, which ups maximum horsepower to 286 with the push of a button by increasing boost pressure. For decades, movie scenes have included the cliché of drivers suddenly finding an extra “gear” to pull away when racing alongside the competition or in a car chase.

Hyundai has, in a sense, now made that a possibility. Although purists will appreciate the standard manual transmission, you shouldn’t dismiss the dual-clutch. Though somewhat clunky at low speeds, in spirited driving it snaps off rapid and seemingly seamless transitions.

Though paddle shifters are standard, the dual-clutch is dependable to serve smart shifts when left to its own devices. The DCT is also faster and when bolted to this engine, the Elantra N will sprint from 0-60 mph in 5.4 seconds. Add a full second to that figure for models with the manual.

The N comes equipped with a bevy of performance upgrades beyond its powertrain, including an electronically controlled limited-slip differential, a rally-inspired integrated drive axle, torque-feedback rack-mounted power steering, and 14.2-inch brake rotors with high-friction pads, and other enhancements. DCT models are also equipped with launch mode, supplementing its notable 0-60 time, and various sport settings for the transmission.

Pushing one of the N-mode buttons on the steering wheel, puts the Hyundai on its haunches, ready to pounce, by stiffening the suspension and steering while improving throttle and braking response. Drivers can tailor settings within N Mode, but the default mode is full attack.

Hyundai’s extensive mechanical twiddling certainly works its magic when the tarmac goes twisty. So much so, that it’s easy to forget it is front-wheel drive. Handling is superb. The N stays firmly planted when pushing through corners or under hard braking, with the understeer almost entirely kept in check. You only feel small twinges of push when accelerating hard out of corners.

Steering is appreciably heavy and accurate. Quick turn-in and sticky Michelin Pilot Sport 4S tires add to the agility, and the braking force is consistent and vigorous. In a boon for the hooligans, there is a good, old-fashioned e-brake, none of that electronic stuff that spoils J-turns.

The Elantra N simply rewards drivers who thrash it. The transmission may have a grin feature, but the entirety of the car will cause ear-to-ear smiles when the noisy pedal hits the floor.

The Elantra N’s MPG figures are less-than-stellar, which should come as no surprise given it is purpose-built for performance. The N is most efficient with the manual transmission with models rated for 22 City, 31 Highway, and 25 combined mpg. With the DCT, those figures drop by two combined mpg in urban areas and overall while dropping a single mile on the freeway.

Those figures are far less than the similarly-powered Jetta GLI, which can net buyers up to 34 mpg on a single gallon, and slightly below the WRX’s rating of 26 combined mpg. Of course among enthusiasts, hitting the pump a bit more often is worth hitting the pavement harder.

The standard Elantra’s appearance is polarizing with its unconventional arrow-like character lines, rising beltline, and aggressively angular front and rear fascia. You get an assertively styled rear wing, and blacked-out sections of the front and rear fascia.

With a lip spoiler and side valences sporting red paint, the N wears the original Elantra’s styling well with a more composed overall appearance. Sizeable dual exhausts and 19-inch wheels add to the visual drama.

The N’s cabin continues the theme of performance with aggressively bolstered front sport seats, driver-focused controls, and smatterings of “N” badges throughout. While some low-rent materials are present, most heavy-touch areas feature upmarket materials.

Those of average size will not be wanting space in the front seats, and the rear seats are fairly generous with leg and headroom despite the Elantra’s sweeping greenhouse.

There are some drawbacks to upping the performance with as much gusto as Hyundai has thrown at the Elantra N, but all are well within the realm of acceptability for enthusiasts. The brakes are grabby at low speed, the sport seats feel harsh on longer trips, the DCT can bungle shifts in traffic, wind noise is pervasive and the suspension is stiff over road imperfections, even in comfort mode.

Aside from these quibbles, the N is still an Elantra and is suitable for small families. Cargo space rings in at 14.2-cubic feet and a rear-facing child seat doesn’t crimp the front passenger to the dash. You get intuitively laid out controls, and Hyundai’s infotainment system is both easy-to-navigate and generally quick to react.

The 2022 Hyunadai Elantra N brings serious value for the dollar with its notable performance and price tag of $33,245. And with only one trim available, the cost will not increase significantly over that figure. Buyers can opt for the DCT for an additional $1,500, and only a few accessories, like a cargo tray or wheel locks, are available.

As for its chief rivals, just like the N, the Jetta GLI comes with one trim and a manual or automatic transmission option with pricing starting at $32,390. The WRX can be had for just over $30,000, but that price balloons to $42,890 for the top trim.

With just one trim offered, all N models come with the same features. The highlights include:

The Elantra N has made its debut in spectacular fashion, offering legitimate, impressive performance in a rational package that doesn’t break the bank. If Hyundai keeps delivering “N” models that provide this level of excitement, that letter is sure to become tantamount to more established performance model monikers in the years ahead. The Elantra N is superbly fun, and that’s about the best accolade I can place on a car.

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