As important as we love homemade transmissions, we also enjoy making fun- to- drive vehicles as accessible to as numerous people as possible. We have formerly driven and adored — the Hyundai Elantra N with a six- speed primer, and you will be pleased to know that replacing the stick with an eight- speed binary- clutch automatic does nothing to mess with the auto’s metric truckload of diurnal- driven- sports- hydrofoil excellence.
Primers are always at a disadvantage against faster cog- quid pro quo when it comes to acceleration. At4.8 seconds to 60 mph, the binary- clutch Elantra N bested its stick stock by0.3 alternate — Hyundai’s swinging for the walls, too, because it’s also one- tenth hastily to 60 than the new Honda Civic Type R. It also held its own against the Honda in the quarter- afar hustle, besting the Type R by one- tenth(13.4 secondsvs.13.5) and tying its 106- mph trap speed. Not bad for a turbocharged2.0- liter inline- four making 286 power and 289 pound- bases of necklace.
Energy frugality also benefits when the gears do not stop at six. At 37 mpg on our 75- mph trace circle, the automatic- equipped Elantra N trounced the homemade Elantra’s 32- mpg result. also again, the Elantra is frugal no matter what; the six- speed variant beat out other homemade- equipped players similar as the Civic Type R( 30 mpg) and the Subaru WRX( 28 mpg), although the Subie is handicapped by its standard each- wheel drive. The only contender the automatic can not eclipse is the cheaper, less important Honda Civic Si, which managed 38 mpg in our hands.
The Elantra N’s binary- clutch confers a weight penalty of 114 pounds, with our automatic test auto importing 3313 pounds on our scales versus the primer’s 3199. That had a veritably mild effect on its retardation numbers, with the automatic stopping from 70 mph in 161 bases and from 100 mph in 324 bases — a bit longer than the primer’s 156- bottom and 318- bottom stops, independently. The binary- clutch model’s stopping power is also out from the Subaru WRX.
At0.96 g on our skidpad, the Elantra N exhibits plenitude of stick, but the sports- hydrofoil joie de vivre extends beyond figures on a runner. Side body movements are kept well in check, especially in stiffer suspense settings, and the steering provides some decent feedback, indeed if its colorful weights feel wholly artificial. Do not overdrive the thing and the electronic limited- slip differential will efficiently prorate out power to either frontal wheel; calculate a little too important on the Michelin Pilot Sport 4S summer tires, however, and it’s a one- way trip to Understeer City. The binary- clutch does a great job hustling between gears once underway, although it can operate with some clunks and quivers at rush- hour pets.
Customization also helps make the Elantra N so intriguing; on the binary- clutch Elantra, a motorist can change between two to three different settings each for the machine, steering, suspense, transmission, limited- slip differential, stability control, and exhaust note — a whopping 1458 possible permutations. Helpfully, you can assign your particular pets to one of the N buttons on the steering wheel for quick access.
These modes are not just for show, either; there are provable differences in each setting. Throttle response varies from diurnal- motorist soft to a double input. You can subside the steering’s weight so high that it counts as a spa class. The suspense soaks up a good bit of movement in Normal mode, but it will rattle your paddings out in Sport. With the exhaust set to Sport, indeed a light lift of the right pedal will induce several seconds of overrun so important it could be vended at Phantom Fireworks. But if you keep it all in Normal, the N feels suitable darn close to any other Elantra out there.
Heck, away from a many N-specific traces, the Elantra’s interior is not far out from its rambler variant. There is a gusto of blue discrepancy stitching and some cool illuminated colophons in the seats, but else, it’s My Chemical Romance’s” Drink to the Black Parade” in the cabin, which like the song is a little dull once you grow out of your emo phase. The lack of USB- C anchorages in 2023 is a bit of a bummer, as well, but at least there is a wireless bowl if you fancy not one, but two slow ways to charge a phone. A brace of10.3- inch displays cover instrumentation and infotainment duty, and both are easy to master.
The pendulum swings hectically between the Elantra N’s cabin and its surface. With an formerly-large tulle and fresh bartered- out rudiments on either side, this lively hydrofoil looks more like a pissed-off remora than a family auto. A little bit of red trim around the bottom of the body shouts” Dégagé!” just in case the hinder sect and honkin’ binary tailpipes do not give it down. But credit where it’s due, Hyundai’s wild styling stands out from the competition; Subaru has supposedly given up evolving the WRX, we are enough sure German law dictates that every new GTI looks secondary, and the 11th- word Civic has gone conservative after the 10th word’s putatively mescaline- convinced study.
At$ 35,515, the DCT Elantra N comes loaded with everything mentioned above — and also some. The Honda Civic Si is near to$ 30,000, but it lacks theatrics or any kind of customizability. The GTI SE, our favored trim, is more precious and has lower power, but it does have plaid cloth. The Subaru WRX is unevenly priced, but it’s thirsty and it looks the way it does. therefore, the Elantra N represents a enough screaming deal considering the average price of a new auto these days. also, the Elantra N is authentically delightful to drive across a variety of scripts — indeed with a gearbox that shifts for itself.