![]() ![]() The electronic limited-slip differential shifts extra power to the outside wheel during cornering. Coming over the crests at Sonoma induced a touch of understeer as the car lightened and the suspension unloaded, but the Elantra N rebalanced itself quickly and held course as I unwound the steering wheel. I detected a hint of body roll at the limits, but it felt controlled. The stiff, light structure helps make the Elantra N an exceptionally balanced car despite its front-engine, front-wheel-drive layout. Curb weights are 3,186 lb with the manual and 3,296 lb with the DCT, which is only 80 lb more in the manual or 49 lb more with the manual than the Veloster N. On track and on the autocross, the most aggressive of these settings is the one to deploy.ĭespite being larger than the Veloster N with an extra 2.8 inches of wheelbase (107.1 inches) and 16.2 inches of overall length (184.1 inches), the Elantra N is still very light. It rides on an electronic controlled suspension, that doesn’t have adaptive dampers but three different damping force settings. Underpinning the Elantra N is Hyundai’s latest K3 platform with an additional cross beam behind the rear seat for added body stiffness. Drivers will be very happy with both transmissions equipped with either unit, the Elantra N feels lithe and quick. Leave it on for any kind of vigorous driving, and it works quite well. Replacing the “NGS” button on the steering wheel in manual models is a “REV” button that turns rev-matching on and off. The throws felt a little long for track duty, but the gates were clearly defined and the clutch pedal very linear and consistent. The 6-speed manual costs you time in the 0-60 mph run and on the track as well, but it’s a solid setup for manual fans. The mapping was so good I only took control with paddles to see what they were like (great and very quick, in case you were wondering) because the DCT picked the right gear every time. Crank it all the way up and it will hold gears all the way to redline, while also eliminating any awkward mid-corner shifts. There’s a hint of turbo lag at lower rpm, but the transmission is very well sorted out and in its more aggressive settings will keep the engine churning in its power band (anything above 3,500 rpm). The Elantra N doesn’t have gaudy horsepower numbers or an eye popping 0-60 mph time (5.0 seconds with the DCT), but ready torque from the turbo helped it charge up both hills with vigor. Two large hills after braking zones stall the car’s momentum, and if the powertrain isn’t up to snuff it can make climbing the hills arduous. The track at Sonoma puts a lot of stress on the powertrain. This lasts for 20 seconds, after which the system needs 40 seconds of cooldown time before it can be used again. ![]() Automatic models come with an “N grin shift” (NGS) button on the steering wheel that temporarily boosts the engine’s output to 286 hp and causes the transmission to shift at its quickest. ![]() The Elantra N’s 2.0-liter turbo-4 sends its 276 hp and 289 lb-ft of torque to the front wheels through a choice of a 6-speed manual or 8-speed wet dual-clutch automatic transmission. ![]()
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