2022 Hyundai Elantra N Reviews, Pricing & Specs

The Hyundai Elantra received a complete overhaul just last year. But instead of being a standard “carryover” model year, for 2022, Hyundai decides to introduce its most powerful, most fun, most motorsports-infused Elantra ever. Let’s welcome the all-new 2022 Hyundai Elantra N to the family. Specifically, the car-enthusiast family. Not that its styling is a dead giveaway.

At first glance, the Elantra N just looks like any of the other Elantra models. It features the same “Sensuous Sportiness” design language, including a “Parametric Dynamic” grille. These are Hyundai’s words, of course, hence the quotes. But Hyundai has done justice with the Elantra’s design in that even the base model is infused with sporty enthusiasm. The all-new platform provides a longer, wider, and lower canvas to befit bold character lines and that ever distinctive grille.

Where the Elantra N differs is that’s black and red with “N” all over. But not obnoxiously so. Oh, and there’s a wing-type rear spoiler. Don’t worry. It won’t block your field of view like the massive wings of comparable hot hatchbacks or sedans. Because, again, the Elantra N doesn’t have to look like an obnoxious goon even though it has the ability to drive like one.

The Elantra N enhances the low-slung appeal of the standard Elantra by utilizing lots of black in place of chrome. The grille is fashioned in a matte finish while semi-gloss black is used for the front lip spoiler, rear diffuser, window trim, and spoiler. Red accents are added to lower moldings of the front and rear bumpers as well as the side skirts and brake calipers. The most obvious N detail, though, is the brand logo on the wheel center caps and on the front calipers.

Exterior color choices are limited to five, of which Cyber Gray is exclusive to the Elantra N. The hero color, Performance Blue, is available on the Elantra N and Veloster N, while a similar soft blue called Sonic Blue is offered on Kona N models. Moving into the cabin and you’ve got one vibe: black. Thankfully, it’s not a chasm of darkness and dread.

The sport seats are leather-trimmed with microsuede inserts. They feel premium and offer great support, especially the well-bolstered front bucket seats. They are also 10 millimeters lower than in the standard Elantra for improved positioning during high-performance driving.

Cutting through all the black is light blue contrast stitching. The color is tastefully applied to the seats, shifter boot, and steering wheel. The same hue also appears on the shifter itself as well as represents the N drive mode buttons on the steering wheel.

The N logo, of course, appears throughout the cabin, making its way onto the front seat upholstery, steering wheel, gear shifter, and aluminum door scuff plate. The N Brand inserts of the front seats also illuminate when the doors are opened. But if it all still feels too black, a power moonroof is available.

The 2022 Elantra N is the top-of-the-line Elantra. Not just in price but in performance. By the numbers, the standard Elantra (SE, SEL, and Limited trim levels) is equipped with a 2.0-liter four-cylinder that produces 147 horsepower and 132 pound-feet of torque paired with a continuously variable transmission (CVT). A suitable engine and transmission for a suitable commuter car.

Then we have the Elantra N Line, which packs a little more power and handling. The upgraded turbocharged 1.6-liter four-cylinder offers up 201 hp and 195 lb-ft of torque. The Elantra N Line also wears bigger shoes, featuring 18-inch wheels and tires versus the 15- to 17-inch offerings on the non-turbo Elantras. Standard is a six-speed manual or optional seven-speed dual-clutch transmission (DCT). You also get updated suspension bits like new springs and dampers. But the Elantra N is a completely different beast.

Featuring a 2.0-liter turbo-four and optioned with either a six-speed manual or eight-speed N-tuned wet DCT, the Elantra N boasts 276 hp and 289 lb-ft of torque—in a front-wheel-drive (FWD) car that weighs less than 3,300 pounds. You’ll reach 60 mph in 5 seconds. That’s faster than the official numbers of competitive performance compacts the Honda Civic Type R, Subaru WRX, Volkswagen Jetta GLI, Volkswagen Golf GTI.

The Elantra N offers multiple drive modes: Eco, Normal, Sport, and two N options (standard and customized). In Eco and Normal, the Elantra N acts like an everyman Elantra. The digital instrument cluster wears a serene blue; steering is light but precise; the engine hums rather than growls; and driving comfort is cushy. Select Sport mode and you channel the vehicle’s inner N Line. The instrument panel turns crazy-eyes red. Then the suspension stiffens a wee bit for tighter corners, the rev-matching kicks in, and the engine note reverberates more. But if you want that sonorous “snap, crackle, pop” sound that is familiar to motorsports junkies and car tuners the world over, then you need to switch to N mode for that backfire melody.

There are two dedicated steering-wheel-mounted N drive buttons, which can be customized. The instrument cluster and infotainment screen will go into racer mode, displaying vehicle status and performance data. You can keep one button reflecting the Hyundai-spec N mode or change up both to your preference. When equipped with a DCT, in N mode the Elantra N mostly uses gears one through six with higher RPMs while the other modes will utilize all eight gears. Speaking of that DCT, it’s actually superior to the stick shift. Blasphemous? No. Here’s why:

The wet eight-speed DCT was first introduced in the 2020 Veloster N. The “wet” term comes from the fact that the DCT employs electronic actuators and oil, which aid in clutch efficiency, gearing, and cooling. And it shows because in the Elantra N, the shifts remain smooth regardless of drive mode or use of paddle shifters. The vehicle just knows where the proper shift points are.

On an autocross course, for example, we left the Elantra N in automatic. Throughout the rapid acceleration and last-minute braking that are the pride and joy of an autocross, the Elantra N downshifted quickly without hesitation and upshifted in a similar fashion when we jammed on the throttle. With the six-speed manual, the issue is more with the clutch than the stick shift itself. The manual shifts are equally on point even if the shift throws are on the long side. But the clutch is just goofy.

While the standard rev-matching is great on the track or during a daily drive, how it manages the clutch ruins the stick shift experience. The clutch has a high bite point but the rev-matching cuts off just before it. You’re given the impression that you’re applying enough throttle to catch first gear that you let the clutch go. However, when you do that, the rev-matching drops and you end up stalling. Again. And again.

Initially, we thought it was just driver error. But after stalling multiple times while moving the vehicle around for photography, we realized it wasn’t us. And that was upsetting. Use it daily, and you'll eventually figure out its rev-matching clutch nuances. Hopefully. But in our short time with it, we were not a fan.

Overall, though, Hyundai has done a great job with its in-house performance modifications to create a track-ready sports compact. The large brakes of the Elantra N are borrowed from the Sonata (14.2 inches in front, 12.4 inches in back) but the calipers are tuned to N specifications. And they are paired with 19-inch wheels wearing Michelin Pilot Sport 4S performance summer tires—the first time offered on an N vehicle.

The engineering team enhanced the attributes of the new Elantra platform by further adding features like a rear strut tower brace, an electronic suspension system, reconfigured steering, electronic limited-slip differential, an integrated drive axle, and an overboost system called N Grin Shift (NGS). As goofy as the name sounds, it’s accurate. NGS temporarily will shift into the lowest gear to increase boost pressure for an extra 10 hp for a total of 286 hp. This feature works for 20 seconds and has a 40-second cooldown time. But you’ll be grinning for much, much longer than that.

The Hyundai Elantra N offers up the same practicality of a five-passenger compact sedan as the rest of the Elantra lineup. The front seats offer multi-way height and seat back adjustments. They’re also heated. No ventilated-seat option, though.

Passenger volume remains at 99.4 cubic feet. Legroom for front and rear occupants are 42.3 and 38.0 inches, respectively. Rear headroom is steady at 37.3 inches but drops to 39.9 inches in the front seats of the Elantra N. All other Elantra models, including the N Line and hybrids, have up to 40.6 inches of headroom or 38.7 inches when optioned with a power sunroof.

The bucket front seats don’t create any ingress and egress issues. Rear-seat passengers should have no trouble getting comfortable. The rear seat itself, however, is a single-piece bench seat with fixed headrests similarly found in the Elantra S, SEL, and Blue hybrid models. Elantra Limited, Limited hybrid, and N Line trims are equipped with 60/40-split rear seats that have adjustable headrests. The Elantra N is the heaviest of the Elantra lineup with a curb weight that tops out at 3,296 pounds. The lightest of the non-turbo Elantra models weigh in at 2,725 pounds. But, hey, it’s all muscle mass with the Elantra N since it is the quickest and most powerful of its siblings.

If there are any demerits in terms of practicality, they would be in the trunk. The Elantra N is the only Elantra that does not come with a spare tire. Instead, you get a tire mobility kit and access to roadside assistance. The cargo space is still 14.2 cubic feet but with the rear bench folded down, the total usable space can become tricky. That’s because the rear strut tower brace is located directly behind the rear seats. It’s an important performance feature for additional body reinforcement but it also literally gets in the way of using the full cargo capacity of the sedan. Loading long items will be an issue if they cannot fit between the bars of the bright-red chassis brace. Four-by-fours, curtain rods, and the like will fit fine. But for something large and wide like a flatscreen TV or furniture from IKEA, you’ll need to phone a friend.

If you want sport-infused dynamics and a high level of technology, you opt for the Elantra N and not the Elantra N Line. In the Elantra N, the digital instrument cluster and infotainment touchscreen are both 10.25 inches. Neither are available in the Elantra N Line, which gets a 4.2-inch driver information panel and an 8-inch touchscreen. Only the Elantra SEL (optional) and Limited (standard) can be equipped with the larger screens. Cloud-based navigation is included as are three years of complimentary Hyundai Blue Link Multimedia/Maps over-the-air updates.

The N-exclusive graphic interface also comes into play when in N drive mode. The digital instrument panel will display oil temperature, engine temperature, boost, torque, RPM, and gearing as well as steering and suspension status. The infotainment screen can display similar info along with other performance data like a shift timer indicator, track map, lap time, G-force measurement, launch control, and N mode settings. You know, in case you forgot you’re in a sports sedan.

Wireless Android Auto and Apple CarPlay connectivity and wireless Qi device charging are standard features on the Elantra N. For those with cords, there are two USB ports plus a 12-volt outlet. Other tech niceties include Bluetooth, a 90-day trial of SiriusXM Platinum, an eight-speaker premium Bose audio system, AI-learning dynamic voice recognition, and Hyundai Digital Key, which lets owners unlock and start the vehicle using their smartphone. However, it’s currently only available for Android-based smartphones.

For added convenience, the Elantra N is equipped with a hands-free smart trunk release, a proximity key with keyless entry as well as a Blue Link Connect Car System and Connected Care & Remote Package.

As with all Hyundai Elantra models, the Elantra N comes standard with Hyundai SmartSense. This collection of driver-assist features includes automatic emergency braking, automatic high beams, a driver attention warning system, forward collision warning with pedestrian detection, lane-departure warning, lane-keeping assistance, lane-centering assistance, and rear cross-traffic alert with avoidance assist.

Also standard are a Rear Occupant Alert system and a Safe Exit Warning system. The former is activated whenever a rear door is opened prior to driving; the latter notifies occupants when it’s unsafe to open a door due to approaching traffic. Another safety feature available only on Elantra Limited and N is reverse parking distance warning with collision avoidance. What the Elantra N doesn’t have is adaptive cruise control with stop/go, which is a definite bummer. Then again, the Elantra N Line doesn’t have it either.

The 2022 Hyundai Elantra lineup has been named a Top Safety Pick by the Insurance Institute for Highway Safety (IIHS). The IIHS does not recognize the Elantra N as a separate model. However, the National Highway Transportation Safety Administration (NHTSA) does. The Elantra N has not yet been rated but the standard Elantra has received a five-star NHTSA crash safety rating.

The 2022 Hyundai Elantra N is an all-inclusive model that gives you two choices: color and transmission. And while the Elantra N Line offers up sporty mannerisms, it lacks the capability, sound, and pure performance prowess bestowed upon the Elantra N. But the price jump is hefty. You’re looking at either plus-$7,550 for the stick shift or plus-$7,950 for the DCT.

However, it’s not an apples-to-apples comparison within the Elantra family. The Elantra N is essentially a Limited trim in terms of amenities with a very boosted ego. We mean, engine. Still, when the base Elantra has a starting MSRP of $20,995 (including $1,045 destination fee), asking as much as $34,845 for an Elantra N with an eight-speed DCT and premium paint seems steep. But look outside the family tree and the Elantra N turns a value-oriented offering.

The also FWD Honda Civic Type R, for example, starts at $38,910 (destination included). The Subaru WRX is all-wheel drive and starts at $30,100 but comes with 17-inch wheels and a 7-inch infotainment display. And you’ll have to pay even more for safety features like blind-spot monitoring and rear cross-traffic alert. Eventually, you get to the WRX GT model, which maxes out at $42,890.

It’s the same situation with the pair of Volkswagens. The Golf GTI starts at $30,935 but its price will climb to $40,185 for the GTI Autobahn seven-speed DCT variant. The Jetta GLI is like the Elantra N in that it’s offered in a single trim level with two transmission choices. When optioned with the seven-speed DCT and pricey paint, the Jetta GLI comes out to $33,185. Its the cheapest competitor but keep in mind that both Volkswagens also produce less horsepower from their 2.0-liter turbo-fours. It’s 228 hp for the Jetta GLI and 241 hp for the Golf GTI. Sure, you can opt for the Golf R but you’re also looking at more than 40-grand to start.

But now there’s the just-announced 2023 Toyota GR Corolla. Although full specs and pricing aren’t available yet, the few nuggets we do know are impressive. From a 1.6-liter three-cylinder turbo, the GR Corolla punches out 300 hp and 273 lb-ft of torque. The hot hatch also comes with standard AWD and a six-speed manual gearbox. Pricing will likely be similar to 300-hp brethren the Civic Type R and Golf R.

In this little but loud segment of non-luxury compact performance cars, the deal-breaker isn’t going to be fuel economy figures or a lack of wireless charging. Those shopping in this segment are looking for a daily-driver-slash-sports-car. And Hyundai offers a compelling from-the-factory product with the new Elantra N.

The Elantra N checks off all the boxes for performance, comfort, track tech, connectivity, and safety. And if you don’t want to have an obvious tuner car in your driveway, the Elantra N’s design is tastefully reserved compared to the bold style of large-winged hatches. Also, its popping backfire grunts can be turned down simply by selecting any drive mode but N. So, you can have all the track day fun you want, extra money in your pocket, and still blend in when grocery shopping.