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Hyundai’s Elantra has two different personalities, depending on the trim. The base Elantra and hybrid are calm cruisers, with little in the way of excitement to the way they drive. They’re a perfectly acceptable 5 on the TCC scale.
Elantra N models are impressive performers that balance track-day usability with everyday utility. They’d be a 7 if rated independently due to their sharp handling and thrilling acceleration.
Is the Hyundai Elantra 4WD?
No, these are front-wheel-drive cars.
How fast is the Hyundai Elantra?
It’s not very quick unless you opt for the Elantra N.
The base model’s 147-hp 2.0-liter inline-4 is adequate, but nothing more. It’s paired with a CVT that shuffles power to the front wheels. While not as offensive as CVTs of yore, this gearbox can struggle to bring engine revs down to tolerable levels. It can get a bit loud inside.
The Elantra Hybrid has less power, but that’s not its point. It pairs a 1.6-liter inline-4 with an electric motor fed by a 1.3-kwh lithium-ion battery. This combo delivers power forward via a 6-speed dual-clutch automatic that provides a more predictable, engaging feel than the standard 4-cylinder. It’s the engine we’d choose, especially since it offers north of 50 mpg in combined driving. That’s impressive.
Base Elantras have a simple rear suspension that provides a comfortable ride but doesn’t reward more enthusiastic driving. Hybrids and N models swap in a more sophisticated independent rear setup that provides a planted feel in corners and better impact absorption over big bumps. Either way, these cars have a soft, supple ride with either 15-, 16-, or 17-inch alloy wheels, depending on the trim.
Elantra N Performance
The mid-level N-Line sports a 1.6-liter turbo-4 that puts out 201 hp via a 7-speed dual-clutch automatic. (Last year’s 6-speed manual is no longer offered.) It’s a good gateway model, though the premium for the full-on Elantra N isn’t that much.
The Elantra N is in its own ballpark. It takes a 2.0-liter turbo-4 that musters 276 hp and 289 lb-ft of torque, which lights up the front wheels via either a 6-speed manual transmission or, for $1,500 more, an 8-speed dual-clutch. Automatic models have a button that provides a short power boost for an extra 10 hp and tweaked shift points for acceleration that feels even more rapid. This mode, which Hyundai cheekily calls “N Grin Shift” is only good in 20-second spurts, and it won’t reactivate for another 40 seconds. That’s a bit quirky, but still fun to tap into on occasion.
Though there’s some low-end turbo lag, the N zips to 60 mph in about five seconds with the dual-clutch; the manual will be a bit slower, though it’s plenty engaging. A buttoned-down suspension and standard Michelin summer rubber provides ample grip, all the better to experience with those beefy bucket seats.
To be fair, Hyundai provided a myriad of small tweaks to the Elantra N this year, including new engine mounts and suspension bushings to take the edge off and revamped electric power steering.
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