That’s all well and good, but there’s so much going on in the performance pages screen that it’s almost overwhelming. More than just simply being able to adjust the “engine” – though you can do that, too – you can adjust the e-LSD, ESC, steering and so on. Altogether, there are seven different parameters to play with, and I have the distinct feeling that most drivers will access this screen maybe once and forget about it thereafter, unless they were really in to tracking their Elantra N.
Manual or auto
I’ve also had the good fortune to sample a manual-equipped model, and while I assumed this would be a slam-dunk choice for me – manual over auto – I’m not so sure. The feel is a little rubbery, the throw a little long and I would ask for a more positive sensation when a gear engages. The auto is so darn fast, too, plus you get NGR so I’d have to think a lot longer and a lot harder about the decision.
One thing that remains mostly constant regardless of your transmission choice is how well the Elantra N handles. It gets adaptive suspension, electronic limited slip differential, bigger brakes and a livelier steering rack than its stablemates – not to mention a brace behind the rear seats that increases torsional rigidity by 29 percent – which all combines to provide the kind of handling hitherto reserved for the FWD GOATs like the VW GTI and that Si that always seems.
Speaking of trunk brace: even with it, you can still fold the rear seat, but it doesn’t split and threading longer items through there does present an added challenge.
But boy, does that added stiffness play well in to the rest of the chassis and steering calibration, though. Instantaneous turn-in and precise body control are the words of the day here, and if you happen to start losing grip on that inside front tire, the eLSD steps in to reign it all in.
I of course took the Elantra N on the mountain road where I’ve tested scores of performance cars and SUVs over the years, and I could really feel all the chassis components working in concert here. Just when I’d feel that inside wheel spinning, the outside wheel got the power it needed to pull me through. Aside from a slightly livelier tail then expected under braking – that throws the weight forward, reducing rear traction – partly due to the Michelin Pilot Sport 4S tires not totally jiving with the damp conditions I was facing, the Elantra was up to the task presented by this challenging route full of second and third gear corners and long fourth-gear sweepers.
I can’t recall how many times I caught myself saying “what a CAR!” during my time with the Elantra N; it’s a vehicle that continues to surprise and impress the more you drive it. From its aggressive looks and body cladding to its exhaust report and everything in-between, this is a compact car that’s an event like a precious few others I’ve driven – and all for less than 40 grand.
We like
Incredible chassis
Punchy, burbly powertrain
Well-calibrated interior
We like less
Performance pages are a little much
No wireless CarPlay or Android Auto
Trunk brace makes loading longer items a challenge
The competition
Honda Civic Si
Volkswagen Golf GTI
Volkswagen Jetta GLI
