Hyundai’s 2027 car lineup brings a new performance EV, familiar sedans, and one notable departure.
Hyundai’s car lineup is getting a little more interesting for 2027, with a mix of carryover models, a new high-performance arrival, and at least one notable departure. Read on to see what’s changing for the Hyundai Elantra, Sonata, and Ioniq 6 for 2027.
Hyundai hasn’t announced U.S.-market changes for the 2027 Elantra and Elantra Hybrid yet, but the all-new Avante revealed for South Korea gives us a good idea of what to expect. The eighth-generation compact sedan is larger than before and adopts a sharper, more upright interpretation of Hyundai’s latest design language, with slim front lighting, pronounced fenders, and a more substantial stance.
Inside, the redesign brings Hyundai’s new Pleos Connect infotainment system, available larger touchscreens, an AI-based voice assistant, and a more spacious cabin.
The Korean-market Avante also previews changes under the skin. A 2.0-liter naturally aspirated four-cylinder remains the standard gas engine there, while the updated 1.6-liter hybrid gains revised hardware, more electric-motor output, and new energy-management features intended to improve efficiency.
Hyundai hasn’t confirmed that the U.S.-spec 2027 Elantra and Elantra Hybrid will mirror those specifications, and its official U.S. model-year announcement says details are still forthcoming. Still, with the new Avante already revealed, we expect the next Elantra sold here to closely follow its design, technology, and powertrain direction.
MotorTrend Ranked: #2 in best compact sedans (2026 model)
New for the 2027 model year, the Ioniq 6 N is Hyundai N’s second high-performance EV and the wildest version of the streamlined electric sedan yet. It pairs two electric motors with an 84.0-kWh battery for 601 hp and 545 lb-ft of torque, or as much as 641 hp and 568 lb-ft in short bursts with N Grin Boost.
Hyundai also gives the Ioniq 6 N an electronically controlled limited-slip differential, adaptive suspension, upgraded brakes, wider bodywork, and 20-inch wheels wrapped in specially developed Pirelli P Zero tires.
As with the Ioniq 5 N, the fun goes beyond straight-line speed. N e-Shift simulates the behavior of a close-ratio eight-speed transmission, complete with paddle-operated shifts, while selectable synthesized powertrain sounds add another layer of theater.
We came away from our first drive impressed by how convincingly those tricks complement the extensively reworked chassis, rather than distracting from it. Although the standard Ioniq 6 is being discontinued in the U.S., Hyundai is keeping the all-new Ioniq 6 N around for 2027 in limited quantities.
The Hyundai Sonata carries over unchanged for 2027, following several years of smaller lineup adjustments after its 2024 refresh. That update gave Hyundai’s midsize sedan its current futuristic styling, a redesigned cabin with dual 12.3-inch displays and a column-mounted shifter, and available all-wheel drive for the first time.
For 2025, Hyundai brought back the SE and added an SEL Convenience trim. For 2026, those midrange offerings were reshuffled again with the new SEL Sport.
MotorTrend Ranked: #3 in best midsize sedans (2026 model)
Like the standard Sonata, the Sonata Hybrid carries over unchanged for 2027. Its most recent notable lineup change came for 2026, when Hyundai added the efficiency-focused Hybrid Blue trim beneath the SEL and Limited. Otherwise, the electrified Sonata continues with the same basic package introduced with the sedan’s 2024 refresh.
MotorTrend Ranked: #3 in best midsize sedans (2026 model)
In an unusual turn, Hyundai has discontinued the standard Ioniq 6 in the U.S., leaving the new Ioniq 6 N as the sedan’s only surviving variant for 2027. It’s a shame, because we liked the regular Ioniq 6 for its strong driving range, exceptionally quick charging, and sleek, tech-forward cabin.
Its unconventional streamliner styling also helped it stand apart, although that same shape was never going to appeal to everyone, and the small trunk limited practicality. Ultimately, availability became the bigger problem. Hyundai pulled the non-N Ioniq 6 from the U.S. before the refreshed model could arrive here, after just a short run in the market.
Remaining examples may still be found at dealers, but going forward, U.S. buyers who want an Ioniq 6 will have to step up to the high-performance N version.
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My dad was a do-it-yourselfer, which is where my interest in cars began. To save money, he used to service his own vehicles, and I often got sent to the garage to hold a flashlight or fetch a tool for him while he was on his back under a car. Those formative experiences activated and fostered a curiosity in Japanese automobiles because that’s all my Mexican immigrant folks owned then. For as far back as I can remember, my family always had Hondas and Toyotas. There was a Mazda and a Subaru in there, too, a Datsun as well. My dad loved their fuel efficiency and build quality, so that’s how he spent and still chooses to spend his vehicle budget. Then, like a lot of young men in Southern California, fast modified cars entered the picture in my late teens and early 20s. Back then my best bud and I occasionally got into inadvisable high-speed shenanigans in his Honda. Coincidentally, that same dear friend got me my first job in publishing, where I wrote and copy edited for action sports lifestyle magazines. It was my first “real job” post college, and it gave me the experience to move just a couple years later to Auto Sound & Security magazine, my first gig in the car enthusiast space. From there, I was extremely fortunate to land staff positions at some highly regarded tuner media brands: Honda Tuning, UrbanRacer.com, and Super Street. I see myself as a Honda guy, and that’s mostly what I’ve owned, though not that many—I’ve had one each Civic, Accord, and, currently, an Acura RSX Type S. I also had a fourth-gen Toyota pickup when I met my wife, with its bulletproof single-cam 22R inline-four, way before the brand started calling its trucks Tacoma and Tundra. I’m seriously in lust with the motorsport of drifting, partly because it reminds me of my boarding and BMX days, partly because it’s uncorked vehicle performance, and partly because it has Japanese roots. I’ve never been much of a car modifier, but my DC5 is lowered, has a few bolt-ons, and the ECU is re-flashed. I love being behind the wheel of most vehicles, whether that’s road tripping or circuit flogging, although a lifetime exposed to traffic in the greater L.A. area has dulled that passion some. And unlike my dear ol’ dad, I am not a DIYer, because frankly I break everything I touch.
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