2025 Hyundai Elantra N DCT First Test: The Most Fun for Under $40K?

Front-drive heroes are nothing new to the tuner and import communities—and America finally getting the Honda Civic Type R for two generations has helped legitimize the breed—but Hyundai would like a word. The dearly departed Veloster N left big shoes to fill for the brand in the sport compact space, but its flaws, namely an overly harsh ride, left a lot of room for improvement. Enter the Hyundai Elantra N, which brought much improvement when it arrived for 2022, capably carrying the oddball Veloster’s torch in its slightly manic hands. 

While it’s true the Elantra N is a more conventional car—it’s a sedan vs, a weirdo three-door hatchback—its layout and size make it more practical for daily use while building on the dollars-to-smiles ratio of the Veloster. Refreshed for 2024, we previously tested the manual-transmission version. Now it’s the dual-clutch automatic’s turn at the test track. 

Some Type R-Beating Numbers

We’ll get the objective stuff out of the way first. The Elantra N makes 276 hp (or, briefly, 286 via the N Grin Shift function) and 289 lb-ft of torque from a turbocharged 2.0-liter inline-four. Power is sent to the front wheels via either a six-speed manual or eight-speed dual-clutch transmission (DCT). Our DCT test car tipped the MotorTrend scales at a modest 3,334 pounds. 

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Whipped into a frenzy, the Elantra N ran from 0 to 60 mph in 4.7 seconds, blasted through the quarter mile in 13.3 seconds at 106.7 mph, and completed our figure-eight test in 24.3 seconds at an average of 0.80 g. By comparison, the 315-hp 2023 Honda Civic Type R touched 60 mph in 5.3 seconds, the quarter mile in 13.9 seconds at 104.2 mph, and lapped the figure eight in 24.5 seconds at an average of 0.73 g. The Type R is 169 pounds lighter, too, although it was equipped with a six-speed manual, its sole transmission. The Type R’s weight does edge it ahead in braking, though, with a 104-foot stop from 60 mph against the Elantra N’s 105 feet. 

Perhaps even more impressive was how much the DCT car improved on the manual Elantra N, which hit 60 in 5.7 seconds, covered the quarter in 14.3 at 100.0 mph, and sashayed around the figure eight in 25.2 at 0.73 g. 

And just for fun, let's look back at the 2021 Veloster N’s performance. Outfitted with a DCT, it packed 275 hp and weighed 3,166 pounds. The 0–60 run took 5.1 seconds, the quarter mile 13.7 at 102.9 mph, and the figure eight 24.7 at an average of 0.76 g. 

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[Hoonage Intensifies] 

At the test track or on the road, activating the launch control and pushing the N Grin Shift button sends it the car rocketing forward accompanied by furious engine sounds (that inspired the fake noises in the electric Ioniq 5 N) and tire slip on the first-to-second shift. Our preferred handling setup for max attack put the engine in Sport+, the steering in Sport+, the e-LSD in Sport, the traction control off, the transmission in Sport+, and the exhaust in Sport+. Do that, and you’ll have a balls-out berserker on your hands. 

With so much aggression on tap, you might think this Hyundai might go over the edge, be out of control. Heavens, no. The days of FWD cars spoiled by torque steer are long gone, and the Elantra N is quite tidy on its feet; there's no need to fight it. Focus instead on things like nailing your driving line and technique so you can go faster. The N’s fleetness is helped along by the magical limited-slip differential, which allows you to go hard to the throttle well before corner exit without even a whiff of wheelspin. All the while, the DCT is snapping off up- and downshifts, quick and smooth, maintaining the car’s athletic balance. The steering, too, clearly communicates how much grip is left at the front tires via a right-sized and properly sporty wheel.  

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If you’re looking to maximize the car’s stopping power, know the brakes are governed by pedal pressure rather than by pedal travel. That’s how it works in cars such as the Porsche GT3 RS and Lamborghini Huracán STO, and it’s thus a surprisingly racy characteristic to find in a car at this price.  

This is not to say the car can’t also be enjoyed away from closed-circuit situations. The eagerness to go! go! go! and the liveliness inherent to the steering and chassis don’t go away just when speeds fall; this car is a hoot no matter what you’re doing. Of course, the upshot is that it's sorely tempting to turn each commute into a qualifying session where you rocket around city corners and stress-test the speed limit because driving normally is just so boring, god. The Elantra N rejects the mundane and injects spicy fun into the blandest of journeys.  

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What’s the Elantra N like to live with? Well, it’s like an eager, aggressive puppy; it never lets you forget what it’s all about, with more noise, vibration, and harshness than your typical commuter car. Enthusiasts will be pleased, including with the firm but largely compliant ride, but those who don’t want their car to feel white-hot and alive should look a step down in the lineup, at the Elantra N Line. It’s nice to see a physical handbrake, and the glowing seat logos add a bit of theater at night. The bolstered bucket seats are tight yet supportive, blessedly nothing like the Veloster N’s seats, which we recall as feeling like plywood with vinyl stapled to it. The different drive modes are easily accessible via a single button, and of course the different N settings are within your thumbs’ reach. 

The Elantra N’s interior is rather basic, but it’s also functional, straightforward, and easy to use. The digital displays are clear, and it’s easy to toggle the central screen between Apple CarPlay/Android Auto and the built-in Hyundai experience. The radio and climate controls are all largely physical, including a volume knob, as well. Naturally, all the better qualities inherent to any Elantra are here, too, including the spacious back seat, roomy trunk, and generous standard feature set. 

Shortcomings

There are a few demerits. 

For one, Apple CarPlay and Android Auto aren’t wireless, so you’ll need a cable, and there’s no adaptive cruise control. Both seem like strange omissions in 2025. If you live somewhere that experiences winter, the non-heated steering wheel (increasingly available in this class) might be a bummer, and the car’s turning radius is on the big side, so keep that in mind in tight parking lots. Fuel efficiency—at 20/27/23 mpg city/highway/combined—is OK for a racy car like this, but it’s not spectacular.  

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Finally, the cherry-red chassis brace in the trunk looks rad as hell but severely eats into practicality if you need to fold the seats down for anything. You can shove a ski bag through it if you’re motivated enough, though. And, again, even with last year’s improved damping, the ride “comfort,” no matter the drive setting, typically falls between sliding down a gravel driveway on a thin, plastic sled and a consistent yet firm paddling by a disappointed nun. You feel every nook and cranny, even if their edges are nicely rounded off.  

You Won’t Care

But here’s the magical part: You. Won’t. Care. 

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We shower praise where praise is due: Hyundai did a fabulous job with this car. It is a standout in its class and niche. If you dismiss this car because of some kind of outdated brand snobbery, wake up—or get your doors blown off.  

After spending a week with the Elantra N, we’re still in disbelief this car exists, that such approachable, capable performance is available to just anyone who can pay its modest price. We love the Honda Civic Type R, but this car is significantly cheaper and not significantly worse. Sport compact fans owe it to themselves to check out this car as soon as possible; niche products like this one are often gone in the blink of an eye. 

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