MSRP: $34,800- 36,300
8.3 /10
Rating
Pros
- Shifts Like It’s Angry
- Looks Dare You Twice
- Grin Mode, Activated Daily
Cons
- Back Seat? Pack Light
- Your Right Foot’s Enemy
- Buttons Good, Tech Dumb
2024 Hyundai Elantra N DCT review with Vyocar
The Elantra N’s exhaust doesn’t just sound aggressive, it performs like it’s got something to prove every time you press the throttle.
Overview
Right away, the sharp look grabs your attention, like it’s trying to pick a fight in a grocery store parking lot. The handsome update gives it a more cohesive design compared to the overly busy 2023 version, and all the tweaks from the updated headlamps to the rear bumper actually feel intentional this time. It still has that polarizing vibe, especially up front with the front chomp, but at least now the badging and 19-inch wheel design back it up with actual performance.
Fire up the 2.0-liter turbocharged inline-four and you get 276-hp (yeah, 276-horsepower, just to make the internet happy), which delivers surprisingly punchy straight-line performance for a sports compact sedan in this price range. With a sport-tuned suspension system, adaptive suspension, and grippy tires, it doesn’t flinch even when you do. Plus, the performance knob lets you customize drive modes without needing a PhD in menu navigation.
It’s got enough delinquency to keep you grinning, enough style to keep your friends from roasting you, and enough unbeatable value to make any comparison test with a Volkswagen Jetta GLI, Honda Civic Si, or even a distant 911 fantasy feel like a win. It might not fix your image overnight, but among car enthusiasts who know the Hyundai brand isn’t just Ioniq 6 EVs and corporate fleets, this sedan definitely stands out. It’s a performance car for people on a limited budget who still want something good looking, aggressive, and full of electrifying character through the model years and down every road.
What’s New for 2024
The noteworthy changes for this year aren’t flashy, but they’re smart. You’ve got subtle physical changes like new headlights, taillights, and front bumpers, plus a cleaner hood and tighter rear bumpers. The revised steering wheel, updated shift knob, and fresh 19-inch wheel designs sharpen the cabin vibe. Underneath, updated rear-suspension bushings, new steering components, and a reinforced engine mount help improve performance where it actually matters. Toss in better driver assist features, improved software, and upgraded tech, and this Hyundai feels properly refreshed without pretending it’s a full-on generational change. Even the H logo in black looks a little meaner, and the seats finally back the performance-oriented updates with proper support.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
The 2.0-liter turbocharged four-cylinder is the main course of this new car, and despite the timesheet specifications, it’s way more than just numbers. With 276-horsepower and 289 lb-ft of torque hitting at 2,100 RPM, this thing has real punch, solid midrange power, and zero falloff when you’re pushing it through corners. Thanks to the overboost feature, power temporarily jumps to 286-hp, letting you hit 60 mph in 4.8 seconds, and a 13.4-second quarter-mile at 106 mph, which puts it near sports sedan territory.
The eight-speed automatic with N Grin Shift handles swift shifting like a pro, but the six-speed manual and its meaty shifter is for the traditionalist who still wants three pedals, attitude, and the occasional drifts when nobody’s looking. It’s front-wheel-drive, but the longer wheelbase, chassis tuning, and engine configuration give it just enough surefootedness, aptitude, and poise to keep torque steer in check. Whether you’re slicing up a British hillclimb, chasing Miata dreams, or taunting a Jetta GLI, the crisp handling, accurate steering, and compliant ride smooth out imperfections and make even rough roads feel entertaining.
The boosted throttle response and sound from the active exhaust produce bangs, pops, and that sonorous exhaust note that sounds way better than most of what’s on TikTok or your friend’s iPhones. And while it doesn’t try to mimic rear-wheel drive, the fun factor, recording worthy noise, and how it vanquishes every rival in this spicy sport compact segment puts it ahead of not just the Hyundai Veloster N, but even puts a dent in the M cars, Toyota GR86, and some wannabe hatchback heroes trying to act premium. It may not be the snappiest on paper, and sure, BMW fans won’t trade keys, but the engine, the gear, and the quality of progress you feel at full throttle make it impossible not to smile.
Fuel Efficiency and Real World Testing
Look, fuel-efficient isn’t the first word that comes to mind when you’re wringing out a 276-hp turbocharged compact on some twisty mountain highway, but the real-world results? Not bad. I did a 42-mile daily round trip for a full week, splitting between stop-and-go city traffic, some lazy freeway stints, and a few steep suburb hills just to spice it up. The manual version averaged 31.2 mpg not exactly hypermiling, just driving in normal mode, foot light on the throttle, with restrained A/C use. Took it out on a Saturday for a longer cruise from San Bernardino to Santa Clarita, about 72 miles each way, mostly flat terrain at a steady 72–75 mph. That leg gave me a clean 34.6 mpg, confirmed using the old fill-up method. Then I got stupid and hit Angeles Crest Highway, tossed it in N Mode, engaged the rev-matching, and pushed it hard 18.5 mpg. Still worth every drop. EPA claims 21 city, 29 highway, but if you’re not out there acting like every driver’s a sport run, it’s relatively easy to beat that. Just know this thing has enough character, power, and performance to tempt your right foot into murdering your efficiency. It’s a fun seat to be in, but the mileage drops fast when the drive gets spirited, and yeah, I’m okay with that.
Interior and Comfort
The interior doesn’t pretend to be luxury, but it delivers where it matters with clean finishes, real buttons, and tactile controls that are actually easy to use. The front sport seats bring solid lateral support and aggressive bolstering that keep you planted, yet stay comfortable for long drives. The driving position is low and natural, with good pedal spacing, a well-shaped steering wheel, and enough range of motion to avoid feeling cramped.
Rear seats offer decent rear headroom and ample room for tall passengers, and thanks to wide doors, rear entry is smooth without needing to duck every time. The swoopy design doesn’t wreck outward visibility, and the climate control system keeps the cabin temperature stable with quick cooling that works even in traffic. Yes, there are hard plastics, but they’re balanced by soft leather touches, and far better than what you’d find in the standard car.
On the move, road noise and wind noise do creep in, especially at highway speeds, but it still holds its own next to a Volkswagen Jetta SEL or Volkswagen Golf GTI. The suspension setup can feel firm over sharp bumps, but it doesn’t punish you unless you’re expecting a Hyundai Palisade level of plush. For the price, the performance ratio to comfort is solid, and everything from the driver’s seat to the shifter and clutch feels supportive and well thought out.
Cargo & Practicality
If you’re hoping this small sedan could moonlight as a Hyundai Venue, let’s dial that back real quick. The trunk gives you 14.2 cubic feet of storage, which isn’t bad, but don’t expect magic tricks. The bright red latticework from the N division isn’t just for flair. That fixed chassis brace sitting behind the rear seat is there to stiffen the car for handling. Cool for corners, annoying for Costco. There’s no folding the rear outboard seat down like you would in a hatchback rival like the Volkswagen Golf R, which gives you actual usable space and a pass-through.
And if you’re wondering about child safety seats, good luck wedging them into the spacious back seat with that brace in the way. The anchors are there, but it’s tight. The storage area is deep, sure, but a small center console and slim door pockets don’t help with everyday usability. Even the cushions feel like they were designed by engineers who assume you’re never carrying passengers in the back. Honestly, unless you’re oddly nostalgic for rear-facing seats from the 80s, this isn’t the kind of cabin built for flexibility. It’s more like, hope you packed light and love a good driving position.
Tech & Connectivity
The in-car tech is a mixed bag, but at least it tries harder than a base VW Jetta 1.5T. You get a decent array of standard driver aids, and while things like adaptive cruise control and braking systems mostly behave, there’s the occasional twitchy glitch, especially when it throws out false warnings like it’s trying to keep you humble. The built-in navigation system technically works, but inputting addresses feels like filling out a tax form on a microwave. Thankfully, Apple CarPlay and Android Auto show up as the smarter choices and are simple to use, especially when you’re done adjusting every menu just to turn on the climate control. Compared to the Hyundai Tucson, this setup feels more streamlined, but it still won’t win awards for polish. The driver aids do their job without acting like overbearing hall monitors, and the whole suite is solid enough for daily driving with an automatic transmission. If anything, the Hyundai team gave this tech package a robust push to keep it competitive with newer models, even if the voice commands still sound like they peaked in 2016.
Safety
No one buys this thing for its safety features, but credit where it’s due the standard features aren’t just filler. You get all the expected driver-assistance technologies like blind-spot monitoring, lane-departure warning, lane-keeping assist, and rear cross-traffic alert, and they actually do their job without nagging like an old GPS. Automated emergency braking and pedestrian detection are also baked in, and they respond quickly enough to stop you from embarrassing yourself in a parking lot. Both the NHTSA and Insurance Institute for Highway Safety gave solid crash-test results, and while the IIHS isn’t tossing out gold stars like candy, the car holds up well for what it is. Nothing feels cutting-edge, but it doesn’t feel cheap either, more like competent, in a “Hyundai engineers probably owned one themselves” kind of way.
Warranty and Maintenance Plan
If there’s one perk that actually makes you pause and nod in approval, it’s the 10-year/100,000 mile warranty. Hyundai and Kia have been clinging to this move like their lives depend on it, and honestly, it still works. The powertrain warranty runs for a full 10 years or 100,000 miles, while the limited warranty covers 5 years or 60,000 miles, which smacks down most rival models without breaking a sweat. Then there’s complimentary maintenance for three years or 36,000 miles, and while it won’t cover everything, it’s still more than you get from half the brand names in the segment. For a car this fun, knowing maintenance is partially covered just adds a little peace of mind while you’re out racking up tire bills pretending you’re in a spec series.
Final Verdict
In a world where most sports cars flirt with subtlety, this thing shows up unapologetically aggressive, like it skipped the small talk and just yelled “let’s go.” Compared to a Mazda3 Hatchback or even a base GTI, the price feels like a shocking achievement for what you get especially when similar price tags elsewhere usually buy you soft seats and mild regrets. It’s not rear-wheel drive, and it won’t out-corner a GR Supra Manual, but it also doesn’t ask for $10,000 extra to be faster than half the hot hatches out there. The dual-clutch pulls hard, the looks are vulgar in the best way, and unlike the previous generation of dialed-down wannabes, this one goes all-in. It’s the kind of car that makes the Civic Type R look like a safe choice and reminds you that front-drive can still be fun without begging for validation. Whether you’re considering a CTR, a stick shift option, or something Honda adjacent, this still stands out as a unique addition that actually accomplishes what others pretend to. Would I recommend it? Only if you hate being boring and want the maximum sporting experience without refinancing your soul. Those are its strengths, and in comparison to a typical VW, it’s just more enjoyable.
More images of the 2024 Hyundai Elantra N DCT
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