Not just a facelift
N Line boasts performance at a bargain price that delivers more than a new trim package
The rear, too, is elegantly styled in a design that won’t age quickly. All in all, it’s visually appealing from every angle, making the previous generation Elantra suddenly look old. — Derek Mcnaughton
Automakers who use Germany’s Nurburgring to test and develop their cars often need such a demanding track because the car in question is of such high performance it needs that kind of room to run. So it was just a little curious that Hyundai would invest so much time and money, hogging precious track time at the Ring, for the 2021 Elantra, a key player in the compact four- door sedan class.
As it turns out, Hyundai’s reason for being at the Ring was to develop an Elantra N Line alongside a “trackready” Elantra N, following the debut of the 2021 Elantra sedan and Hybrid, both of which benefit from chassis tuning and other improvements gleaned from so many hours on the track.
While the track- ready Elantra N will be a holy terror with a 2.0- litre turbo-four and 280 horsepower managed via an eight- speed automatic or six- speed manual, the N Line turns a basic Elantra into somewhat of a performance bargain that’s more than just a trim package.
Starting at $ 27,599, the Elantra N Line gets a unique interior and exterior, 18-inch alloy wheels and performance tires, a seven-speed dual clutch transmission with paddle shifters, a 201-horsepower four- cylinder engine, bigger brakes, and a host of chassis improvements over the standard 2021 Elantra, transforming a humble sedan into a holy cow of a car.
Starting with the most obvious sheet metal crease this side of a Lamborghini, the new Elantra squints with a face that neither a Ferrari nor an Audi designer would sneer at. The rear, too, is elegantly styled in a design that won’t age quickly. All in all, it’s visually appealing from every angle, making the previous generation Elantra suddenly look old.
Proportions are up, the car now lower, longer, and boasting more rear-seat legroom and overall passenger volume than the Mazda3, Toyota Corolla, and Honda Civic, though the Civic still holds a small lead in trunk space. It certainly feels roomy inside, with good visibility all around and the back seat is usable. Compared to previous iterations of Elantra, the new seventh-generation car is by far the most spacious.
Starting at $17,899 for the base car that indeed comes with a six-speed manual, the price rises through the five trim levels: Essential, Preferred, Hybrid, N Line, and the Ultimate that tops out at $28,299. Trims other than the N Line or Hybrid get the same 2.0- litre gasoline multi- port- injection engine from the outgoing car.
Producing 147 horsepower and 132 lb- ft of torque, the raw numbers might not sound impressive, but when married to the variable automatic transmission, the coupling creates a decent amount of hustle. No one is going to smoke the doors off a Miata, but the Elantra can still hold its head high with good enough thrust and an excellent feel to the automatic that eliminates the whiny nature of other CVT s.
Handling feels tight and sure. Only modest lean is present when pushing hard into the corners. Steering isn’t exactly generous with feedback, but it’s easy to negotiate. Yes, there is some engine noise when the outer limits of full throttle are explored, but the transmission performs admirably in all aspects of everyday driving, shifting much like a regular automatic and not getting confused. The chain drive and wide ratio pulley system are on point.
The Hybrid uses a different engine, a 1.6L Atkinson- cycle four cylinder with 104 horsepower and 108 lb-ft of torque. It teams with a 43- horsepower electric motor drawing power from a 1.32 kwh lithium-ion polymer battery under the rear seat to produce another 125 lb.- ft. of torque. Together, the system has a net output of 200 lb.- ft. of torque. The engine and electric motor work in conjunction with a six- speed dual- clutch transmission.
We spent all our time in the top- shelf Ultimate with the Tech package, and most people would think they were sitting in a compact Mercedes if they didn’t know the brand of car beforehand. Sweeping across the centre console is a 10.25-inch colour touchscreen with excellent graphics and a sharpness and clarity that should embarrass Toyota. This is how you build a colour touchscreen.
Safety, too, is enhanced, however to get blind- spot monitoring with rear cross traffic alert — two of the most effective safety features today — requires a step up from the base Essential line to the midrange Preferred trim. If safety is a priority, why not make it standard kit?