This kills a standard Corolla, but an N Line is no substitute for the real N nor even a Civic Si.
2024 Hyundai Elantra N Line review by The Road Beat
Words and pictures: Mitchell Weitzman
Hyundai's Elantra N is the most fun new performance car on sale today for $35,000. It's unexpectedly raucous behavior and speed even is preferred over a RWD GR86 coupe, such is the magnitude of its character and capability. Dumb things down one notch to the N Line, though, and this edition has more in common with a standard fare Elantra than the full-fat N, so it's one very big notch down the ladder. This is still an accomplished car, but there are traits that do limit its daily usability and doesn't fully work as in-between model. If you're after the thrills of the Elantra N, this simply isn't any kind of replacement.
Coming in at $29,825, this sits right in the middle between a base Elantra and an Elantra N. But the price here also coincides exactly with Honda's venerable and extremely populist Civic Si. The Korean Hyundai claims 201-horsepower, while the Japanese Honda churns out 200 horsepower. A close match, no? Let's not get caught up in too many direct comparisons and instead focus on how the Hyundai Elantra N behaves in the real world, because despite those 201-horsepowers generated by the turbocharged 1.6-liter engine, the Elantra N never feels particularly quick when you put your right foot flat on the floor. There's noticeable turbo lag to be had, and then what follows is just not the kick in the pants that you would expect from that kind of power in a small car. 0-60 MPH takes nearly eight seconds, which is a full second behind a Civic Si. What I can commend is the low down performance, where the Elantra N is able to easily maintain freeway speed, even up long grades while in high gear, so it is at least a flexible powertrain. However, it's when downshifting to find the 'meat' never reveals extra oomph you may hope for. As far as speed is concerned, this N Line should just be called the Line, sans the N.
A difference from the mundane mainstream is found with the transmission. While I would encourage anyone shopping for something fun and so-called 'sporty' to choose the actual manual transmission, the N Line bravely offers a seven-speed dual-clutch transmission when most others offer soulless CVTs and autos. However, the automatic of choice for the real N is an eight-speed dual-clutch, a fabulous transmission on merit in nearly all circumstances. On the contrary, the dual-clutch utilized here does deliver crisp upshifts, but the penalty in drivability can be quite shocking. With a throttle pedal that is already rather heavy, the first bit of travel often results in nothing happening, and then you have to wait for the car to respond. I attribute this to the transmission not being able to comprehend how to slip and engage first gear properly, in an orderly time no less. So what ends up happening is you either are left going seemingly nowhere, or you press too hard too eagerly, resulting in an uncomfortable lurch. The Elantra N does not have this problem with its dual-clutch, but this inferior item behaves like a novice teenager driving stick for the first time whenever leaving from a stop. Can you acclimate to it? Yes, but this is 2025 and you shouldn't have to, and even when you do, it's still frustrating at times with how patient and careful you need to be with the gas upon setting off. All the more reason to choose a more involving stick shift. But, what's that you say? You would be correct in knowing you can no longer have an Elantra N Line with a DIY gearbox, but thankfully the actual N still does, as does a Civic Si.
An N Line is certainly more capable than a base Elantra in the corners, but again this is no substitute for the big N. What you get instead is more tepid handling, showing only a moderate uptick in lateral ability over a standard Elantra. I do like the steering with its accurate responses and weighting, but this is not a car to attack corners in, which comes as a disappoint to me. Can it hit turns at ludicrous speeds that will make sensitive passengers sick? Of course, but even a Prius can do that these days. Lacking the fine balance of proper sports cars and sports sedans of its superior sibling, it fades to understeer quicker without strong front end grip nor a trick front differential to lay down power and pull itself out of trouble. I also found turning off lane departure controls a necessity, as the safety system interferes and tugs at the wheel well before leaving the confines of your lane. When setting myself up to enter sweeping turns a little wide to smooth a turn out, the car would just start trying to correct you way too early, resulting in behavior that seemed more dangerous than safe; So turn that junk off.
Yet, for a 30-grand vehicle, the interior is perfectly fine and serviceable, showing a substantial uptick in quality over Hyundais from ten-plus years ago. All the touch points feel solid, and the car displayed zero rattles even on bumpier roads. Space in the back seat is also generous, so passengers likely won't give too many complaints, if any at all. Against a drab Corolla, this environment surpasses that of Toyota's competing alternative, with an increasingly open and airy design of a higher caliber. The leather steering wheel also feels great, and the N Line specific seats offer enough support, but definitely look more impressive than they actually are.
Ride quality is good on most roads, and wind noise is well controlled for an affordable car, both helping with comfort. Gas mileage is decent at 28 MPG in everyday driving, which won't set any records, but also will not drain your wallet at least. The infotainment is simple and easy to learn, and it's actually more user friendly than the system implemented in higher-end Hyundais and Genesis. Also of note is that Apple CarPlay is included, but on this model year, you do need a wired connection to access this convenience, which is a bummer. For just a simple and affordable car to drive each day with some aesthetic pizzazz, the Elantra N Line can do the works, but it plays the role of a pretender too often and does without any real sporting credentials where it could and should.
If you want an actual performer, this serves as no replacement for the Elantra N; Not just one rung lower, but more like five. And as for daily commuting, the normal Elantra is the better choice because the throttle response and overall drivability are better thanks to the annoying dual-clutch auto that's applied here. But where the Elantra N Line really hurts is when compared to its faster and more fun competition from Honda in the shape of the Civic Si. For modest performance at a modest price, the Civic Si has been a longtime standard for a reason, and it remains the standard still today. Now, if you can spend $5,000 more and jump up to the big real N, like Scarface, the world and all its fun can be yours. Take the plunge.
2024 Hyundai Elantra N Line
As-tested price: $29,825
Pros: Improved looks; Relative fun
Cons: Relative fun still isn't that fun; Sometimes annoying dual-clutch transmission
More photos of the 2024 Hyundai Elantra N Line
Thank you for reading our 2024 Hyundai Elantra N Line review. Please subscribe to our email list to never miss one of our honest and blunt car reviews. All images by mitchellweitzmanphoto.com
