hatchback Archives — Auto Trends Magazine

N Line performance comes to Hyundai.

The N Line is the new name for the previous Sport.
Lots of updates, including performance tires set within alloy wheels.

Hyundai offers the compact Elantra in sedan and hatchback body styles, the latter known as the Elantra GT. For 2019, the first “N Line” model arrives, this one serving as the top trim for the GT.

The N Line replaces the GT Sport, but it represents much more than a name change. Indeed, this particular model benefits from stiffer engine and transmission mounts, taut springs, enhanced steering and shocks tuning, and new front and rear sway bars.

Ultimately, when you hear “N Line” you should know that it represents the entry-level style and performance category for Hyundai’s wider N performance line. Models denoted with just an “N” supply maximum power, something we’re seeing in the all-new Veloster. It is doubtful we’ll witness an Elantra GT N, but the N Line offers its own design and performance characteristics, which we’ll explore as we discuss the model at hand.

2019 Hyundai Elantra GT

Hyundai offers the standard Elantra GT ($20,450), the N Line with a manual transmission ($23,300), and the N Line with a dual-clutch automatic transmission ($24,400). This front-wheel-drive five-door hatchback holds five.

The Elantra GT competes with the Mazda 3, Volkswagen Golf, and the Honda Civic. In particular, the Golf STi and Civic Si are the nearest competitors to the N Line.

N Line Design

If the Hyundai Elantra GT N Line evokes a reminder of the Volkswagen GTi, that’s on purpose. Its silhouette is sporty, with pulled-in corners and a lowered stance. A bold mesh grille, large air intakes, sleek LED lighting elements, crisp lines, beautiful 18-inch alloy wheels, and a rear diffuser with dual exhaust, mark this model. Subtle design elements, including black side mirrors and black beltline trim, are also evident. There’s nothing “budget” about the N Line, rather there’s a quiet sophistication that should appeal to a certain breed of shoppers.

Inside, the N Line verve continues with its N Sport, bolstered bucket seats. They’re leather-trimmed with contrasting red dual stitching. The steering wheel and shifter are wrapped in leather, but that sliding armrest is covered in imitation leather. Hyundai did a remarkable job with making it feel like the real thing, however.

Red stitching and leather trim are N Line hallmarks.

Two large dials occupy the instrument panel. To the left is the tachometer. Set within it is a smaller gas readout. To the right is the speedometer. And set within that is the fuel gauge. Smack in the middle is a digital driver’s information center. A layered dashboard, a sporty steering wheel (no flat bottom!), metal pedals, and red trim surrounding the vents are among the more fetching visual cues present.

Practically speaking, the N Line is very comfortable for two, manageable for four, and very tight for five. Back seat legroom is lacking, which is typical of the segment. Figure that most owners buy this car for their ride and fold down the rear seat for long trips away from home. In doing so, you’re rewarded with 55.1 cubic feet of storage space, up from the standard 24.9 cubic feet.

On the Road

The power under the hood is one thing. How any car ultimately handles is what makes all the difference.

With the N Line, Hyundai swapped out its torsion-beam rear suspension for a multi-link setup, which combined with its rigid body and balanced chassis, enables this hatch to cut up corners and stay planted on the road. Steering is light, yet accurate. Torque steer barely registers and when it rears itself, it isn’t the distraction it might be on other models.

The 1.6-liter turbo-four makes for a proper match for the little hatchback. The turbo spools up quickly and with authority. Our test model had the 7-speed dual-clutch transmission, which is an upgrade from the 6-speed manual gearbox. We relished the idea of driving with the manual but made do with the automatic and the steering-wheel-mounted paddle shifters. In any case, your 0-to-60 mph time should approach 6 seconds, which is laudable.

With lots of twisty roads ahead of us, we sought them out with glee. The N Line did not disappoint as it pushed its way into every curve and pulled out again without any negative drama. In fact, except for the most angled curves, we didn’t have to release the gas pedal — the N Line stayed within the lines.

Style, power, and performance mark this very special Elantra GT version.

There are a few points to keep in mind about the engine. It certainly is capable, but it is quieter than what we’d expect. Further, the exhaust doesn’t burble and toot to the extent we’d want. Perhaps Hyundai wanted to make a distinction between N Line and N models — we haven’t tested the latter yet, however.

What we’d like to see from Hyundai is available all-wheel drive, especially in a model to take on the “no longer offered in the U.S.” Ford Focus RS. We know Hyundai has been testing an i30 N in Europe (the i30 is another name for the Elantra) and that move would elevate Hyundai’s performance brand to also take on the Volkswagen Golf R. We think this will happen, perhaps in Veloster guise, which would give Hyundai a level of performance excitement we haven’t seen since the Genesis Coupe.

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If you’re shopping the Elantra GT and want a performance edge, then the N Line is worth a look.

Our N Line tester retailed for nearly $30,000 as it included the dual-clutch transmission and the Tech Package ($3,850). That package bundles such items as a panoramic sunroof, navigation, ventilated front seats, a premium audio system, wireless charging pad, and expanded driver-assist features, including adaptive cruise control with full stop and go.

Importantly, the N Line adds many of the tuner features enthusiasts want. That said, the aftermarket parts industry has an assortment of electronics, fuel delivery and exhaust systems, and kits to stir your heart. And with Ford, Chevy, and Dodge cutting back or retreating from the segment, Hyundai offers a compelling hatchback to replace your old ride.

2019 Hyundai Elantra GT N Line Specifications

Hyundai	2019 Elantra GT N Line
Segment	Compact Hatchback
Price Range	$23,300 or $24,400
Destination Charge	$930
Standard Engine	1.6-liter, turbo I4
Horsepower	201 @ 6000
Torque (lb.-ft.)	195 @ 1500~4500
Transmission	6-speed manual; 7-speed DCT
Seating	5
Curb Weight (pounds)	3,014 to 3,155
Wheelbase (inches)	104.3
Length (inches)	170.9
Width (inches)	70.7
Height (inches)	57.7
Headroom (f,r…inches)	39.1; 38.5
Legroom (f,r…inches)	42.2; 34.8
Shoulder room (f,r…inches)	56.2; 55.4
Hip room (f,r…inches)	TBD
Storage (cubic feet)	24.9; 55.1
Gross vehicle weight (pounds)	4,079
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	Regular
Fuel Tank (gallons)	14.0
EPA Fuel MPG (city/highway/combined)	25/32/27
Manufacturing Plant	Montgomery, Alabama

Throughout the long reign of the Ford Mustang, several different platforms have underpinned this iconic pony car. Probably the least popular was the Mustang II, which shared the same platform supporting the lowly Pinto, a subcompact model. The Pinto was a poster child for 1970s-era crappy car design, although the Chevy Monza and AMC Gremlin also offered a strong challenge.

Once Ford got their engineering priorities in place, the Fox platform took over, powering the third-generation Mustang from 1979 through the 1993 model years. Yes, things certainly began to improve for Mustang with its arrival, so let’s take a look at some interesting facts about the Fox-body style.

The third-generation Ford Mustang included a convertible body style.

Launched in 1978

The Ford Fairmount and Mercury Zephyr were the first two models underpinned by the Fox platform, a rear-wheel-drive unibody chassis. Both of these five-passenger cars were introduced for the 1978 model year and were available in two- and four-door configurations as well as a wagon.

For 1979, the Ford Mustang and Mercury Capri were rolled out as twin models. In the Mustang’s earlier years, the Cougar was the Mercury version of the Mustang while the original Capri was a captive import from Germany. After the 1986 model year, the Ford Motor Company dropped the Capri, allowing the Mustang to resume its position as the automaker’s lone pony car.

Ford took full advantage of the Fox body, by rolling out more upscale models, including the Ford Granada and later the LTD. Lincoln got the Continental while the Ford Thunderbird, Mercury Cougar, and eventually the Lincoln Mark VII each was underpinned by a modified version of that platform.

The Ford Ranchero was the lone car-truck model built on the Fox platform, a poor-selling alternative to the El Camino and available only in the 1981 and 1982 model years before it was discontinued.

In all, the Fox platform spanned 15 model years and involved 11 nameplates, but as you might guess the Ford Mustang was the best selling and longest lasting Fox-body model in the group.

A Variety of Engine Choices

As for the Mustangs of that era, these models continued with the 2+2 seating configuration that has always defined pony cars. Available in two-door coupe, three-door hatchback, and convertible body styles (the latter was introduced in 1983), the Mustang line featured a wide range of engine choices spanning I4, I6, V6, and V8 arrangements.

The smaller I4 was from, you guessed it, the Ford Pinto and was offered to give the Mustang a fuel-efficient model. Indeed, 1979 was the year of the second Arab oil embargo of the 1970s with the auto industry attempting to respond with more fuel-efficient models. Unfortunately, that move came at the expense of power as 88 horses meant that the base steed was severely underpowered.

But at least Ford didn’t abandon power completely, as it offered a turbocharged version of its inline-four-cylinder engine, which increased horsepower by 60 percent or buyers could choose a 2.8-liter V6, a 3.3-liter inline-six, or even the 5.0-liter V8. That latter engine disappeared for a few years in 1980 in favor of a 4.2L V8, but eventually returned and included a high-output option in 1985.

By the mid-1980s, Ford and other automakers began to figure out how to make engines work more efficiently, by introducing fuel injection and pairing those engines with more modern transmissions.

Succeeded by a Modified Fox Platform

By the time the early 1990s rolled around, Ford’s Fox-body platform had run its course which meant that something new, or in the Mustang’s case, something heavily modified needed to be offered. Yes, the fourth-generation Mustang introduced in 1994 was all-new, but underpinning that steed was a fresh Fox-derived platform–code-named SN-95—used by Ford for yet another 11 years.

Public domain photo acquired from Wikipedia.

hatchback

N Line Debut: 2019 Hyundai Elantra GT