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This is true. Another blow from N.

Hyundai Veloster N is our 2020 best performance car of the year. A branded hatchback known for its discounted prices and premium warranty beats Lotus, Porsche, McLaren and even the new C8 Corvette cars. Even we were shocked, and we were the ones who gave it the prize.

Not that we should be surprised. Hyundai is not known for performance, but the person who made Veloster N must be. The team is led by Albert Biermann, the former head of BMW M, who was poached by Hyundai in 2015. He is responsible for the Kia Stinger and Genesis G70, both of which are excellent cars. Veloster N was his first front-wheel drive project and he eliminated it. Now there is a bigger Elantra N. It is even better.

This Elantra N is the first N model on Hyundai's next-generation front-wheel drive platform. It supports cars and crossovers and uses many of the same ingredients as Veloster N. The 2.0-liter turbocharged four-cylinder engine still exists and now produces 276 horsepower and 289 pound-feet of torque. This automatically enters the front wheels via a six-speed manual or eight-speed dual clutch connected to the torque vectoring front differential. Cars equipped with DCT also have a button that activates over-boosting for 20 seconds, which adds an additional 10 horsepower. The new platform allows the use of wider tires than those on Veloster N and Kona N, so the hot-selling Elantra is equipped with 245 series 19-inch Michelin Pilot Sport 4S tires, which are currently one of our favorite tires. The car has launch controls, adjustable drive modes, adjustable suspension and a sturdy platform, plus great seats and a positively improved appearance.

This is a riot. A day of intense autocross and lap times on the Sonoma circuit showed that Hyundai's N team is focused on the right things. They don't just make stopwatch cars. It's refreshing.

Between six-speed manual and eight-speed DCT, you really can't go wrong. Six-speed is a treat. The shifting action may not be the crispest you can buy, but it is weighty and straightforward. The transmission is not too high, which is welcome. The eight gear ratios of the DCT are tighter, which means it accelerates faster, and the gearbox has the good mechanical feel of the DCT that we like. On the track, staying in the car, Hyundai’s dual clutches are as intuitive as automakers’ similar transmissions, which charge hundreds of thousands of dollars for their merchandise, shift gears at the right moment, and keep you in every corner. The correct gear. However, modern DCT startup control seems to be more of a gimmick than a useful additional feature, requiring multiple steps to activate-even then, it may not work. The manual is difficult to roll off the assembly line quickly, and a hard start will bring about the pedaling of the axles and some really unpleasant noises from the front end.

Although this is essentially the same engine as Veloster N, its power has increased by 5 horsepower and torque has increased by 29 lb-ft, which is what you really notice. It makes the engine feel more refined, and the lag is significantly reduced at lower RPM. I did an automatic crossover completely in second gear, and even the slowest and sharpest turns did not change the first feeling.

The overarching theme here is balance. Yes, drive it like an idiot and you can make an Elantra N plow. Even if it starts to push slightly at the corner, the elevator will bypass and align the rear. The torque vectoring front differential is also effective, and is evident in fast turns in autocross and on the track, especially in Sonoma's dreaded downhill carousel. When power is applied, the front end starts to track inward instead of pushing, which allows you to slightly loosen the steering lock and exit the corner faster.

This is a car that is very easy to accelerate. I had never been to Sonoma before the Elantra N media event, but after a few laps behind Hyundai TCR driver (and series champion) Michael Lewis, I felt comfortable going through faster corners and knowing the difference. The device is working and the front end is conveying information that the car needs to drive fast. On the track, the engine is not necessarily the most exciting thing in the world — this is not a 911 GT3, or even the high-revving four-cylinder engine that Honda used to make — but it is capable and easy to handle.

The brakes are strong, and the larger 14.2-inch front rotor will not fade after repeated violent stops. Biermann is proud that the company has achieved excellent braking performance on the Elantra N without having to purchase expensive equipment from major brake suppliers, making the brake setting work on the N easier. He's right, the brakes are great, good for dozens of laps without pedal lengthening or any disturbing behavior-although they work best when rolling in. Heavy applications deep into the braking zone will cause instant lockup, because ABS will figure out what you are doing.

Hyundai believes that Elantra N’s natural competitors are Civic Type R, Subaru WRX and Volkswagen’s GTI. This is a fairly extensive car, each with its own fan base. Elantra provided himself with reasons to oppose all of these in terms of tracking capabilities. Although we haven't tried it on the road, it is likely to be popular there.

Hyundai treats Elantra N like BMW treats M cars. M does not always make cars with maximum horsepower or the fastest 0 to 60 times. The cars it makes are fun to drive and can communicate with the driver. Elantra N accepted this mantra and accompanied it. Now let us hope that many people will buy it so that Hyundai can continue to make higher-performance cars that follow the same blueprint.