Porsche’s “Paint to Sample” offerings offer added customization beyond the automaker’s normal color palette, but could set you back over $25,000. (Images: Porsche)
Porsche is well-known for its comprehensive options list.
The sheer number of extras which you can fit to every model borders on berserk, and even the matter of customizing the color just gained a new level of complexity. Welcome to Porsche’s expanded Paint to Sample program, which adds over 160 colors across the lineup, though the number of added model-specific colors depends on which Porsche you’re ordering.
Porsche notes that expanding the Paint to Sample options is possible thanks to a new color mixing bank at its Zuffenhausen, Germany plant, where it builds the 718, 911 and Taycan models. Customers can specify which color they’d like through their dealer — you can play around with the different shades here — though Porsche says you’ll also be able to select Paint to Sample through the online configurator in the future.
718 and 911 models get 105 Paint to Sample choices each, while the Taycan gets 65. Panamera and Macan get 59 extra color options, while the Cayenne SUV gets 52. Depending on the model, you could pay anywhere from $11,430 for most 911 and 718 models to $12,830 for GT and Turbo models (again with the 718 and 911 as examples).
If none of those colors strike your fancy, you can technically get pretty much any color you want through what Porsche Exclusive Manufaktur calls “Paint to Sample Plus.” That option is available on every Porsche model except the Cayenne, and adds $22,860 to the price tag for most models, or $25,660 on 911 Turbo and GT and 718 GT models. As part of the process, the automaker puts the color through feasibility testing for up to 11 months, and will cover the cost of the study if the paint color is not feasible.
Three of Nissan’s four new concepts: The “Max-Out” sports car, “Surf-Out” pickup and “Hang-Out” crossover. (Images: Nissan)
Nissan aims for 40% EV sales in the United States by 2030.
As the industry continues to shift more and more toward EVs, automakers need a plan to adjust not just to market demands, but a world of changing regulations and a broader push toward curbing emissions. Nissan is the latest company to join in on the trend of outlining its EV goals, with “proprietary all-solid-state batteries” by 2028 and a conversion to 40% electric vehicle sales in the U.S. by 2030. A large part of the automaker’s EV expansion — 23 new electrified models, including 15 fully electric vehicles.
Nissan says it will invest $17.7 billion (2 trillion yen) over the next five years to make that plan a reality. Our first actual look at the company’s goals beyond launching the Ariya crossover next year are four new concepts, with each covering different automotive lifestyles, from a small pickup to a full-on sports car.
The fourth of Nissan’s new EV concepts, the “Chill-Out”.
Each of the concepts incorporates “enhanced experiences through sophisticated technology packaging”, including the company’s e-4orce all-wheel drive system, and eventually that solid-state battery tech. Nissan’s confident it will build its pilot factory for those new batteries online by 2024, with actual units ready for production vehicles by 2028. By updating and upscaling its output for those modules, the company thinks it can bring the cost-per-kilowatt hour for batteries down to $75, and ultimately lower to try and achieve price parity with gasoline vehicles. Charging times will also drop to one-third of what they are now, according to Nissan’s statement.
As far as the concept vehicles are concerned, we have the “Max-Out” convertible sports car front and center. Behind that, there’s actually a small, sub-Frontier-sized pickup called the “Surf-Out”. If Nissan heads in that direction, that won’t only bring in a new EV pickup, but another small adventure vehicle to take on the likes of the Ford Maverick and Hyundai Santa Cruz. The “Hang-Out” looks like a Leaf-sized crossover (makes sense, as the current Leaf is long in the tooth) with a reconfigurable interior, while the “Chill-Out” — another crossover — takes driving out of the equation completely and focuses on an entertainment experience.
More R&D and expanded driver assistance tech
We’ll see what actually comes of the concepts, but the general theme here centers around leaving the notions and technology of yesteryear behind. Expanded ProPilot capability through LiDAR will be on “virtually every new model”, Nissan says, by 2030. On the way, the automaker plans to incorporate ProPilot in over 2.5 million Nissan and Infiniti-branded vehicles.
To make its EV goal a reality, the company is also expanding its “EV36Zero” hub concept to core global markets, including Japan, China and the United States. Nissan claims it will will add more than 3,000 R&D jobs into the global mix, while “upskilling” its current workforce over the coming years.
While these forward-looking claims are always subject to major change, take a look at where Nissan’s at now in the video below from this year’s LA Auto Show:
Honda Ridgeline Hybrid? No, it’s a Honda Ridgeline EV concept by Rene Garcia.
In this week’s Ask Nathan:
Will we see a Honda Ridgeline Hybrid?
Entry level battle: Wrangler Sport vs Bronco
What to choose? EV vs PHEV..
Image: Rene Garcia
Q: Nathan and Andre, do you think they will build a Honda Ridgeline Hybrid soon?
You mentioned it a few years back, but I haven’t see anything like a Ridgeline Hybrid mentioned since. I think that Honda is waiting to see how the front drive Maverick hybrid performs before they introduce one.
I bought a 2019 Honda Ridgeline with the 9 speed automatic transmission and it is the best vehicle I have owned ever. It has over 50 thousand kilometers on it despite sitting for 6 months during COVID. I drive it from Portland to Reno every other week for my job and it is as solid as a rock. Doesn’t matter what the weather is like or road conditions. It never fails to get me where I need to go.
I am grateful that you guys stand up for it against all the haters. So I guess I am starting to think about the future and about getting better mileage. Right now my average is just under 10 liters per kilometer. 21 or 22 miles per gallon. It gets a lot better on the highway where I’m closer to 25 miles per gallon. That is loaded with my equipment and at least one passenger.
So I am not complaining that much about mileage. I do want this performance with a more efficient option. That is why I am still curious about the Honda Ridgeline Hybrid. When you answered my email a while ago, you said it could happen soon.
I agree. Especially now. But what can Honda do right now? How can they go up against the smaller new trucks while still fighting with the mid size trucks? Please let me know what your insights are!
— Rodney
Image: Rene Garcia
A: Hi Rodney!
Thanks for reaching out again! Everything below is based on speculation and a few insider’s comments. Honda has made NO official announcements about a Ridgeline Hybrid. The sweet looking renderings I’m showing you come from Rene Garcia, and they are based on a future EV or hydrogen version of the Ridgeline. Seriously though, if it looked this cool, sales would sky-rocket!
I still believe that Honda is taking a serious look at building a Ridgeline Hybrid. It makes sense, and Honda has a powertrain setup that could work.
The Honda CR-V hybrid may lead the way.
Imagine if they found a way to make the same 2.0-liter hybrid powertrain from the CR-V hybrid work in the Ridgeline… it could be a logical step. The combined horsepower is 212 and about 232 lbs-feet of torque, which is considerably less than the standard Ridgeline (280 horsepower & 262 lb-ft). The CR-V’s battery is 1.4 kWh, which is more of a buffer than a strict power source.
Still, it isn’t hard to image a boost in battery size and overall performance. The CR-V hybrid, which weighs under 3,800 pounds (loaded), is estimated to get 40 mpg city and 35 mpg highway by the EPA. That’s with standard, mechanical AWD. Can this powertrain be adapted for use in the Ridgeline?
Why not!?
The reason I noted the mechanical AWD system is based on packaging. Right now, in our market, Honda doesn’t use an electrically powered rear transaxle, like Toyota does. That’s a good thing for engineers. It could be one less thing to fully re-engineer, and I bet the Ridgeline’s platform would accept the components.
I know, I know – it’s not as easy as that. My point is: Honda has the components at hand to build it, which could cut expenses. It may all reside on how well the Ford Maverick and Hyundai Santa Cruz are received. Right now, I can tell you without a doubt, the entry-level Ford Maverick, which comes standard with a hybrid powertrain, is outstanding.
Hopefully, Honda will see this success and react.
— N
The next question comes from a viewer who is looking at the base models of the Jeep Wrangler four-door, and the entry-level Ford Bronco four-door.
Q: (Via: Twitter@NathanAdlen)
Choosing is hard!
When this who pandemic and supply nightmare ends and prices come back to Earth, I wanted to get a new Jeep Wrangler 4-door, or the Ford Bronco 4-door. Both of them as cheap as possible! I don’t care about features that much. I want something that is immediately capable off-road and is fun daily. What to choose?
— Z. Baily
A: Great question!
I wish you sent additional details, but I can at least show some differences between the two vehicles, and give you my general opinion. As you noted, prices are painfully high. Dealer markups and short supplies makes finding one at MSRP nearly impossible. That seems especially true for the Bronco, as it’s the new kid in town, and very popular.
Things will change – eventually.
As for your comparison? Lets go over the basics first. Both trucks are closely matched in terms of pricing and some equipment. The Jeep offers a variety of engine options, including a plug-in hybrid, diesel and V8 – among others. These powertrains require higher trim levels, and a lot of extra dough. On the other hand, the Bronco has just two powertrains: the base four-banger turbo, and a twin-turbo V6.
This Bronco comes with 3.73 gearing, and open diffs.
2022 Ford Bronco Four-Door base model (Image: Ford)
2022 Ford Bronco four-door
The 2022 Ford Bronco four-door has a base price of $34,945; that’s with destination charges. You get a four-door soft-top and plenty of standard tech. It comes with a 2.3-liter turbocharged four-cylinder engine making 275 horsepower. Mated to a 10-speed automatic transmission, that transmission can easily handle its 315 lb-ft of torque.
There is a seven-speed manual transmission available, but only with the two-door base model – or, on the next level Big Bend model. Odd.
Jeep Wrangler Unlimited Sport (Image: Stellantis)
2022 Jeep Wrangler Unlimited (four-door) Sport
With a base price of $34,165 (that’s with destination), the Jeep Wrangler is a bit less expensive than the Ford. Keep in mind, you have to choose white and the six-speed manual transmission to get the bargain basement pricing. The powertrain consists of the tried-and-true 3.6-liter Pentastar V6 that makes 285 hp and 260 lb-ft of torque.
This Wrangler comes with a 3.45 gearing and open diffs.
Right out of the box, both vehicles shine in different arenas. The Ford Bronco is more comfortable, provides a bit more usable utility, and is a better road vehicle. This is especially true if you’re a larger person, as the interior space is far more commodious than the Jeep.
The Jeep Wrangler is more at home in the rough than the Bronco, but only on choppy, tight terrain. Having front and rear solid axles, and a slightly narrower build helps on the trails. As a personal choice, I do like having the manual transmission as an option on the base model.
Which would I choose?
As a family man, the Bronco makes more sense. Although not quite as efficient as the Wrangler (they both get crappy mileage) it has more usable space and is a nicer daily driver. With that being said, the kiddos are growing up – so I would prefer getting the Wrangler, after they’re gone.
One more thing: you’re smart to wait a while. Eventually, prices will come back down.
— N
The last question comes from a young fan who wants to figure out which is more logical, an EV or a PHEV.
Q: Hi Roman, Nathan, Andrew, Tommy, Alex, Case and Blaze! (Wow, I think I got everybody!).
I have watched lots of The Fast Lane videos ever since I was in 3rd grade. I’m starting 8th grade and I am STILL WATCHING! You guys drive more EVs and PHEVs then anyone I’ve seen on the net. I think your perspective is great for the real person.
My parents are both teachers in Loma Linda, California and they know nothing about cars. My dads Nissan Altima is falling apart. It has like 200,000 miles on it or more and moms Honda CRV is like 20 years old. So I have talked to both of them about replacing their cars with EVs or PHEVs.
But I am having a hard time explaining the differences between the two for them to understand. I was thinking that having one of each would be a good idea. You see that way we could do commuting in the EV and road trips in the PHEV. That makes a lot of sense to me and I think they would be okay with that if they understood what I’m talking about.
Also I forgot to say that they are both ready to replace the cars I mentioned. We just moved in with my Tio last March and there is no more house payment to worry about. Mom and dad take car of Tio and this is now our house. So they can afford to buy newer cars.
Can you explain in your words how each car has benefits? My parents are the smartest dumb people I know and they both like Sci Fi stuff.
Can you help Nathan?
— Navarro
A: Hi Navarro!
If I’m reading your email correctly, you want me to speak directly to your parents about the benefits of EVs (electric vehicles) and PHEVs (plug in hybrids)? Gotcha!
Let’s start with EVs:
An electric vehicle is powered by a battery that, like a cellphone, needs to be charged often. The range on these vehicles varies from 80 – 500 miles, depending on the vehicle. While they seem complex, EVs are very simple. They only have a few moving parts, and require very little maintenance.
Older EVs have some issues with power storage depletion. Just like computers and cellphones, the batteries will lose their ability to hold a charge over time. Usually, on many older EVs, the ability to store power drops over time. Replacing batteries can be very expensive. Some EVs come with extended battery warranties, and newer ones have more robust batteries.
Compared with gasoline, powering up an EV is much less expensive. If you charge from home, off peak hours, charging can be extremely cheap. Still, charging stations are few and far-between, when compared to gas-stations. In time, many more will sprout up.
PHEV (Plugin Hybrid Electric Vehicle):
PHEVs are far more complex than a regular EV or a regular gas vehicle. They use two powertrains to make the most out of each gallon of fuel. Like an EV, they can be plugged in at home, but they can also run on gasoline.
PHEVs tend to have a limited range on all electricity depending on the model. Still, most can do a majority of their daily commute on electricity alone. The average American’s daily round trip commute is about 25 miles.
On top of the all electric potential, PHEV’s can be driven long distance if needed. PHEV’s are very flexible, but they can cost more than a EV or gas-powered vehicle to maintain. Based on the complexity of having two motivators, two power storage (gas and electricity) locations, and the brains to make it all work, they are pricy to service.
Fortunately, most modern hybrids and PHEVs have proven themselves to be pretty reliable.
I hope that helps explain their basic pros and cons!
Good luck!
— N
Speaking of needing good luck…Check out something that’s definitely NOT an EV or PHEV..
Comfort, decent performance, tech and outstanding economy make the 2022 Hyundai Elantra Hybrid a smart buy.
Oh every once in a while, you come across a vehicle that’s hard to fault. Usually, you’re able to poke holes in its performance, comfort or economy. That’s not the case with this hybrid. I found the 2022 Hyundai Elantra Hybrid Limited to be outstanding in nearly every way. It’s comfortable, extremely economical and it handles well. The price is reasonable, and it has an outstanding warranty.
The hybrid model uses a 1.6-liter four-cylinder paired with an electric motor to make 139 horsepower and 195 lb-ft of torque. Rare in this class, the hybrid has a smooth six-speed automatic transmission. By eliminating the CVT, the powertrain doesn’t drone under hard acceleration and feels more responsive when you do need to get a move on.
Appearance
I find the Elantra sports an attractive look, one that’s sharper than its big brother, the Sonata. It’s crisp and clean, with plenty of character lines to make it look unique. I’m super happy they opted not to give the Limited dark wheels, which I tend to dislike. These 17-inch wheels look nice on this car. and they don’t scream “hybrid”.
Sure, most journalists prefer the beefy looks of the Elantra N, but that’s not what most folks are shopping for. In my opinion, this hybrid has just enough character to draw a bit of attention to it. That’s a good thing.
Driving the 2022 Hyundai Elantra hybrid
While the steering is a bit on the light side, it still communicates just enough information to keep things interesting. It’s artificial feeling, but you are fairly aware of what the front wheels are doing. Body control is outstanding, for a hybrid. The sporty-ish ride still has enough give to make it comfortable on the highways. Despite that, if you throw it in a corner, it responds with just enough grip. It’s impressive in this class.
Make no mistake, it is not to be confused with the N-Line products produced by Hyundai. It is a far more entertaining compromise than the competing Toyota Corolla Hybrid. The tuning of the front strut, multi-link rear suspension is excellent, and the regenerative brakes surpass the Corolla Hybrid’s in terms of actual feel.
(Image: Hyundai)
Interior and tech
My Limited came with the 10.3-inch digital gauge display and 10.3-inch infotainment touchscreen. It has comfortable leather-trimmed seats that are heated and ventilated up front. The chunky steering wheel feels almost European in design and function. The overall design smacks of futuristic simplicity.
I didn’t use the “Dynamic” voice-recognition feature much. It can adjust temperatures and whatnot, like on other cars. It’s just not my jam. I did use the standard Apple CarPlay (you also have Android Auto support) for hands-free messaging. It works great, as does the 8-speaker Bose audio system.
The trunk is 14 cubic feet, which is pretty solid for a car this size. Rear seats fold 60/40, unlike some hybrids that limit cargo space due to battery placement.
Gripes:
I only have a few minor complaints about this vehicle. Backseat space is better than most of the competitors out there, but headroom is a little compromised for tall folks thanks to the slope in life. I love the infotainment system that this vehicle has, but I do wish the buttons were a bit larger.
Bottom line:
The 2022 Hyundai Elantra Hybrid “Blue” has a base price of $23,750. It’s not only the value leader in the lineup, but it gets better mpg as well. The “Blue” is rated at 54 mpg combined. Once you add on heavier goodies and different tires, it drops a bit to 50 mpg combined. The fully loaded model we tested is the “Limited,” and it’s the only other Elantra trim available. The Limited’s MSRP is $28,250 – but it comes with a ton of options. I think it’s a good deal, considering the content.
There’s a good reason why the 2022 Hyundai Electra hybrid is award-winning. It’s just damn good. A fantastic economy commuter with a dash of fun and comfort.
My take: It’s the best in the class.
Fortunately, if you’re looking for more gusto with your compact sedan, the Hyundai Elantra N has you covered too:
The Toyota Mirai is one of the few hydrogen fuel cell cars on sale today — and there’s a reason for that. (Images: Toyota)
What’s it like to live with the Toyota Mirai?
Automakers have flirted with hydrogen fuel cell cars for well over a decade, and a few automakers are still at it — including Toyota. In fact, not only is their new Mirai a much better looking car than the previous generation, but with a 30% range boost from the previous-generation Mirai to over 400 miles on a tank, it makes a serious case to switching from a gas or diesel car. There’s just one problem, as Tommy demonstrates in the video below. What’s it like to actually live with something like a brand new Toyota Mirai?
If Toyota’s hydrogen fuel cell offering looks appealing from the jump, here’s what you need to know. Prices start at $49,500 for the base XLE, rising to $66,000 and up (before destination) for the fully-loaded Limited. In either case it’s not as cost-efficient as, say, a Toyota Avalon Hybrid. But, electric cars, on the whole, still run pricier than their gas or even hybrid counterparts. As a way to entice prospective owners into the hydrogen option, Toyota does offer complementary fuel-ups for six years (or $15,000 worth, whichever comes first). Outside general maintenance, just being able to drive without any other worries is a good reason to seriously consider a Mirai.
That is, assuming you live somewhere with hydrogen filling stations. Here in the U.S., that means living in California…and that’s virtually it. Only a handful of stations dot the landscape even in the most forward-thinking zero-emissions state, so that’s your first hurdle? The second? Even if you do live close to enough to fuel up, there’s the experience once you get there.
It’s perhaps not as convenient as you might think…
Under ideal conditions, filling up with hydrogen should take roughly as long as a gasoline or diesel car. You have to lock the nozzle in place since the fuel is under pressure (up to 10,000 psi), but once you do that you should be off to the races. However, if you have several cars in line waiting for hydrogen, the station’s pressure can actually drop off temporarily, slowing everyone down. The nozzle can also freeze if several cars are using it in a row…sticking the nozzle to vehicles and making it tougher to remove until it thaws out.
At the moment, partially because there’s so little infrastructure, it can cost a fair amount to fill up a car with hydrogen. Refueling the Mirai, for example, costs about $90 a throw if you had to pay for it (by the kilogram) yourself. That said, provided everything runs smoothly, you can drive around without emitting anything other than water, which is a nice benefit.
Check out more on the Mirai itself and what living with it is like in Tommy’s video below:
The 2022 Toyota Camry Hybrid is fairly handsome, especially with the upgraded wheels. (Image: TFLcar)
It’s hard to find fault in the 2022 Toyota Camry Hybrid XSE I just tested. As long as you remember what its purpose is.
Most people who never considered a hybrid (because, well, hybrid…) might like the 2022 Toyota Camry Hybrid XSE. It rides and handles like a Camry, but it gets outstanding fuel mileage. There is no real loss of cargo or cabin space, and it’s relatively quick too. Honestly, for folks who want a more efficient Camry – this IS the way.
You may have heard that “cars are dead” or that “sedans no longer sell.” Hogwash. About one million vehicles in the Camry’s class were sold last year. Sure, it’s not up there with pickup trucks and crossovers, it’s still impressive. Despite production slowdowns, Toyota will sell over 300,000 Camrys in North America this year.
Driving a rolling compromise
Not everyone wants a hybrid, but they may need one. Fuel prices are painful, and EVs are out of reach for many. Toyota’s leads the way with their huge hybrid fleet. The Camry Hybrid’s XSE package fills a void for those who need a tiny bit of gusto to go with their economy. Sure, it still makes a combined 208 horsepower (which is okay, but not amaze-balls), but the handling package can be immediately felt. The steering does not communicate, but the Camry XSE goes where pointed with very little drama.
Normally, you feel a bit of sway, but the sportier suspension does a great job sorting out mildly challenging corners. The ride is a bit stiff, but that may have to do with the larger (black painted) 19-inch wheels. I think they look pretty cool.
If, for some reason, you want to seriously flog a Camry – there is the TRD package.
(Image: Toyota)
Interior
It’s simple, practical and comfortable. There are no surprises, but there’s no real innovation either. We all know that Toyota is setting up their whole lineup for a major infotainment upgrade, but it may be a few years off for the Camry. At least it’s not embarrassing to sit in. I truly felt the seats were very comfortable.
Amazing fuel mileage, despite driving like an ape
No matter where I took the Camry, I could not shake the 42 mpg I averaged. On highways, in the city and back roads near Boulder, Co – it remained the same. I pushed the car hard too. According to the EPA, the XSE Hybrid is rated at 44 mpg city, 47 mpg highway and 46 mpg combined. If you the best possible mileage for a Camry hybrid – the LE (which is lighter) gets up to 52 mpg combined.
Yes, you can do a tad bit better with the equivalent Honda Accord hybrid and Hyundai Sonata hybrid – but they all feel different. I have to say, this Camry feels like a Camry.
Pricing of the 2022 Toyota Camry Hybrid XSE –
Prices for the base model, 2022 Camry Hybrid LE start at $27,380. My top-of-the-line XSE came to $32,820. For that extra five grand, it gets a sport-tuned suspension, black 18-inch wheels along with a more opulent interior. The XSE package also opens up the potential for higher end items, such as ventilated seats.
Although the Audio Plus — 9.0-inch touchscreen (with six speakers) infotainment system is just so-so, it’s a snap to use. It’s discouraging that Toyota still limits maximum audio output so much. On a car like this, with a typical hybrid drone, having a sweet sounding audio package would be nice.
Nowadays, I don’t think people need to spend extra dough (in this case $1,760) on a navigation package. Still, rather than ponying up $860 just to get a sunroof, the $2,770 gets you the Navigation upgrade Package with Options. Simply put, you get the moonroof, navigation AND cold weather package. It makes a little more sense.
Bottom line
I could go on and on about how it competes, how frugal it is, and how well it handles. All of which gets it a “thumbs up.” I will simply say this: dude, it’s a thrifty Camry. That’s more than enough.
The fully refreshed 2023 Kia Niro makes its world debut. Here is what it looks like. While the official specification and U.S.-specific details are still scarce – we anticipate that gasoline-powered, hybrid, plug-in hybrid and fully electric versions of the new Niro will still be available.
Here we see images of a plug-in hybrid and all-electric model of the new car. The exterior styling is inspired by the “Habaniro” concept from 2019.
What do you think of the new exterior style and the updated interior? Let us know in the comments below.
Please come back to TFLcar.com for all the latest details just as soon as we get them.
TFL Performance Tester, Paul Gerrard and the 2022 Hyundai Elantra N. (Images: TFLcar)
TFLcar performance driver, Paul Gerrard, was sent to Sonoma Raceway in California for the launch of the 2022 Hyundai Kona N and Elantra N. And to be honest, he wasn’t all that psyched to do it. But after a day on the track, he came away shocked and now convinced that Hyundai is now selling one of the best, if not the best front-wheel drive sports cars in the world.
Hyundai’s N cars compete against the likes of the VW Golf GTI, Honda Civic Type-R, and other performance spec’d sub-brands. And to compete, in 2018, Hyundai hired away the brains behind BMW’s M-series performance shop, Albert Biermann, who years turning the M3 and other BMW’s into the best in the world. The fruits of his work are just now hitting the salesroom in the form of the previously released Veloster N and the Kona N and Elantra N seen here.
Despite being a bulky crossover, only a split-second separates the Kona N and the Elantra N. [image: TFL]
The Power Behind the Kona N & Elantra N
Both vehicles share a 2.0L turbo 4-cylinder engine tuned to pump out 276 hp and 289 ft-lb. torque. Both come standard with a DCT 8-speed transmission that throw all that power to the front wheels. The Elantra N can be had with a 6-speed manual for those who want to up their visceral driving experience even more. One downside to a manual though: It doesn’t come with the Overboost function, a button on the steering wheel that taps an additional 10 hp for 20 seconds, then lets you do it again after 40 seconds. As Gerrard points out, this is the exact same engine that recently won the Touring Car championship over entrants from Honda, VW, and Audi. In other words, these value-minded sportsters come with a proven racing heritage.
Both the Kona & Elantra share an electronic limited slip differential, side skirts, 14.2-inch brakes, customizable dash screens, different suspension, engine mapping, and steering response feels (between Eco, Normal, and Sport), rear wings, and high-performance rubber. Differences are obvious once inside, with the Elantra N sporting much more performance-oriented bucket seats, a more refined melding of the two 10.2-inch gauge and infotainment screens, and a signature cross brace hiding behind the fold-down rear seats.
In “N” mode, the dual exhaust cackles and pops with glee. [image: TFL]
Which Is Faster? The Kona N or the Elantra N?
On paper, the Kona N, being a crossover, and without the additional bracing in the rear like the Elantra N, seems like it should be noticeably slower. But on the track, Gerrard proves it’s not. On the 2.5-mile road course at Sonoma, Gerrard was only 2/10ths of a second slower in the Kona N than the Elantra N. The difference, according to Gerrard, comes down to a difference in tires, with the Elantra N sporting Michelin Pilot sport 4S rubber while the Kona N rolls on Pirellis that Gerrard felt got too hot too fast to keep up with the Michelins.
Overall, Gerrard found these Hyundai’s “shockingly competent,” with their ability to survive and thrive in 20-30 minute all-out track sessions. Gerrard’s closing comment says it all when he reveals that these Korean screamers are as fast as the Audi R8’s he drove on the same track years ago. If Gerrard has one bone to pick, it’s that neither of these sports cars come in all-wheel drive.
Pricing hasn’t been revealed yet, but based on the price of the Hyundai Veloster N, $32,250, we wouldn’t be surprised to see both the Elantra N and Kona N come in around the mid-$30,000 range. For a car that’s the equal of a 10-plus year old Audi R8, that’s a phenomenal buy.
Roman just bought one of the most hated modern Land Rovers to prove a point: Even this SUV doesn't suck! Or maybe it does...that's what we're going to find out in our latest project series.
Volkswagen is recalling the ID.Buzz because (*checks notes*) the third-row seats are too wide. Yep, there's a rule for that, and VW's electric van doesn't comply.
