Let’s start with the price. Hyundai is known for its excellent value proposition and it’s something they’ve managed to carry even in the performance space. Even after a price bump, the Elantra N undercuts the portly and, quite frankly, ungainly Subaru WRX by P 100,000. Meanwhile, it’s a full P 1.132-million cheaper than the overhyped OG hot hatch, the Honda Civic Type R. However, this performance sedan is more than just about undercutting its rivals, price-wise. Realizing that enthusiasts want, no, demand a car that drives like a bat out of hell, the Korean automaker enlisted the help of former BMW M division chief, Albert Biermann. Biermann may have retired since, but his work has left an indelible mark in creating what everyone now knows as the Hyundai N DNA.

This starts with the engine. Upfront, there’s a turbocharged direct-injected 4-cylinder putting out 280 horsepower and 392 Nm of torque. On paper, these numbers aren’t enough to win you a round of Trump Card, but to remain fixed on this is not getting the Elantra N’s point. Thanks to a quick-witted 8-speed DCT, at full throttle, it’ll blitz the row-your-own-cog Civic Type R in both 0-100 km/h spring and even in the quarter mile.

Plus, it sounds glorious too. A switchable sport exhaust helps produce a note that growls menacingly, especially when set to Sport, Sport+, or N. Back off, and spits and bangs erupt from its twin tailpipes like machine gun fire. If anything, the separate Active Sound Design, which produces fake engine noises pumped through the speakers is superfluous at this point. Still, for the Gen Zs out there who’re used to Gran Turismo, they’d be happy to know that there are selectable modes here too from “Sporty” to “TCR” to “Rally.” They can even be finetuned too in terms of Whine, Throat, and Bass. Silly? Sure, but at least Hyundai N’s embraced it all the same.

Fake engine sounds aren’t the only thing you can customize with the Elantra N. The dedicated N page allows for 1,458 possible combinations covering everything from engine power, steering effort, suspension (it’s got active dampers) LSD, stability control behavior, and exhaust note. Two custom modes can be called up at any time via the steering wheel N buttons, or you can simply switch to the recommended N mode.

Purists will be happy to know that Hyundai Motor Philippines is offering the 6-speed manual on the Elantra N now, but for those who don’t like exercising their left leg in traffic, the dual clutch makes it a truly daily-able sports sedan. Granted the shifts between first and second can get harsh, but for long as you keep to gingerly throttle inputs, it dulls down that sharpness; that, or you fiddle with the Drive Mode and set it to Eco. It’s both formidable highway cruiser with fuel efficiency reaching up to 11 km/L, but engage the NGS or N Grin Shift via that red steering wheel button, and you’ve get access to 20 seconds of full power for overtakes. Again, it’s a bit overkill, but fits well with its somewhat fun, but juvenile character.

Wacky as the Elantra N is with all its gimmicky drive modes and other stuff, it nails down the handling aspect—more so than the Subaru WRX. At times, it can even go toe-to-toe with the Civic Type R. The body and chassis have been thoroughly reworked and at each corner, active dampers have been fitted as well. The ride is decidedly firm even in Comfort mode, but can still absorb protruding metal grates and potholes, all things considered. The tire noise emanating from the extra-wide 245 mm Michelin Pilot 4S tires are horrendous between 40 to 60 km/h, but disappears almost completely below or past that. This tells you that the Elantra N is begging to be egged. Mash on the throttle and the standard electronic LSD allows for undramatic applicable of power, even on a rain-soaked road. Take a long, sweeping bend and the steering is simply lovely, with the chassis providing plenty of grip. The brakes too, are confidence-inspiring with strong bite and power.

As part of the Hyundai N ethos, the Elantra N must be livable; after all, they don’t call it everyday sportscar for nothing. In that regard, it stays true to what a stock Elantra is—for better or for worse—save for the new steering wheel, seats, and smattering of N badges.

On the positive side, the driving position is terrific. The sport seats securely grip you and come with power adjustable, at least for the driver. It’s also heated and ventilated, and can be cleverly tied to the operation of the climate control to keep your back and bum optimally cool (or warm). The pedals are also well-positioned. The thickset seats, however, do rob the rear passengers of available knee room, but all things considered, it’s still quite generous. Issues? Hyundai’s decision to put an archaic lap belt for the middle rear passenger, even if everyone gets their own adjustable headrests. Pop the trunk, and while the Elantra N’s cargo hold’s generous, the presence of the red chassis brace severely limits practicality if you need to fold the seats down for anything. But hey, at least it looks cool.

The Elantra N’s biggest problem has to do with the materials. There’s an abundance of hard plastics even in places where the driver or passengers get in contact with. Knock around, and the door cards, arm rests, and center console all produce this hollow, cheap-feeling sound that undermines the high-quality switchgear and controls.

One of Hyundai’s best attributes is to offer a high level of tech, and the Elantra N maintains that tradition. Somewhat. There’s no wireless smartphone connectivity (you’re stuck with an USB Type A input), but besides that, it’s fairly complete. The center touchscreen, oriented to the driver, is easy-to-use and master. A similarly-sized all-digital gauge cluster is just as sharp, easy-to-read, and even configurable. Disappointingly, the 8-speaker Bose sound system sounds hallow.

If anything, the Elantra N’s lack of interior drama is disjointing given its wild exterior. With an already-large grille and additional blacked-out elements on either side, it looks like a pissed off Korean mecha than a compact sedan. There’s even a lot of red trim around the bottom in case the rear wing and giant tailpipes don’t call enough attention. But credit where it’s due: Hyundai’s styling has made is stand out from everyone else; Subaru has given up styling the WRX, while the Civic Type R has gotten conservative for its current generation.

Hyundai has done an amazing job with the Elantra N. It’s a standout in its class and niche. If you dismiss this car because of some kind of outdated brand snobbery, wake up—or get your doors blown off. This is a truly approachable, capable performance car that’s available to anyone who can pay its modest price. Sure, the Civic Type R’s lovely, but this car is significantly cheaper to the point you can get another, presumably, coding car. It’s certainly not going to appeal to everyone, but for those who want a raucous sports sedan who’re looking for a bang-per-peso champion, look no further.