The Hyundai Elantra N – A Performance Icon

The Hyundai Elantra N has quickly become a benchmark in the compact sport sedan segment, offering a visceral driving experience backed by a 2.0-liter turbocharged engine, a dedicated N Grin Control System, and a chassis tuned for both street and track use. Despite its impressive factory output of 276 horsepower and 289 lb-ft of torque, the enthusiast community consistently pushes the platform further. The next logical step for serious power seekers is upgrading the turbocharger itself. Among the most proven options is the Extreme Turbo Systems (ETS) 50mm turbo upgrade, a bolt-on solution designed to substantially increase airflow while maintaining driveability and reliability. This article provides a thorough examination of that upgrade, breaking down the performance gains, installation procedures, tuning requirements, and supporting modifications needed to unlock the full potential of your Elantra N.

Understanding the ETS 50mm Turbo Upgrade

The ETS 50mm turbo upgrade is a direct-fit replacement for the stock turbocharger found on the Elantra N (as well as the Veloster N and Kona N). The designation "50mm" refers to the diameter of the compressor wheel inducer; the stock unit uses a smaller 47mm or similar wheel. By increasing the compressor wheel diameter and redesigning the turbine housing, ETS has engineered a unit that flows significantly more air at higher boost pressures without requiring extensive modifications to the engine bay.

Key Features and Design Philosophy

  • CNC-machined billet compressor wheel – Precision-machined from 6061 aluminum for balanced airflow and reduced inertia, leading to quicker spool.
  • Journal bearing center section – Chosen over ball bearings for cost-effectiveness and proven durability in this power range; ETS uses a high-flow oiling system to ensure longevity.
  • Integrated diverter valve flange – Compatible with factory or aftermarket blow-off valves, simplifying installation.
  • 3-inch inlet and outlet – Matches aftermarket intercooler and intake piping without the need for adapters.
  • Cast turbine housing – Optimized A/R ratio (0.64 or 0.72 depending on variant) to balance backpressure and flow for a broad powerband.

The engineering behind this unit ensures that it can support well over 400 wheel horsepower when paired with proper fuel and tuning, making it a strong foundation for both daily-driven and track-oriented builds.

Comparison with the Stock Turbocharger

The stock turbo on the Elantra N, while adequate for the factory power level, reaches its efficiency limit around 28-30 psi and struggles to maintain flow at higher engine speeds. The ETS 50mm unit shifts the compressor map to the right, meaning it can deliver higher mass airflow at the same boost pressure or the same airflow at lower boost. This translates directly to: reduced intake air temperatures, lower exhaust backpressure, and greater top-end power. On the turbine side, the redesigned housing reduces restriction, allowing the engine to exhale more freely and reducing the risk of high exhaust manifold pressures that can lead to valve float or head gasket failure.

Power Gains – What to Expect on the Dyno

The most compelling reason for upgrading to the ETS 50mm turbo is the immediate and repeatable power increase. While exact numbers depend on fuel quality, ambient conditions, and supporting modifications, the gains reported by shops and owners are consistent.

Dyno Results with Supporting Mods

On a typical Elantra N equipped with the ETS 50mm turbo, a high-flow downpipe, a cold air intake, and a custom ECU tune, owners are seeing:

  • Wheel horsepower: 350–380 whp on 93 octane pump gas (up from stock ~245 whp).
  • Wheel torque: 330–360 lb-ft, often arriving earlier and holding longer than stock.
  • With ethanol blends (E30–E50): 400+ whp and 400+ lb-ft are achievable, though fueling system upgrades (HPFP, LPFP) are recommended for consistent high-ethanol tunes.

For reference, a stock Elantra N typically dynos at 245–255 whp. The ETS 50mm upgrade alone on a conservative pump gas tune will yield around 310–330 whp, but pairing it with a full exhaust and proper tuning provides the most satisfying results. Many owners document these gains on forums such as the N-Cars.net discussion boards, where threads show dyno sheets and real-world quarter-mile times dropping into the high 11-second range.

Installation Guide for the ETS 50mm Turbo

Installing the ETS 50mm turbo is considered an intermediate-to-advanced project. The process mirrors removing the stock turbo, with a few additional steps for the larger unit. Patience and proper preparation pay dividends. Below is a detailed walkthrough that expands on the original brief instructions.

Tools and Preparation

  • Socket set with metric deep sockets (10mm, 12mm, 14mm, 17mm, 19mm)
  • Combination wrenches (same sizes)
  • Torque wrench (capable up to 80 lb-ft)
  • Silicone hose pliers, flathead screwdrivers, and trim removal tools
  • Jack and jack stands (or a lift)
  • New gaskets: turbo-to-manifold, turbo-to-downpipe, and oil feed/drain gaskets (included with most ETS kits)
  • PB Blaster or similar penetrating oil for stubborn bolts
  • Safety glasses and gloves

Before starting, disconnect the battery negative terminal. Allow the engine to cool completely. If the car has been recently driven, wait at least two hours. Gather all parts and review the ETS installation manual—though this guide provides the essential steps.

Step-by-Step Removal and Installation

  1. Drain coolant and oil. Remove the under-tray and drain the engine coolant (turbo is water-cooled) and engine oil. This prevents spills when disconnecting lines.
  2. Remove intake and intercooler piping. Unbolt the intake tube, air filter box, and all charge pipes between the turbo outlet and intercooler. Label each clamp or bracket.
  3. Disconnect the downpipe. Unbolt the downpipe from the turbo and exhaust system. This step is easier if the downpipe is removed entirely, giving access to the lower turbo bolts.
  4. Unbolt the oil feed line and water lines. The oil feed line connects to the top of the center housing; water lines attach on the sides. Have rags ready for residual fluid.
  5. Remove the heat shields. There are two main shields—one covering the turbo itself and one on the manifold. They are held by 10mm or 12mm bolts.
  6. Unbolt the turbo from the exhaust manifold. There are four studs (12mm nuts). Use penetrating oil if they resist. Support the turbo with your hand or a jack before fully removing the nuts.
  7. Lift out the stock turbo. It may require wiggling. Be careful not to damage surrounding components.
  8. Prepare the new ETS turbo. Transfer the actuator (if not already installed), install the provided gaskets on the manifold and downpipe flanges. Apply a thin coat of anti-seize to all studs.
  9. Position the new turbo. Place it on the manifold studs and hand-tighten the nuts. Then torque to 25 lb-ft in a cross pattern.
  10. Reconnect all lines. Oil feed line: torque to 15 lb-ft (check ETS spec). Water lines: use new o-rings and torque to 18 lb-ft. Do not overtighten.
  11. Reinstall the downpipe. Use a new gasket and torque the flange nut to 32 lb-ft. Reattach exhaust hangers.
  12. Reconnect intercooler piping and intake. Ensure all clamps are tight. Double-check that the wastegate actuator arm is properly connected and the rod is adjusted to the correct length (typically 4–5 threads showing).
  13. Reinstall heat shields, under-tray, and refill fluids. Use the correct coolant and oil spec (5W-30 full synthetic recommended).
  14. Prime the turbo before start-up. Disable the fuel pump (pull the fuse or relay) and crank the engine for 10 seconds in 5-second bursts to circulate oil through the new turbo’s bearing. Reconnect the fuel pump, start the engine, and check for leaks immediately.

Once started, let the engine idle for two minutes. Inspect for oil or coolant leaks at all connections. If none are present, take a short test drive under light load. Do not exceed 3,000 rpm for the first 50 miles to allow the turbo bearings to seat properly.

Tuning Your Elantra N for the Upgrade

Installing the ETS 50mm turbo without a proper ECU tune is not only ineffective but potentially dangerous. The factory fueling and timing maps are calibrated for the stock turbo’s airflow characteristics. The larger turbo will push much more air, causing the engine to run dangerously lean and risking detonation or component failure.

Choosing the Right Tune

Several reputable tuning platforms support the Elantra N: LAP3, EcuWest, and local tuners using ECUTEK software. A custom tune is strongly recommended over generic “off-the-shelf” maps. The tuner will dial in: boost target (typically 26–30 psi on pump gas), fuel trims, ignition timing, cam timing, and torque management. Expect to invest $500–$1,000 for a quality remote or dyno tune.

Benefits of a Custom Tune

  • Safe air/fuel ratios – Keeps the engine in the optimum lambda window (0.78–0.82) under boost.
  • Reduced knock count – Timing is tailored to your specific fuel and ambient conditions.
  • Improved throttle response – Drive-by-wire mapping adjusted for linear pedal feel.
  • Gear-dependent boost control – Lower boost in 1st/2nd for traction, full boost in 3rd and above.

Many owners pair the ETS turbo with an ethanol blend. If you plan to run E30 or E50, inform your tuner so they can scale the injector opening times and adjust timing for the higher octane. A flex-fuel sensor kit can also be added, allowing the ECU to adapt automatically.

Supporting Mods to Maximize the Upgrade

The ETS 50mm turbo alone will produce impressive gains, but without supporting modifications, you may leave performance on the table or encounter bottlenecks.

  • Fuel system: On pump gas, the factory high-pressure fuel pump (HPFP) can support up to ~380 whp. Beyond that, an upgraded HPFP (such as the LAP3 or EcuTek unit) is necessary. For ethanol tunes, an LPFP upgrade is also recommended.
  • Intercooler: The stock intercooler is marginal for sustained boost. A larger bar-and-plate intercooler (e.g., ETS, PRL, or CV Fabrication) reduces intake temps and prevents power loss on hot days.
  • Intake and exhaust: A larger cold air intake (3.5”–4”) and a full 3-inch downpipe and cat-back exhaust reduce backpressure and improve spool. The stock cat-back is restrictive above 400 whp.
  • Engine management: A boost controller (e.g., Turbosmart electronic boost controller) offers fine adjustment of boost curves and can improve part-throttle response.
  • Clutch: At 350+ whp, the stock clutch will slip under aggressive launches. A retrofitted organic or ceramic clutch (e.g., from ACT, Comp Clutch, or South Bend) becomes necessary for manual transmissions. DCT cars require upgraded TCU tuning and possibly a clutch pack upgrade for hard launches.

Reliability and Long-Term Considerations

The ETS 50mm turbo is built to withstand high power levels, but the rest of the engine must be in good health. The Elantra N’s 2.0L Theta III engine has proven robust up to around 450 whp on a conservative tune. Beyond that, forged internals (pistons, rods) are recommended. Regular oil changes (every 3,000–5,000 miles with a high-quality synthetic) are critical because the turbo uses engine oil for lubrication and cooling. Monitor oil temperature and pressure using the N system or an aftermarket gauge.

If consistent track use is planned, consider an oil cooler upgrade and a differential cooler.

One common issue with larger turbos is oil overheating due to prolonged high-speed running. The ETS turbo includes internal oil passages optimized for flow, but adding a larger oil cooler (e.g., from Setrab or Earl’s) can provide peace of mind. Additionally, always allow the car to idle for 30–60 seconds after a hard drive to let the turbo cool down before shutting off.

Conclusion

The ETS 50mm turbo upgrade represents a well-engineered, proven path to substantial performance gains for the Hyundai Elantra N. With proper installation, a careful tune, and a few supporting modifications, you can transform an already capable car into a true high-performance machine. The power gains are dramatic and repeatable, the installation is manageable for a skilled DIY enthusiast, and the reliability when tuned properly is excellent. Whether your goal is a faster daily driver, a track-day weapon, or a weekend cruiser that surprises much more expensive cars, the ETS 50mm turbo delivers. As with any major powertrain modification, thorough planning, quality components, and professional tuning make the difference between a project that impresses and one that disappoints.