An exceptionally capable hot hatch
Korean automaker brings fun twist to its typically value-focused brand
Sir Jackie Stewart called it the Green Hell. Nürburgring Nordschleife is the racetrack in Germany renowned for its 20.8-kilometre challenging layout, steep inclines and very high-speed straights and not-so-straights.
The 2019 Hyundai Veloster N was developed here, which says a lot about a car the Korean automaker is hoping will help readjust the perception of a brand known more for value and a good warranty, than for performance and fun.
Well, we’re at the Ring to wring out the Veloster N.
If you’re curious about the N, it stands for Namyang, the location of Hyundai’s R & D centre in Korea.
N is Hyundai’s high-performance division — think MercedesAMG or BMW M.
The Veloster has been redesigned for 2019 and among other changes, it has shed its trailingarm rear suspension for an independent multi-link setup, which should get the attention of hot hatch enthusiasts.
The N has unique front and rear fascias, spoiler, rear diffuser and LED lights to distinguish it from its non-N counterparts. And the openings in the bodywork are functional: the front bumper openings, for example, are connected to ducts that cool the brakes.
Power comes via a 2.0-litre turbocharged four-cylinder engine that develops 275 horsepower and 260 pound-feet of torque.
That’s less than the Honda Civic Type R, Ford Focus RS and Volkswagen Golf R, but Hyundai is not interested in engaging in a horsepower war. Rather, it’s opting to tune the chassis for balance and excellent feedback, factors that are emphasized during two fast laps of the Ring.
The Veloster N will be available only with a close-ratio, shortthrow six-speed manual, which is complemented with a rev-matching function that can be turned on or off via a dedicated steeringwheel button. Power is transferred to the front wheels through an electronically controlled limited-slip differential.
The front seats are firm and designed to keep you planted while cornering.
When driving, you can tell a racing department designed the steering wheel, because the mode buttons are highly visible and easy to access. On the left of the wheel is the normal mode button, which cycles through Eco, Normal and Sport modes, while on the right is the fun button, which cycles between N and N Custom modes.
N mode places the throttle, steering, suspension, differential, and exhaust sound into their most aggressive settings, while also introducing robust popping in the exhaust when letting off. The amount of adjustability found in N Custom is astounding.
You can set engine mapping, exhaust sound, steering wheel and suspension firmness, differential settings, launch control, and a few other parameters individually, and keep them in memory.
I begin in N Custom, with all parameters at their most aggressive settings except the steering, which is set to Sport, and suspension, which is set to Normal, since the track is bumpy. I follow Hyundai’s lead driver, who is well versed in the Nürburgring and sets a pace like he’s trying to escape.
Without any time to get accustomed to it, I follow the lead car right off the start at a blistering pace, in complete control with unwavering confidence. I don’t feel like I’m fighting to keep up, which is an indication of just how good this car is.
The folks from Hyundai said they aimed for a well-balanced package, and the Veloster N is that — as well as forgiving and very, very fast.
Suspension components and steering geometry are unique to the Veloster N, and the electrically adjustable suspension has a broad range, going from firm yet acceptably compliant in Normal mode, to racetrack rigid in Sport Plus.
The brakes were sourced from a larger, Euro-spec Kia Optima, but with dedicated brake pads.
Despite the lack of “Brembo” cast into the calipers, the brakes are very strong with excellent feel and feedback, and no discernible fade after two hard laps.
The Veloster’s 19-inch wheels are equipped with Pirelli P-Zero tires as standard, and they grip tenaciously.
Corners at the Ring range from hairpin-tight to flat-out sweepers. Yet regardless of how sharp, the Veloster N exits turns with the throttle to the floor and without a trace of understeer, the limited-slip differential doing what it should.
While a base Veloster N will be available in other markets, only the hopped-up performance package model will be available in Canada, and is expected to come in below $40,000.
Hyundai’s brain trust mentioned many times during the program that they ’re trying to introduce fun to the brand. Well, they’ve added a whole lot with just this one car.
The folks from Hyundai said they aimed for a well-balanced package, and the Veloster N is that — as well as forgiving and very, very fast.