An exceptionally capable hot hatch
Performance package-only comes to Canada
NÜRBURG, GERMANY • 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 Mercedes-AMG or BMW M.
The Veloster has been redesigned for 2019 and among other changes, it has shed its trailing-arm rear suspension for an independent multilink 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 poundfeet of torque. That’s less than the Honda Civic Type R, Ford Focus RS and Volkswagen Golf R, but Hyundai is not interested 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 closeratio, short-throw six-speed manual, which is complemented with a rev-matching function that can be turned on or off via a dedicated steering-wheel 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. 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.
The folks from Hyundai said they aimed for a wellbalanced 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 very broad range, going from firm yet acceptably compliant in Normal mode, to racetrack rigid in Sport Plus.
The brakes were sourced from a Euro-spec Kia Optima, but with dedicated brake pads. 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 flatout 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.
It also has to be versatile enough to drive every day. So the next day, we take an hourlong tour along the roads surrounding the racetrack. I switch to Normal mode for the street, with a quieter exhaust note and softer suspension. The Veloster N surprises again with a composed and compliant ride, though it should be noted that the roads surrounding the racetrack are impeccably paved and board-smooth, with only a couple of bumpy sections. The steering is nicely weighed even in this mode, and power, although soft on initial throttle opening, livens up when needed.
Along a section of trafficfree, unrestricted autobahn, I let the Veloster N breathe, taking it to an indicated 250 km/h, its claimed top speed, which it maintains with complete stability.
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 $40K.
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.