I30 FASTBACK N V THE NÜRBURGRING

The i30 N ‘grew up’ on the daunting and demanding Nürburgring. Now it’s on a pilgrimage back to where it all began

WE’RE BIG FANS OF TRACKDAYS. OUR ROADS are all too often just too crowded to safely enjoy a car’s performance and hone your own skills; it’s why evo’s own track events are always sold out. The same is true for other events at circuits around the world.

But there is one track that remains the holy grail – the Nürburgring. The Nordschleife. Or, as it was christened by three-time Formula 1 world Champion Jackie Stewart, the Green Hell.

Not only is it the most famous racing circuit on the planet, it’s undoubtedly the most gruelling, too. Its 20.7km twist, turn, dip and rise through the heart of Germany’s Eifel mountains. Considered too dangerous for Formula 1, it is now home to the VLN endurance series that sees triple-figure grids of race cars, ranging from factoryentered Porsches to Hyundai’s i30 N and Renault Clios, take on the daddy of all circuits. And when there’s no racing taking place and the manufacturers aren’t testing their prototypes, us mere mortals can take our own cars on track to experience one of the biggest thrills possible in a road car.

If a manufacturer wants to build a performance car that works well on any road, it needs to test on and around the Ring. It’s why Hyundai expanded its European operations and opened a test facility a stone’s throw from the circuit to allow its N team to develop the i30 there – and all future N cars. And it’s why, when we wanted to reacquaint ourselves with Germany’s iconic circuit, we thought we’d also put the i30 Fastback N through its paces at the venue where it spent a large proportion of its development time.

As with any trip to a circuit that requires crossing a border or two, the journey there is as anticipated as the time spent at your final destination. The UK, France and Belgium streak past, and a brief diversion via Spa whets the appetite. But there’s no time for a lap and Germany’s autobahns beckon.

Just down the road from Nürburg is a section of the A1. An almost arrow-straight strip of unrestricted autobahn nirvana, it is literally a road to nowhere, ending abruptly near the town of Brück, where it presumably awaits planning permission or budget to carry on. Today it feels like our own private high-speed test track.

It would be rude to come all this way and then pass on the opportunity to test Hyundai’s claimed top speed of 250kmph for the i30 Fastback N. There’s a slight dip into a valley, but without too much effort we’re soon into the 225s and out the other side: 241, 243, 245, 247kmph… Then 255. 257. 259. A quick blink and 264kmph flashes up followed by 266… 267. It’s taking a second now to clock each increase and at 270kmph the needle stops. Meanwhile the i30 carries on, rock solid, the aero balance demonstrating it’s more than just a claim. You know when you’re approaching the Ring because the cars become instantly more interesting, supercars mixing with classics and tuned 1990s hot hatches and Bavarian supersaloons. It’s a public day at the circuit today, so anyone can buy a ticket and do a lap, and the mix of cars and bikes queuing to head out onto the track is astonishing. The most amusing choice is a UK-registered Daewoo Matiz – its occupants are braver than us.

Instead of mixing it with this mishmash of bangers, bikes and bewildered tourists, we’ve treated ourselves to an RSR Premium trackday the following morning. These days limit the number of people on track and the briefing makes sure they know what they’re doing. So after enjoying today’s spectacle, we head off to get some dinner and a good night’s sleep.

There’s a relaxed queue at dawn to get in the paddock with a wide variety of machinery. Porsche 911s of various vintages and specs are by far the most popular. Nissan GT-Rs are next, followed by Suzuki Swifts. These are available to hire, so drivers can fly in, drive a Swift and fly home again with little risk. Other hire cars, complete with instructors, are available too, including a pair of i30 N hatchbacks from organisers RSR.

The chat starts straight away, with guys from all over the world swapping experiences about cars and the circuit. This is why we make the schlep over from the UK. Not only is there great driving, there is a real camaraderie and respect that transcends barriers of language and wealth. Owners of Huracáns and GT2 RSs are as enthusiastic about the hot hatches parking up as others are about their supercars.

RSR doesn’t do briefings for its Ring event, preferring instead to undertake a ‘track walk’, which is essentially a slow drive stopping at key parts of the circuit to provide instruction as to how to drive them, and also how to avoid coming a cropper. You can’t describe a place such as the Ring in a classroom – you need to see it.

Briefing over, we sign on. Now, it’s time to see if those days Hyundai spent developing its first N cars here have paid off.

It’s easy to think that it is irrelevant for engineers to develop a car to drive quickly around here as it makes no difference on the road. But Hyundai didn’t test here with the intention of setting the fastest time (few do). It knew the Ring will reveal problems with the chassis, brakes, tyres or engine that you wouldn’t usually spot on any other test track, let alone the road. The variety of corners, cambers and inclines here means if a car works on the Nordschleife, it will work on any road.

And the i30 N does work here; it feels like it has come home. It’s fast, of course, and we are soon mixing it with the huge variety of machinery you find on such well organised events. We even claim

the scalp of a few gently-driven supercars. Its real strength is its dynamics. Through every curve, no matter what the radius, the e-differential is constantly working – not intrusively, but you can feel it in the background, shuffling torque, dispensing power where it’s needed and can be utilised. As a novice it provides great confidence; if you’ve more experience you can appreciate its application and work more with the sharp front end N has developed for the i30.

And the brakes always feel strong, with zero fade, their ability to soak up pressure so impressive for a car with such humble origins. And while the Ring isn’t overly harsh on brakes, when required they never leave you wanting.

But it’s the combination of aero and suspension settings allowing you to enjoy yourself and find a rhythm. The i30 always feels planted, its stability providing huge confidence, even through the notorious Schwalbenschwanz – a corner Albert Biermann insisted all N cars should feel stable and confidence-inspiring in. Through Flugplatz it’s unshakable, over the crests and over the jumps the damping soaks up everything thrown at it. Before the lap ends we’re plotting a scheme to convince Hyundai to let us race a car in the N24…

Back in the paddock the talk is of tyres, brakes and shared experiences. Those who aren’t ready for another lap are heading for the passenger seat of GT-Rs, McLarens and our i30. Some are regulars, others have come here for the trip of a lifetime. Two have travelled from India, another pair from the US. One Skoda Octavia owner has driven over from the Isle of Wight – the day a 40th birthday present from his wife. All will we back.

Sunset calls time on our track driving. While others stay for another night of steak on a stone in the Pistenklause, for us deadlines loom, so we refuel, apply our Nürburgring sticker to the i30’s rump and head for home. We could have brought any supercar you care to mention here, and it would have fitted right in. But we felt after demonstrating with great aplomb what it can do on our favourite roads, we owed it to the i30 Fastback N to let it show us what it can do at home.

IF A CAR WORKS ON THE NORDSCHLEIFE, IT WILL WORK ON ANY ROAD. AND THE i30 N FEELS LIKE IT HAS COME HOME