So why can’t Nissan?
It seems that the other Korean twin isn’t standing still and letting Kia’s Stinger get all the kudo’s. They appear to have breathed new life into the Veloster. Now, before you all go and lose your lunch at the mention of that name, have a read of this:
https://driving.ca/hyundai/veloster/...dai-veloster-n
First Drive: 2019 Hyundai Veloster N
Turns out, Hyundai knows how to build an exceptionally capable hot hatch
by COSTA MOUZOURIS | July 24, 2018
NÜRBURG, Germany — Sir Jackie Stewart called it the Green Hell. It’s known informally as the Ring. Nürburgring Nordschleife is the infamous stretch of asphalt that winds through the forests of Germany’s Eifel Mountains; it’s a racetrack renowned for its 20.8-kilometre length, uber-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, rather than for performance and fun. Well, we’re here 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. And there is a big German connection to the Veloster N — it was developed as a collaborative effort between the Namyang R&D centre and Hyundai Motorsport, the Korean company’s race division based in Alzenau, Germany. It’s staffed in part by former BMW M head Albert Biermann, and Thomas Schemera, former head of BMW M’s U.S. branch. Hyundai Motorsport currently leads the WRC drivers’ and manufacturers’ championships, with driver Thierry Neuville at the wheel of an i20 rally car.
The Veloster has been redesigned for 2019 and among other changes, it has shed its trailing-arm 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 that develops 275 horsepower and 260 lb.-ft. 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, 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 transfers 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; 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, as 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 Nürburgring and sets a pace like he’s trying to escape. An indication of just how good this car is, is that 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. 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 very broad range of adjustment, going from firm yet acceptably compliant in Normal mode, to racetrack rigid in Sport Plus. Initially the suspension proves too soft in my chosen setting, so a push of the N button selects N mode, which sets everything to its stiffest, sportiest setting. This sharpens the car even further, and it returns remarkable, confidence-inspiring feedback and control.
One area where the Veloster N really impresses is in the Karusell, a concrete-lined, steeply banked turn that sinks you hard into your seat. You can carry about 30 km/h more speed through this banked corner than if it were flat. Here, the Veloster N just rails through with complete confidence, while managing the rough junctions at entry and exit with absolutely no drama. One interesting note is that the Veloster N was designed to be driven aggressively with the electronic stability control turned on, particularly here at the Ring. The guys at Hyundai Motorsport had discovered during testing that the extreme conditions of the Karusell would trigger the ESC to slow the car almost to a stop, so they actually programmed the ECU to detect these unique conditions and allow the car to rail through it, flat out.
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 as it should. In fact, lifting the throttle at corner entry gets the rear loose just a tad, providing scalpel-like steering. Along one twisty section, with blind corner after blind corner, I follow the lead, who never lifts or brakes at speeds that would have me shutting my eyes if I didn’t need them to drive — yet the Veloster N continues to handle predictably and precisely.
It’s clear that this Veloster is designed to handle racetrack outings right out of the showroom, but it also has to be versatile enough to drive everyday. The following day, we take an hour-long tour along the roads surrounding the racetrack. Having had my fill of N mode, 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, save 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 traffic-free, 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 with 250 horsepower, smaller brakes, and 18-inch wheels, only the hopped-up performance package model will be available in Canada, with no further options or packages, and is expected to come in below CDN$40K.
Hyundai’s brain trust had 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.