2020 Hyundai Veloster N

Okay, this is certainly the most exciting Hyundai product I have driven to date. A performance hatchback, a super-souped up version of the company’s distinctive, slightly weird three-door compact, this right here is the 2020 Veloster N

(Listen, I’m going to try to not use the term ‘hot hatch’ here, not because it isn’t appropriate, but because that phrase has been sputtered out by literally everyone else who has driven it and now it is overused).

Hyundai has pulled off a real achievement here, not only creating a track-ready car with genuine fun factor, but doing so at a competitive price.

Starting with the biggest difference between the N and the regular ol’ Veloster, this one gets Hyundai’s turbocharged ‘Theta’ 2.0L engine under the hood, pumping 275 hp and 260 lb.-ft. of torque (or, 74 more horses than the 1.6L turbo available in regular Veloster models, and 128 more ponies than the base model two litre).

A six-speed manual transmission is the way to go with a car like this, and the stick in my test car did the job magnificently, short throws and the gates exactly where they should be (that’s my way of saying I never ‘missed’ a shift in my time with the car) paired with a clutch that is, likewise, easy to get used to.

The N model gets exterior cosmetic enhancements to differentiate it, most notably the grille and bigger wheels (19 inch, with low-profile tires which I can only assume would be pricey to replace after you’ve burned all the rubber off driving in the performance modes). The Veloster N body is also slightly longer, end-to-end, and slightly (10mm) wider.

It gets better front seats, too. Strap yourself into the sport-oriented, comfortably-but-firmly bolstered driver’s position (with the cool blue seatbelt) and hit the keyless start button and the fun begins.

There’s the standard, driver-selectable modes that we find in a number of vehicles (Normal/Eco/Sport), but behind the prominent N button on the steering wheel, this Veloster offers a bunch of user-customizable features (as well as a default N Mode, where the manufacturer has built a package of suspension stiffness, accelerator response and steering wheel ‘weight’ that, frankly, is pretty much perfect).

As you may imagine, N Mode is what people will buy this car for, and it really delivers on its promise. The suspension tightens up noticeably, the exhaust note changes to a suitably throaty growl, and the handling and cornering ability of the car (and full and instantaneous torque response) come out in full display.

Indeed, I wish I’d had some track time during my experience with the Veloster N, but even just keeping it within the posted limits and only doing the fun stuff in safe areas with no one around, this car is a hoot to drive.

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And even when you keep it in Comfort or Eco modes and just treat it as an A to B conveyance, the balanced feel of the low-slung body remains.

The interior is comfortable enough, once you get in (which in my case, was a case of folding myself up and doing a sort of backwards half-somersault while swing my knees under the steering wheel) but once inside there is good room overhead in the front seats.

Everything is pleasant enough to look at, and feels good (as you should expect from the price tag, though, you’ll find cloth upholstery and an array of plastic surfaces), and a relatively small suite of electronic/infotainment googaws.

Operated by a touchscreen (and supplemented with steering-mounted buttons), the N includes things like Android and Apple CarPlay mobile integration, Bluetooth connectivity, and a surround sound stereo system with 8 speakers.

But there are a number of things my test car didn’t include (and aren’t offered), and herein lies my main problems with the Veloster N

There was, for example, no navigation system.

The car had no front parking sensors, either, which can and will be a problem with a low-to-the-ground car with a fairly long overhang of the front end, just begging to play everyone’s favorite game: Meet the Curb.

It also lacked rear cross-traffic alert (one of my absolute fave safety features in any car) nor did it have a blind spot monitor system (and you can’t get them on the Veloster N, either, although it does come with regular Velosters). The lack of blind spot warning thing in particular gets up my nose, because rearward and over-the-shoulder visibility in this car is not as good as I’d like it to be.

And also, with heaven as my witness, I don’t like the rear seats.

It’s not just that they’re small, and there isn’t a lot of headroom (though all the passengers I had in the car during my time n it felt that legroom was pretty good), no, what bugs me is the whole ‘three doors’ thing.

The rear seat passenger on the driver’s side, has no door beside them, and that makes me feel claustrophobic as hell. I mean, let’s think the unthinkable here and pretend that you’re that passenger and there’s a rollover or something, and you find yourself trapped in the back seat with an immobilized fat guy beside you, blocking the only way out. Scary, yes?

Anyway, pretend I never said that. The main takeaway here is that if you like the regular Veloster, you’ll love the Veloster N. And the best part: the price.

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Coming in at $34,999 (with another $1,705 freight charge), this is one of the best price-per-horsepower cars around.

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