PROTOTYPE DRIVE
mid-mounted drivetrain mass allows
the car to change direction with so little
resistance. It’s a very satisfying driving
experience, like taking off your boots and
running barefoot in the grass. Liberating.
And I’m only in the first turn.
Back on the throttle, and there’s
another long wait for thrust; turbo lag is
significant. By the time it’s finally wound
up, it’s nearly time to shift. Loud and
raucous, it’s a fast and furious feeling.
Decreasing-radius corners that are tricky
in the Alpine are not so in the RM19.
This chassis is really well tied down. No
twitchiness, but I feel like we’re cheating
here. The Hyundai has a lot of race prep,
though it’s not harsh.
I’m politely warned that only two of
these specials exist, but after just a few
twisty German-strudel esses, I’m not
concerned. This is a very well-behaved
chassis. No dicey reactions, just straight
and true corner entries.
Although many mid-engine setups
rotate too quickly, this one tames its
low polar moment, sending no warning
signals, unlike the hyperactive Renault.
The Porsche is also a sweetheart, but
with a much more comfort-oriented,
streetable setup. Hyundai has the shock
damping really dialed in, preventing any
roll oversteer and putting power to the
ground very well, even on its pure street
Pirelli P Zeros. The g ’s generated on
non-track tires are impressive, especially
at high speeds, which there are a lot of.
The mega-aero rivals that of GT3 racers
as it hugs the track at 100-plus mph.
My engineer passenger is giving two
thumbs up. I’m really into it, though I
feel a little soft-pedal brake fade entering
the Carousel. I love the chassis, but the
brakes could use more bite and less heat.
Hyundai can still learn from Porsche.
The engine is rated for about 380
horses, but the lag is disconcerting. Still,
the turbo and wastegate squeaks and
whistles are music to my left ear from
that intake in the rear window. Hyundai
hints that a hybrid variant could be in the
wings, but what I’m driving right now is a
very hyperactive turbo-four.
We flirt with 260 kph on the long
straight, and I’m doing the math in my
head. Lessee, 0.62 times 260 ... can’t right
now ... but I know 100 is 62, so 200 is
124, so 60 more klicks would be another
40 or so ... equals 160 plus ... boy, this is
a long straight. And then ... “Just keep it
flat around that kink,” my engineer says.
Really? OK!
After our romp around the ’Ring, we
take the RM19 on some winding little
farm roads. Again, the Hyundai is a
delight, exhibiting a firm, sporty ride
without punishing the passengers. And
it’s so controllable that stability nannies
aren’t even necessary. If I flip the paddles
and keep the turbo on the boil, the lag
isn’t a bother. We venture to an ideal
no-limit autobahn spur to nowhere, and
I pin the gas and achieve my personalpublic highway record of 280 kph (173
mph)—this in spite of high-drag wings,
flares, and splitter. The power is there,
it’s just lazy in its response.
After the drive, I ask Herr Biermann
the purpose of this exercise, besides the
fun of creating a crazy-cool sleeper hot
rod. It’s a rolling laboratory, he says. If
that’s the case, then I sincerely hope the
mid-engine balance Hyundai has created
here finds its way into a production car.
It could easily handle far more power in
this configuration—and there’s a twin-
turbo V-6 in the company lineup.
Could something like this make
production? With a wink, Biermann
doesn’t rule it out. Hyundai has decided
its products need to be more fun. To be
clear, the RM cars are studies. Likely a
380-hp Veloster won’t be in dealerships
anytime soon. But peel away the sheet-
metal, and what lies underneath could be
the basis for something ferocious.
How amazing that would be for us
enthusiasts, though Biermann does
say the form of propulsion hasn’t been
decided. It’s a changing energy world,
and Hyundai seems to be looking at the
options. Expect a lot more as the relent-
less march toward the better rolls on. QFEBRUARY 2020 MOTORTREND.COM 51