Hyundai VelosteRaptor 2014 Review

For the past three years Hyundai's quirky, asymmetrical Veloster has become a favourite of buyers chasing something a bit different (more than 10,000 units have been sold since launch). The Accent-based hatch is uniquely styled with two doors on one side, and a single door on the other. Like it or loathe it, you've got to admit that it's different.

Sporty and fun to drive, the Veloster is generously equipped and competitively priced. The entry model starts from just $24,490 (plus on-road costs) and arrives with a modern, 1.6-litre direct-injected four-cylinder engine offering a reasonable 103kW and 166Nm.

Of course, like many mainstream hatches the line-up wouldn't be complete without a higher output version. Hyundai offers the Veloster SR Turbo (from $32,990 plus ORCs) which ups the output of its 1591cc Gamma GDi engine via forced induction to a none-too-shabby 150kW and 265Nm.

But as Hyundai seeks to push the boundaries – in both sports and luxury segments – its Australian arm has taken the Veloster SR Turbo to intriguing new heights, creating a one-off special dubbed the VelosteRaptor.

A design exercise that "aims to explore the platform's possibilities", the VelosteRaptor is not currently for sale, and may never receive approval, owing to concerns that centre around Hyundai's strict driveline durability standards. But it does show what's possible, and with an ECU tune generating 30 per cent more power, and 20 per cent more torque, the VelosteRaptor's 195kW and 318Nm give it a higher power-to-weight ratio than the ubiquitous Volkswagen Golf GTI.

Of course the Veloster is not a direct competitor to the production-polished GTI, but it does serve as an interesting reference. Where the GTI uses a clever electronic differential to control the spread of torque across its front axle, the VelosteRaptor employs a Quaife mechanical LSD. The VW is available with tricky electronically-adjustable dampers where the Hyundai relies on a carefully selected damper package developed in conjunction with Mando Dampers, progressive-rate King Springs coils, a Fulcrum front lower control arm and firmer SuperPro bushes.

As you'd expect, the combination ensures the VelosteRaptor has a level of grip that would make it competitive with the GTI on the right stretch of road (or race track). But it isn't as stress-free to drive and, unlike the Golf, demands a certain level of understanding and involvement from the driver to pilot at higher speeds.

Whether that's a good thing or not is debateable, but for me the package feels predictable, engaging and well resolved. Considering the VelosteRaptor has not had the investment [in terms of both time and capital] of a car like the GTI, the outcome is pretty impressive. The ride is more comfortable than the hard data would suggest, and the grip levels outstanding if you're willing to exploit them.

But it's not a point-and-shoot kind of car. You've got to settle the nose before committing any steering input, get the steering wheels to load up, maintain a little throttle to balance the pitch of the body through the turn, then the squeeze the pedal to the firewall on exit. Add water and that procedure becomes all the more critical.

Power delivery progresses smoothly through to around 4000rpm where a wave of torque wrestles the steering wheel towards wherever the front wheels were last pointed. The speed that follows is rather impressive, and the accompanying note from the high-flow cat-back exhaust quite fitting, though we'd love a bit more 'burble', especially at run-about speeds.

We had the chance to compare the VelosteRaptor against the standard Veloster SR Turbo and noticed a significant uptick in performance, mostly during roll-on acceleration. The splits saw the VelosteRaptor dash from 50-70km/h three-tenths of a second faster (at 1.3sec), and from 0-100km/h (6.9 vs. 7.2sec). The VelosteRaptor responds faster to throttle input just about anywhere across the rev range. And at lower speeds, it spools up with far less input, and without the need to downshift in most circumstances.

It's all delivered through the standard six-speed manual gearbox and stock clutch. Neither gave us any grief, even after a damn good flogging, and once back to a more subdued pace showed no signs of stress, remaining as positive and smooth as when we'd picked the car up.

Keeping it pinned to the road are 19-inch lightweight Rays alloy wheels that serve not only to accommodate Pirelli P-Zero tyres, but to reduce the car's unsprung weight. The tyres are super sticky at operating temperature and ensure the car rides, handles, turns and stops with equal levels of tenacity and finesse.

Braking power comes from larger diameter rotors all round, performance brake pads and braided lines. So it stops with fantastic pace and is capable of resisting fade despite a thorough work-out across twisty alpine roads. Surprisingly, the pedal feedback is entirely communicative and when back in the 'burbs, as progressive as any same-sized hatch we care to mention.

And perhaps that's the best thing about the VelosteRaptor. As spirited as it is at full-noise, in reality it's no harder to drive, nor live with, than its derivative model when dawdling around town. You don't have to make too many compromises to enjoy it, and at regular road speeds it's quite docile, and remarkably quiet.

Hyundai Australia product planning manager, and the brains behind the VelosteRaptor project, Andrew Tuitahi, said he and his team were immensely happy with the results of the after-hours project.

"The standard Veloster offers customers a well-rounded and capable everyday car with surprising performance – but we've always suspected it could offer a more performance focussed package, something that could appeal to driving enthusiasts and sports purists.

"After many late-night tuning sessions, waiting for dampers to be rebuilt, talking about our driving antics, and hypothesizing about what a more hardcore Veloster might be like, we decided one day that we absolutely had to find out," he enthused.

"Having already identified during our local tuning process that the chassis and powertrain had a lot of potential, we identified some key areas that would help in the transformation and ensure that we address all aspects of performance. The list ended up being a mechanical diff, progressive springs, more advanced dampers, larger brakes, performance tyres, an ECU tweak and an exhaust system.

"With this list in mind, the team set about sourcing, testing and developing the required parts. The rest of the process was just plain fun (and a lot of hard work)!"

Tuitahi said the project even impressed the big wigs back in Korea, but was quick to add that any push towards the showroom would be met with resistance.

"To bring a project like this to showrooms will require some hurdle jumping, but nothing that isn't possible. We could look to roll selected pieces out as accessories, but we believe they work best as a package.

"While the VelosteRaptor doesn't currently have a definite future, the parts we've developed with our partners, and the all-round experience, will have a positive effect on our future road cars," he said.

And it's that last point that is perhaps the key of this whole exercise. The VelosteRaptor project on its own highlights what the brand is capable of, and hints at a promising future for not only sportscar enthusiasts, but of the brand as a whole. Hyundai has matured quickly in the last half-decade, and shows no signs of an about face.

If projects like this continue to be accepted by the company's heads, and are permitted to exercise the know-how and enthusiasm its employees show for the product, then anything is possible – and it's pretty hard to not feel some excitement about that.

Also consider:
>> Hyundai Veloster SR Turbo (from $32,990 plus ORCs)
>> Kia pro_cee'd GT (from $29,990 plus ORCs)
>> Skoda Fabia RS 132 TSI (from $27,190 plus ORCs)