When Hyundai announced it was getting serious about performance, a lot of people — including me — nodded politely and waited to see what would actually happen. Budget-friendly cars with decent powertrains? Fine. The Veloster N? Fun, sure. But a mid-engine sports car prototype with 390 horsepower that could genuinely embarrass a Porsche 718 Cayman?
That wasn’t on the bingo card.
The Hyundai RM19 Prototype — revealed at the Los Angeles Auto Show and driven extensively at Hyundai’s private proving grounds in the Mojave Desert — is the clearest signal yet that this Korean automaker isn’t playing around. Under the guidance of Albert Biermann, the former BMW M Division chief now running R&D at Hyundai, the N performance brand has evolved from an interesting experiment into something that looks genuinely world-class.
Is the RM19 ready for your driveway? Not yet. But after spending time behind the wheel, I can tell you this: Hyundai is building something special, and the RM19 is the foundation.
What Exactly Is the Hyundai RM19?
The RM stands for Racing Midship. The 19 denotes 2019, the year of its debut. But this car represents something far more ambitious than a single model year.
Hyundai’s RM project began in 2012 — seven years of development before anyone outside the company got close to a steering wheel. The RM19 is the fourth iteration, following the RM14, RM15, and RM16. Each version pushed further toward the goal of creating a mid-engine sports car that could sit alongside the best from Europe.
Here’s the basic concept: take a Hyundai Veloster, strip it to its bones, move the engine from the front to behind the driver, and turn up the wick until it screams.
The result is a 3,190-pound rocket ship that makes no pretense about being anything other than a serious driving machine.
The Engineering Behind the Madness
Let’s talk about what’s actually under the skin.
Engine: A 2.0-litre turbocharged four-cylinder sourced directly from Hyundai’s TCR racing programme. In the RM19, it produces 390 horsepower and 295 lb-ft of torque on 95-octane racing fuel. On standard 93-octane pump fuel — which is what most American drivers would run — output drops slightly to around 371 horsepower and 325 lb-ft. Either way, this is a seriously quick little car.
Transmission: A six-speed sequential gearbox lifted straight from the TCR race car. It bangs through shifts with a violence that’s genuinely satisfying. Hyundai’s engineers didn’t bother with refinement here; this gearbox wants to be heard and felt.
Layout: Mid-engine, rear-wheel drive. The engine sits behind the driver, accessible through the rear hatch where rear seats would normally live. Drive wheels are the rears, giving the car a weight distribution that allows it to rotate beautifully through corners.
Chassis: Modified Veloster architecture with a new rear subframe and double-wishbone rear suspension replacing the standard multilink setup. MacPherson struts up front. The body shell is largely stock Veloster, which explains why the cabin looks familiar even though everything else about the car is completely different.
What Does It Feel Like to Drive?
In a word: extraordinary.
I spent three laps on Hyundai’s private handling course in the Mojave Desert — a 3.1-mile road course that the company uses to torture-test vehicles across 4,300 acres of California real estate. Three laps sounds brief, and it is. But those three laps told me everything I needed to know.
Straight-line speed: The RM19 builds speed with an urgency that catches you off guard. There’s a moment — right around 4,000 rpm — where the turbo comes alive and the car simply hurls itself forward. Hyundai littered the course with makeshift chicanes to keep speeds manageable. Without them, you’d be hitting terminal velocity before you ran out of road. The company won’t confirm a 0-60 time, but every outlet that drove it estimates somewhere in the mid-to-high three-second range.
Gearbox: The sequential ‘box is phenomenal. Upshifts take a fraction of a second. Downshifts are accompanied by a satisfying mechanical clunk through the carbon-fibre paddle shifters. It’s violent in the best possible way. The catch: this transmission is fully race-spec. There’s a clutch pedal for take-off, but first gear is absurdly tall, meaning getting off the line requires genuine skill. A journalist or two stalling the car on their first attempt is apparently not unusual.
Steering: Light, direct, and communicative. The same programmable electric power steering system found in the Veloster N, but with 10mm wider front wheels and less weight overall. It points exactly where you want it to go and gives you real feedback about what the front tyres are doing.
Handling: Here’s where the mid-engine layout pays dividends. The RM19 wants to rotate through corners. Weight transfer happens naturally, and the car rewards drivers who trust it. You can get on the throttle earlier than you’d expect, because the rear end has the grip to handle it. Some drivers spun the car — usually by entering a tight hairpin too hot or getting greedy on throttle — but catching a slide is as simple as a small countersteer and a gentle throttle lift.
Braking: Six-piston front calipers with 380mm ventilated discs. Four-piston rears at 345mm. The brakes don’t just scrub speed — they obliterate it. Even after three hard laps, the RM19 showed no signs of fade.
Ride: Surprisingly civilised for a track-focused prototype. The suspension breathes well over rough surfaces, and the spring and damping rates aren’t absolutely punishing. Hyundai wants this car to be enjoyable, not just fast.
Why Is Hyundai Doing This?
Because it can.
More specifically, because Albert Biermann wants to prove that Hyundai is capable of building a world-class sports car. The N brand — named for Namyang, where Hyundai’s R&D centre is based, and for the Nürburgring, where much of the development happens — was designed to inject driver engagement into a lineup that was previously defined by value and practicality.
Biermann was blunt about it: “The core job was to develop the chassis. To make a chassis and a vehicle that was ready for more than this.” The RM19 is that chassis. Everything else — the engine, the gearbox, the bodywork — is variable. The platform underneath is the point.
There’s also a business argument. Sports cars generate brand cachet even when they don’t sell in enormous volumes. Toyota proved this with the Supra and GR86. Honda built goodwill with the S2000 and NSX. A production Hyundai sports car — even a niche one — would elevate the entire brand.
The Road Ahead: What’s Next
Hyundai has confirmed the RM20 is coming, with a different gearbox and likely a revised engine. The company has also hinted broadly that a road-going version is a question of “when,” not “if.”
The engine choice is particularly interesting. The current TCR-derived four-cylinder is a known quantity — reliable, potent, and already race-proven. But for a production car, Hyundai would almost certainly need to add a more sophisticated dual-clutch automatic to replace the race-sequential ‘box, plus some sound deadening, and maybe — please, Hyundai — a volume knob for the turbo noise.
The bigger question is whether the eventual production car keeps the Veloster body shape or goes its own way. The current prototype wears flared fenders, a massive rear wing, and a giant diffuser that would look at home on a GT3 racer. None of that survives to production intact. But the mid-engine layout and the basic proportions? Those feel non-negotiable.
Pros and Cons of the Hyundai RM19 Prototype
Pros:
- Genuinely thrilling performance — 390 horsepower in a car weighing just over 3,000 pounds produces supercar-adjacent acceleration
- Exceptional chassis balance — Mid-engine layout rewards confident driving with beautiful handling
- World-class steering — Light, precise, and communicative in a way that invites pushing harder
- Race-proven components — TCR-derived engine and gearbox are known quantities at the cutting edge of performance engineering
- Seven years of development — This isn’t a rushed project; it’s a considered one
Cons:
- Race gearbox is impractical — The sequential ‘box requires skill to launch and won’t reach production unchanged
- Extreme cabin noise — No sound deadening; wearing a headset is recommended for extended drives
- No rear seats — The engine lives where passengers would, limiting daily usability
- Not for sale — At least not yet; this remains a prototype with no confirmed production plans
- Peak power delivery — Significant turbo lag below 4,000 rpm; the car doesn’t wake up until the engine is spinning hard
Tips for Following This Story
If you’re as excited about what Hyundai is building as the automotive press seems to be, here are some practical ways to stay informed:
- Watch for the RM20 — Hyundai has confirmed the next iteration is coming, likely with a more road-friendly gearbox
- Look at Veloster N ownership — The production Veloster N is the closest thing you can buy today; it’s an excellent barometer for how Hyundai thinks about driver engagement
- Track N division developments — Hyundai has been aggressive about expanding the N lineup; any new model could hint at what’s coming next
- Consider the RN22e concept — Hyundai’s rolling laboratory programme shows where battery-electric performance is heading
- Read the press drive reports — evo, Road & Track, Motor1, and Car and Driver all drove the RM19 extensively; their impressions are worth studying
For more automotive news, performance car coverage, and industry updates, visit Cars at Next Apps Zone.
Frequently Asked Questions
What is the Hyundai RM19?
The Hyundai RM19 is a mid-engine prototype developed by Hyundai’s N performance division. Based on the Veloster, it features a rear-mounted 2.0-litre turbocharged four-cylinder engine producing 390 horsepower. The RM19 serves as a testbed for future performance vehicles and a demonstration of Hyundai’s engineering capabilities. It was first revealed at the 2019 Los Angeles Auto Show.
How fast is the Hyundai RM19?
The RM19 is estimated to accelerate from 0-60 mph in approximately 3.5 to 4 seconds, depending on fuel octane and launch technique. Its top speed is electronically limited to around 155 mph. The car’s lightweight construction — approximately 3,190 pounds — combined with 390 horsepower creates acceleration that rivals some dedicated supercars.
Will Hyundai build a production version?
Hyundai has not confirmed a production version, but the company has heavily implied one is coming. The RM20 prototype is expected to follow with a more road-friendly gearbox. Executives have used language suggesting a halo sports car is a matter of time rather than a question of whether it will happen.
What engine does the RM19 use?
The RM19 uses a 2.0-litre turbocharged four-cylinder engine derived from Hyundai’s TCR racing programme. In its highest state of tune — on 95-octane racing fuel — it produces 390 horsepower and 295 lb-ft of torque. On 93-octane pump fuel, output is approximately 371 horsepower and 325 lb-ft.
How does the RM19 compare to the Porsche Cayman?
Multiple automotive journalists who drove the RM19 noted it felt competitive with the Porsche 718 Cayman S in terms of straight-line speed and handling ability. The mid-engine layout, lightweight construction, and rear-wheel-drive configuration put it in direct competition with Porsche’s entry-level sports car. Whether a production version could genuinely challenge the Cayman remains to be seen, but the prototype’s capability suggests Hyundai is heading in the right direction.
The Verdict
The Hyundai RM19 Prototype is not a car you can buy. It’s not even close to being ready for that. What it is, is a statement of intent from a company that has been quietly building the engineering foundation for something genuinely special.
Seven years of development. A former BMW M boss steering the ship. TCR racing experience feeding directly into the road car programme. And a chassis that — even at this rough prototype stage — demonstrates world-class balance and handling.
The gearbox is too racey for production. The cabin is too loud for comfort. The engine placement means no rear passengers. None of that matters right now. What matters is the platform. The philosophy. The direction.
Hyundai is building a mid-engine sports car. The RM19 is the proof. And if the engineers can carry this chassis refinement into something you and I could actually buy — probably with a more sensible gearbox and a bit more sound insulation — the automotive world needs to make room for a new player.
I genuinely hope they build it. And based on what I experienced in the Mojave Desert, so does everyone else who got behind the wheel.
