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HYUNDAI’S N brand, headed up by former BMW M boss Albert Biermann, is wasting no time in getting its second model into UK showrooms. Following the successful launch of the i30 N hatch, the firm is applying the final touches to the new i30 Fastback N.

To see what’s in store, we were invited to drive a camouflaged version of the four-door coupé at the Nürburgring, before it arrives early next year.

While the standard i30 N clearly casts itself as a rival for the likes of VW’S Golf GTI and the Renault Mégane R.S., the Fastback sits in a rather more exclusive market. The closest thing it has in terms of a direct rival is Skoda’s Octavia VRS, although the Hyundai is significantly more focused and packs more power.

As expected, the basic look and setup of the i30 Fastback N shares much of its DNA with the hatch. The camouflage applied to the prototypes masks many of the details, but it’s clear Hyundai is continuing with a more modest approach when it comes to styling.

But the Fastback cuts a rather elegant shape; the cascading rear tails off into a neat spoiler, while two oval pipes and a diffuser give it the adequate aggression required for a performance model.

In fact, Biermann says, the sleeker body is one of the main reasons why people will choose it. Initially, there was no plan to put the i30 Fastback N into production, but once his staff saw the clay models they simply had to build it.

Beneath the skin is much of the hardware you’ll find on the i30 N; a 2.0-litre four-cylinder turbo engine sits under the bonnet, paired exclusively to a six-speed manual gearbox. As with the hatch there are two set-ups available: a 248bhp entry model and, the car we’ve

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been driving, the more powerful 276bhp Performance pack, which adds larger brakes, 19-inch alloy wheels and a limited-slip differential to the recipe.

While the car’s powertrain remains unchanged, the Fastback has received a “slightly softer set-up” according to Biermann. The German describes it as “more elegant” and “compliant”.

We’re restricted to two laps of the Nürburgring, which isn’t a place known for being able to detect a car’s more relaxed side. But it’s clear the changes haven’t affected the N’s focused nature; within a few corners you can immediately detect the balanced chassis.

The steering, like the hatch, remains slightly artificial and gets progressively heavier when you dial it through Normal, Sport and N driving modes. The front end is always quick to react; the limitedslip diff helping slingshot you out of corners. If you get a bit over enthusiastic with the throttle, you are met with speedsapping understeer. It feels significantly quicker than a Skoda Octavia VRS, but lacks the raw pace of some of the more established hot hatches, like the Honda Civic Type R. But the Hyundai is hugely enjoyable and rewarding to drive quickly.

There’s a nice fluidity and composure to the way the Fastback N manages highspeed changes in direction, but you’re always aware of the N’s rather firm set-up. It’s too harsh in N mode; Sport slackens things off for more comfortable progress.

It feels very much at home on a track and Biermann promises the car will be better on the road. We’ll find out for sure in February 2019, but it’s clear the N brand is gong from strength to strength.