As Larry David may state, the 2019 Hyundai Veloster is lovely, prettyyy, prettyyyyyy great. The Seinfeld maker frequently says this with all around liberating sensation and an affirmation of suddenly positive results for his blundering travails in the show Curb Your Enthusiasm. Just there truly is nothing startling about the new, second-age Veloster’s delightful general execution.
Hyundai is a few ages into general skill and long back ended up safe to unfair attacks like “Hyundais are great, for Korean autos.” More as of late, the automaker has developed aspiring about making its standard models additionally speaking to drive. As of late, sizzle has streamed into models as honest as the value pioneer Accent car and the Kona hybrid.
Snap, crackle, and pop have been less discriminatingly dispensed to the Veloster. Mechanically like the Elantra GT hatchback, the Veloster has a squat, decreased body with pumped-out back bumpers and a spacious, if tight to get to, 20-cubic-foot payload hold. In spite of the way that the overhaul brandishes a speedier roofline, Hyundai discovered more back headroom—yet not decreased blind sides or extra perceivability to the back—by moving the bring forth pivots rearward. Physically, the inside is a colossal change over the old Veloster’s. Hard plastic still flourishes, however it’s grained pleasantly and is perfectly gathered. Basic and clear white-on-dark measures and Hyundai’s universal touchscreen infotainment framework mix into the direct, controlled lodge outline. Every one of the five trim levels is identifiable by various upholstery and flies of shading on its seats and dashboard.
Also, for fear that we overlook, the Veloster still has a topsy-turvy design that places a solitary, longer entryway on the driver’s side and a couple of stubbier gaps on the traveler side. The two back seats can be gotten to from either side, however entering from the left requires piping oneself through the thin hole between the driver situate and the doorjamb as in a standard two-entryway car. You’ll either like this format or you won’t, however you won’t discover it on any contender.
Until the elite 275-hp Veloster N seems in the not so distant future, the Veloster Turbo is Hyundai’s most engaged execution machine. With its 201-hp turbocharged 1.6-liter inline-four (continued from the old Veloster Turbo), solidified suspension, and accessible summer tires, it’s a kind of contender to the Volkswagen GTI or the Honda Civic Si. That the Veloster Turbo almost coordinates those somewhat bigger, marginally pricier autos’ determinations is exemplary Hyundai. We’ll play along, to a point, yet we like to think about the Turbo as a commendable successor to the half-estimate down, soon beyond words Fiesta ST.
There is a base Veloster, which utilizes another Atkinson-cycle 2.0-liter motor with port fuel infusion, sans turbo, to deliver 147 strength and 132 lb-ft of torque. We caught just a speedy drive in that, sufficiently one to confirm that while the new motor is 15 steeds and 12 lb-ft more grounded than the 1.6-liter it replaces, despite everything it makes more racket than forward movement when squeezed. The upside? The skeleton is too tuned as the Turbo’s, and the two models look almost indistinguishable. In addition, it’s a decent arrangement at $19,385, which incorporates forward-crash cautioning, computerized crisis braking, path keeping help, voyage control, 17-inch wheels, programmed headlights, and a 7.0-inch touchscreen with Apple CarPlay and Android Auto. A six-speed programmed costs $1000, and it’s standard on the all the more lavishly prepared $23,635 2.0 Premium.
The Turbo lineup starts only $150 over the 2.0 Premium with the $23,785 R-Spec, which comes just with a six-speed manual transmission. To the extent we’re concerned, the lineup could end there, as well. The just named, $26,285 Turbo can be had with a seven-speed double grip programmed transmission, and in spite of the fact that you can arrange the stacked Turbo Ultimate with a six-speed manual, it’ll cost $27,535. (Furnishing a Turbo Ultimate with the DCT includes $1500.) For additional on which trim level gets what, read our estimating breakdown of the Veloster lineup; in our book, the R-Spec speaks to the most grounded esteem.
Each Turbo’s suspension has thicker hostile to move bars and is around 15 percent stiffer than the base Veloster’s. The main stick-move Turbos we drove were R-Specs, which get a trim-select B&M short-shifter pack. The setup’s Honda-like move quality is shockingly great, and the grasp pedal is springy and dynamic with a reasonable takeup point amidst its stroke. As of late, we announced the Accent SE’s manual transmission to be the best Hyundai has ever advertised. Exchange that title (with a cap tip to B&M) to the Veloster R-Spec now.
The double grip transmission is less bewildering. Its reactions to manual apparatus choices are disappointingly moderate whether you utilize the directing wheel paddles or the move lever, and a few times we found the PCs napping, abandoning us without a total throttle blip to smooth a downshift. In programmed mode, it upshifts shy of redline more often than not to ride the turbo motor’s fat influx of torque in the low and center extents. In spite of the fact that not appallingly energetic, the convention feels powerful and maintains a strategic distance from the high pitched whooshing clamors and relaxed push that happen close to the motor’s redline. The Dyson sound impact isn’t interesting in this fragment—Honda’s Civic Si is about as ailing in high-rpm character—yet Hyundai inquisitively enlarges it, carefully, through the Turbo’s sound speakers. Each Veloster has Normal, Sport, and (in programmed transmission models) versatile Smart driving modes; in the Turbo, these speak to various volume settings notwithstanding changing the guiding exertion and throttle reaction. Luckily, drivers can limit or close off the advanced fumes note through and through by means of the touchscreen.
Prior to our drive, Hyundai’s VP of item arranging, Mike O’Brien, announced the Veloster’s frame the best the automaker has ever displayed to clients. No metaphor there. Having exchanged its torsion-pillar raise pivot and to some degree flexy body shell for a back multilink suspension imparted to the Elantra Sport models and a firm new structure, the Veloster is eminently more refined and athletic than previously, with the most honed body control of any Hyundai we’ve driven. Case reaction on surprising streets was heavenly, and the body never keeled over onto its outside front tire as such a large number of front-drive autos do. The suspension maturely resolves even merciless knocks without transmitting blasts or crashes through the body or permitting any buoy, wheel shudder, or brutality.
The Veloster’s interest to aficionados would be more grounded if the taking care of enabled it to pivot somewhat more forcefully in tight corners. An alternate back hostile to move bar may urge out some playfulness and lift-throttle oversteer like that found in the Ford Fiesta ST. As things sit, the Veloster’s backside pleasantly tucks in behind the front when remaining on the firm, dependable brake pedal heading into a turn, however it remains decidedly planted.
Stick-move Turbo models ride on Michelin Pilot Sport 4 summer tires that sink the Veloster’s paws significantly more profound into the asphalt. This genuine elastic has more turn-in chomp than the Nexen all-season tires found on programmed transmission Turbos, notwithstanding sneaking some street feel through the electrically supported controlling rack to the driver’s hands. Each Veloster’s guiding is precise, with a direct development of exertion as cornering powers increment, a sharp differentiation to the past model’s on-focus dubiousness and odd surges and dunks in controlling exertion. As a reward, the Michelins are eminently calmer than the all-seasons at speed. Hyundai has so decreased the Veloster’s breeze and street commotion that it’s anything but difficult to choose the Nexens’ shoddy aural mark.
In the event that you can figure out how to love the Veloster’s senseless entryway format, it’s a blasting arrangement contrasted and other sweet-driving conservative hatchbacks, for example, the Mazda 3 and the Honda Civic Sport. The Turbo is a blasting execution bargain—and the one we’d purchase. In R-Spec pretense, the Veloster is a minor $1625 more than the fantastically confined Fiesta ST (despite the fact that merchants are denoting those down intensely as Ford goes down its auto creation). Hyundai undermines the Honda Civic Si by $1210 (or $1410 for a Si with summer tires) and the Volkswagen GTI by $3480. That base GTI, coincidentally, is just $270 less exorbitant than the full-vessel, manual-transmission Veloster Turbo Ultimate. A Hyundai that is balanced, classy, an esteem, and fulfilling to drive—we’re really, lovely, prettyyy beyond any doubt it won’t be the last.