The car differs from many competitors with its asymmetrical door configuration, featuring one large door on the driver side and two smaller doors on the passenger side. This configuration is more common on commercial vehicles and minivans. In North America, the Veloster is equipped with BlueLink, a new telemetics system which will eventually be standard on all Hyundai models. The system is comparable to OnStar in GM vehicles, and provides customers with automatic crash notification, vehicle diagnostics, and remote control of vehicle features, among others.
Exterior Design and Asymmetry
Unique among current sport compacts, Veloster has three passenger doors: One on the driver's side, and two on the passenger's side. The rear door handle is inset near the C-pillar, while the front door retains a conventional door handle. The body sides are sculpted with sharp character lines that convey athleticism and speed, and the roofline is scarab-like, rounding down toward the rear bumper, pausing only for a slight integrated spoiler. The tailgate houses a short rear window and squinty taillights (LED available). Centered twin tailpipes peek out beneath the rear bumper -- a nice, sporty touch. The front of the Veloster is assertive-looking, with a wide, low aspect and expressive headlights (LED available) underlined by standard LED daytime running lights.
Suspension, Steering and Braking
Hyundai used that "mix-and-match" platform capability to upgrade Veloster's rear suspension to an independent multi-link setup, replacing the outgoing torsion beam unit. The front gets a lighter, stiffer independent suspension that uses MacPherson struts. Column-mounted electric rack-and-pinion power steering is dialed in well to deliver decent feel and weight. Disc brakes are standard front and rear, equipped with ABS.
Technology
A 7-inch touchscreen display is standard (8-in optional) for the infotainment and available navigation system. Apple CarPlay, Android Auto, Bluetooth hands-free and streaming audio are standard, and Infinity premium audio is available. Turbo models come with a nifty engine sound enhancement feature that allows you to experience the audible thrills of your Veloster through the sound system. An 8-in head-up display (HUD) is also available on Turbo models. Lane-keeping assist and forward-collision-avoidance assist are standard (class firsts), along with a long list of active and passive safety features.
Driving Experience
We drove both the 2.0-liter and Turbo models of Veloster during Hyundai's launch event. Unfortunately, only automatic transmission vehicles were available during the event. But the Veloster still delivered on its fun-to-drive promise, especially in Turbo trim. With three drive modes (Normal/Sport/Smart), the Turbo feels sporty and quick. The suspension is just stiff enough to give you some confidence, and Veloster can hug the curves just fine. Torque steer makes an occasional appearance, but is easily managed. Veloster's limits are not the highest, but it delivers some good fun within them.
Trim Levels and Prices
2019 Veloster will be available in five trim levels: 2.0, starting at $18,500 (MT)/$19,500 (AT); 2.0 Premium, starting at $22,750 (AT only); Turbo R-Spec, starting at $22,750 (MT only); Turbo, staring at $25,400 (DCT only); and Turbo Ultimate, starting at $26,650 (MT)/$28,150 (DCT).
Interior Design and More Asymmetry
Taking their cue from the vehicle's exterior, Veloster's designers made a clear division between the driver's and passenger's sides of the front cabin. The second row is a tight fit for adults, and would be a chore for swapping in and out of car seats but that's standard for the class. Cargo space is superior at 19.9 cu ft., competitive with many compact crossovers and bigger that most full-size sedans -- and the 60/40-split rear seat folds down to open up even more.
Powertrain
Two engines are available for the front-wheel drive Veloster: A 2.0-liter naturally aspirated (non-turbo) 2.0-liter 4-cylinder (147 hp/132 lb-ft of torque) and a 1.6-liter turbocharged 1.6-liter 4-cylinder (201 hp/195 lb-ft of torque). The 2.0-liter comes with either a 6-speed manual or 6-speed automatic transmission, while the turbo comes with a 6-speed manual or 7-speed dual-clutch automatic (DCT). Fuel economy estimates range from 25 miles per gallon city/33 mpg highway/28 mpg combined to 28 mpg city/34 mpg hwy/30 mpg combined, depending on configuration.
Turbo FTW!
The Turbo lineup begins just $150 above the 2.0 Premium with the $23,785 R-Spec, which comes only with a six-speed manual transmission. As far as we’re concerned, the lineup could end there, too. The simply named, $26,285 Turbo can be had with a seven-speed dual-clutch automatic transmission, and although you can order the loaded Turbo Ultimate with a six-speed manual, it’ll cost $27,535. (Equipping a Turbo Ultimate with the DCT adds $1500.) For more on which trim level gets what, read our pricing breakdown of the Veloster lineup; in our book, the R-Spec represents the strongest value.
Every Turbo’s suspension has thicker anti-roll bars and is roughly 15 percent stiffer than the base Veloster’s. The only stick-shift Turbos we drove were R-Specs, which get a trim-exclusive B&M short-shifter kit. The setup’s Honda-like shift quality is shockingly good, and the clutch pedal is springy and progressive with a clear takeup point in the middle of its stroke. Recently, we declared the Accent SE’s manual transmission to be the best Hyundai has ever offered. Transfer that title (with a hat tip to B&M) to the Veloster R-Spec now.
The dual-clutch transmission is less beguiling. Its responses to manual gear selections are disappointingly slow whether you use the steering-wheel paddles or the shift lever, and several times we caught the computers snoozing, leaving us without a complete throttle blip to smooth a downshift. In automatic mode, it upshifts short of redline most of the time to ride the turbo engine’s fat wave of torque in the low and middle ranges. Although not terribly sporty, the protocol feels effective and helps to avoid the shrill whooshing noises and softened thrust that occur near the engine’s redline. The Dyson sound effect isn’t unique in this segment Honda’s Civic Si is nearly as lacking in high-rpm character—but Hyundai curiously augments it, digitally, through the Turbo’s audio speakers. Every Veloster has Normal, Sport, and (in automatic-transmission models) adaptive Smart driving modes; in the Turbo, these represent different volume settings in addition to changing the steering effort and throttle response. Fortunately, drivers can minimize or shut off the digital exhaust note altogether via the touchscreen.
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