Recently, a video appeared on the Frankfurt Motor Show, which represents Volkswagen CEO Martin toying with the remarkable quality of recent Golf competitor Hyundai, the i30 in the European market, Winterkorn. But if Herr Professor Dr. Winterkorn seemed disturbed, and did so without doubt, was not simply by a car, not even a goal in the heart of his empire. The i30 is just the latest in a series of strong Hyundai products that are quickly erase the memories of the basement of the base budget of the brand. In an industry that likes to be compared to the fashion business, Hyundai is hot. So much so in fact that TTAC readers probably getting tired of hearing about it.
And when the brands are hot, especially in the strength of its mass market offerings, the next logical step is to build a halo car that reflects the values ??that made them so popular. But the unconventional position Hyundai accent selling everything from $ 15,000 to $ 60,000 a Equus, and its mandate to reflect “think different” means a traditional halo vehicle is out of the question. Enter the Veloster. Or, as Hyundai calls the “reverse halo car.” Before entering the car itself, we will deal quickly with the concept of confusion of Hyundai’s “halo backwards.” When asked if he would consider Wards Auto building a GT-R Corvette or combat, Hyundai Motor America CEO.
It would be great and fun to have a halo performance car? Yes, but would be very expensive, and what they actually do for us?
So, to truly reflect your brand values, Hyundai halo car would have to be efficient. Properly accent (so to speak) Hyundai Lema marketing, which should be “different” (a car affordable halo?). And to show Hyundai’s technological prowess (not to mention giving Herr Winterkorn ulcer is an honest exercise), which should have a direct injection engine and a dual-clutch transmission available, candy euro VW tech gift of the U.S. insists t matter. The result: a 40 MPG-based accent, coupe hatchback with three doors with hinges forward to nothing better than anything else on the market. And anything else to say about the Veloster, the whole concept as a halo that shines from the bottom of the range of models is a step upward audacious upstart Korean company (if a loan from the Kia Soul). And like any good halo, the Veloster is unabashedly extroverted exterior design. It has the proportions of the motorcycle helmet of your Scion tC competitor, but brings a bulldog stance more compact and visually dynamic design language Hyundai “fluid sculpture” to the party. Pure coupe driver’s side, third door on the passenger side gives a unique look, while the rear features the most breathtaking view of them all, with its center chrome exhaust, round glass hatch and Ferrari logo font ” Veloster. ” Love or hate the looks, it is hard to deny that is at once recognizable as a Hundai and yet more expressive than any other Hyundai on the market. Mission halo reverse out.
Slip into the driver’s seat, and Herr Winterkorn is reached for the Tums again. For all the accolades of their products are, Hyundai still not get enough credit for putting out some of the more solidly mounted inside the lower price points, and the Veloster has that flag with pride. Inside the mind blowingly not glamorous, but is a step stress intelligent design, but of the entire board of the controls, everything is built with solid, reassuring quality materials. Almost all affordable cars interior is at least a handful of elements who betray the inevitable cost cutting, but in the Veloster I literally could only find two points of criticism. The silver plastic door strip supposedly inspired by a sport bike frame, but its lack of structural integrity clearly was not. In addition, the latch on the door handles feel cheap compared to the rest of the interior. For a car that starts a little over 17. $ 000, that’s all achievement … Mr Winterkorn and final round-pried similar products are not close to central reaching.The Veloster’s cabin is the standard seven-inch touch screen that can connect to an iPod or Xbox host and used as a game screen film or video, or play with the optional navigation system. But none of these reasons explain why standard “reverse halo” of Hyundai car. Like the Veloster is the first Hyundai to offer a dual-clutch transmission, which is also the first model to offer the complete set of brand OnStar telematics services alike. Hyundai spends a lot of encouragement from public relations people hoping to generate some enthusiasm for the three service packages, but it seems that will appeal more to older buyers who prefer a link to a “real person” in held discussions with a device that Veloster average buyer. And none of them raise the genre beyond the services already offered by OnStar. In addition, some of the other technological toys of the Veloster, like the Gracenote voice activated mp3 management system does not work easily or intuitively enough to write home about (although the optional audio system sounded good size).
But who cares about high-tech toys? After all, we’re talking about a sports coupe that has 138 HP to move between 2,600 and 2,800 pounds (depending on setting and transmission) the car … the real question is “how to drive? “And the truth is nowhere near as exciting as the spec sheet would have us believe. For starters, the engine does not feel as powerful as expected, thanks to the central value of the brand of” leadership fuel economy. “The engine feels remote, cut the engine torque, throttle too assigned, and usually lacks the immediacy that even a fun car to drive enough power. And that’s the strangest thing: in especially with the manual transmission, it is clear enough power to not only continue with the traffic, but still have a little fun on the way back … the engine just has no personality, no desire to push. It refers promising a growl when you open through the lower midrange, but the enthusiasm dies in a thrash does not appeal. But hey, nobody said that 40 MPG on the highway which is free. Speaking of fuel economy, the magical 40 MPG highway rating is only available in manual transmission version, because the extra weight of the dual-clutch box drag the score up to 38 MPG. What is strange, considering the DCT seems timed to coincide with the engine tuned to the economy of taste, and from a performance perspective, is a party of the poor in low-end torque (123 ft-lbs) engine. In the meantime, anyone is likely to choose the manual that are draining the windlass, ruining the fuel economy in the process. However, the manual is the clear choice for a car like this, therefore keeping weight to a minimum and allows a better use of engine power. Which is a shame because this car is supposed to emphasize the use of the latest Hyundai transmission technology. And the DCT works very well, changing gracefully without problems … but again, it’s best when, like Hyundai, who value fuel economy over performance.
On the road, no surprise to Veloster chassis with sporty response, but its refinement. One would expect a car like this will be a great impact on the bits of curves and a bear in the road nearby, but the opposite is the case. Highway cruising is much more refined and relaxed than you would expect from a squat B-segment coupé, like the Veloster remain calm and comfort through Oregon crumbling road sections. But leaving the highway and start pushing for tight roads that end side of the Columbia Gorge, you soon realize that the suspension was tuned Veloster for the ride over handling. Electric power steering offers more feel than other electro-racks, but the answer is still painfully subtle. And there is enough vagueness and tilted to the side of the center-to make you feel like you’re driving a bigger car, heavier than they really are. Like the engine, the chassis is not inept … only lacks the openness and playfulness that defines all fun cars has ever been done. And braces are cut from the same: they work very well, but the small pedal has a clear feeling that inspires confidence Squidgy the enthusiasm driving.An uphill stretch of road marked with strong fork out the worst of the Veloster as a dynamic proposal. Lack of confidence in the brakes, which slow early and then wait forever for the engine to develop the pair out of the corner. And in the midst of the slow corners, tight, the body roll is more pronounced and the direction is at least his touch. It is never a mess in a dynamic, but there is no doubt that Hyundai chassis engineers Jinba ittai left some on the table. After winding down the hill, the road follows the river valley, sweeping undulations of rolling and the opening of a faster (but blind) corners. Here the Veloster makes the strongest case for himself as a driver’s car. Keep the engine on the boil and can be built over, as the front-end bite best when loaded up in the fast corners. At this rate faster in the gels Veloster coherent whole that flows from one corner to another in a much more satisfying. But still can not help feeling that, for a car so small, that does not feel as alive or chuckable as expected intuitively.
And this is where Hyundai fresh face, up and displays the status of food: anyone who has been in this industry long enough will tell you to tune a car for the perfect balance between ride and handling has decades of experience and institutional memory. Hyundai is clearly not that, and as a result it safe with the United States and the Veloster market tune a bit too far to the side of comfort. And based on the opinions of Old Blighty, the opposite occurred in the UK market Veloster which seems to have been set too fond on the side of the spectrum, resulting in a walk crashy. The compromise that was probably the most appropriate given the death of U.S. enthusiasts, but also shows why Hyundai is probably not ready to go chasing the GT-R and the Corvettes in the world. But then, is why Hyundai did not intend to make a coupe Veloster true fan, and why executives at Hyundai Motor America just roll their eyes if you ask about the 200 Turbo that apparently HP Veloster is already approved for Europe . Instead, Hyundai built a fashionable car, very distinctive and practical, astonishingly, that reflects the values ??upheld in this market. It may not be a CRX born again, but is less effective and more refined and practical than you might expect. And, fully equipped with navigation examples given, a roof of almost all glass, rear view camera, dual-clutch transmission and a grip of other things of little more than $ 23,000 (base models start at about $ 18,000) , which offers aa European style premium subcompact taste for relatively little money.