2012 Hyundai Veloster Test Drive: Willfully Bizarre

What segment, exactly, is Hyundai's Veloster aimed at?  Not sure.  Sports coupes?  Well no, it's got three doors and a prominent lift-back.  Hatchback?  No, not enough headroom or practicality.  Practical family car?  Nope, there's hardly any room in the back.  I think the Veloster is aimed at people like me: 18-24's with reasonable income and a taste for the bizarre.  That's what it is: bizarre.

For instance, that intro shot is the driver's side of the car.  This is the passenger's side.

You will notice the door count is different.  Two on the passenger side, one on the driver's.  Why?  I think it's because they can, that's why.  If you're going to make a fun, affordable, interesting car (there's your segment pigeonhole!) you might as well make it willfully bizarre.  Why the hell not.

So, we've got two doors on one side.  One on the other.  A liftgate with dual-pane glass, like the old CRX.  Center-exit exhaust pipes like an Aventador.  It's not a ridiculously sexy car, but it is one that turns necks out of sheer curiosity.  How could it not?  This is the kind of public reaction that the Honda Element got when it first came out, but with a little more good will.  The Veloster seems to have a different, fascinating curve or angle to show you every time you look at it.  I'm particularly fond of how the forward edge of the front fenders curves under the headlight and creates a negative space underneath, outlined by a glowing purple LED running light.  I like the random black panel at the bottom of the bumper.  It's delightfully interesting to look at.

All low-slung, angular and thrusting.  Must be fast, right?  Well...  with a starting price point of $17,300, the Veloster has some pedestrian underpinnings.  It's based on the newest Accent, and takes the place of the Tiburon below the Genesis Coupe in Hyundai's lineup.  Despite the flash bodywork, the suspension is fairly standard: MacPherson struts in front and a beam axle out back.  Power comes from a 1.6L gas direct-injection four cylinder, which makes 138 horsepower and 123lb-ft torque.  You have the choice of a 6-speed manual, or more interestingly a 6-speed twin clutch gearbox (which was developed in-house and is called "EcoShift.")

While it seems like it'd be relatively quick (the Veloster weighs in at a surprisingly light 2813lbs in this trim), it's not what you'd call... a road burner.  The 1.6L is smooth and vibration free, even at high rpm, but there's not a lot of power down low.  Or up high, really.  Alright, I'm being kind.  It's pretty slow.  Maybe it's that the styling writes checks that the performance is unable to cash, but a 9.1 second 0-60 time doesn't impress mightily (C&D, 2/12), and neither does a 17.0 second quarter mile.  Eventualveloster might be better.  Or Toaster.  It's pokey.

But don't click away yet!  For there are other redeeming attributes.  Many other ones.  In fact, if we judge the worth of cars only on their straight line speed, do you think Mazda would've sold any Miatas?  While it might be slower than some cars it competes with (decidedly so in the case of the Scion tC and Kia Forte Koup SX, about even with a base Mini Cooper or Honda CR-Z), it still has its charms.

Beyond the styling, we have the chassis.  First, the bad news.  It's an electric power steering setup, which is a form of witchcraft where the pump is not driven by a belt like god intended.  This has the expected consequence of making the steering feel a bit... video gamey.  It's better than some earlier systems, though: put a lateral load on the tires and it does weight up, but it's a bit out of sync compared to a hydraulic setup.  Still, pitch the Veloster into a corner and... you'll wish you'd pitched the thing harder, because this is a Hyundai that can handle.  The 215/40/R18 tires deserve some credit, but the suspension setup itself is sound.  The Veloster's nimbleness and adherence are more akin to a Cooper than the CR-Z.  This chassis has potential, and it makes back roads fun.

Also helping is the transmission.  Normally I'm a fan of three pedals if I'm given the option, but twin clutch gearboxes are starting to win me over- and Hyundai's is pretty good.  The shifts aren't as lightning-fast as those you'll find in a VW, but remember they have a 9-year head start.  It is noticeably faster than Ford's twin-clutch.  The paddle shifters would be better off mounted to the steering column instead of the wheel, but that's the case with every car.  This twin-clutch makes the most of the 1.6L's meager output, allowing you to focus more on steering and throttle/brake input in the twisties instead of heel-and-toe and shifting.  They would be wise to add a Sport mode like VW has, to hold gears longer - using the paddle shifters, you find the EcoShift will still decide it wants a higher ratio while you're mid-corner, which can get annoying.

You would be wise to immediately disengage the Eco mode button (shown left) when you get in the car, too.  It was on when I started the car up, and for a minute I thought the handbrake was still engaged.  It changes the throttle mapping such that you don't get any response until you put your foot half-way through the carpet.  It also reduces the output of the A/C system.  I suppose if you're hypermiling it's great, but it makes the car unreasonably slow even in stop and go traffic.  The DCT 'box copes well in traffic, with only a hint of clutch slip on take-off and very smooth low speed shifting.

On the highway, the Veloster's engine is relaxed and quiet in top gear, although like some other small-engined cars it can use a downshift or two for overtaking traffic.  The suspension is stiff, though - the downside for the handling is that the ride gets nervous on the highway.  The unusually long wheelbase (104.3") helps minimize oscillations over the road, and the wide track (61.3/61.8") keeps the car stable.  The relaxed, planted highway manners combined with the 38mpg highway rating means the Veloster would make a great road-trip car, and a 13.2 gallon tank is pretty large for a subcompact car.  It's worth noting that while the MPG numbers for the two Veloster transmissions are different (manual: 28/40, DCT: 29/38) the combined ratings are the same at 32.  It's also worth mentioning that with two extra seats, 25 extra horsepower, and no hybrid system, the Veloster delivers better highway fuel economy than Honda's CR-Z (31/37).

What would really make the Veloster a great road trip car is the interior.  The seats are remarkably good: plenty of torso support, nicely shaped thigh bolsters, and useful head rests.  The quality of interior fittings shows that Hyundai knows how to spend money where it's important.  Primary touch surfaces are all high quality: the steering wheel's contoured and leather, the hand controls are all logically places and feel solid, and the center stack layout is attractive and functional.  The Start button (mounted below the center stack) gives something of a high-tech feel, and the gateless shifter is interesting if a little hard to figure out at first.  Some of the things you're not constantly fondling have a cheaper feel: like the levers to adjust seat height and backrest angle feel flimsy, a problem that seems to effect a lot of cheaper cars.  Of note: while the back seats offer more leg room than a Mini, headroom for taller people is quite restrictive back there, and ingress/egress is difficult even with the trick extra door.  Head room in the front is limited by the cloth cover under the sunroof and a seat that doesn't go down quite far enough, but sliding the cover back removed the head-to-roof interaction for me.

The aluminum-look spars that "support" the center console are cribbed from the original Audi TT, but I suppose if you're going to steal ideas you might as well steal from the best.  Behind them: a USB-in, Aux-in, and two 12v outlets for charging things.  There's also a 115v outlet in the center console.  The gauge cluster is separated out into deep pods, which seems to be very popular these days, with an LCD multi-function display in between.  Other styling quirks: the door handles that loop up from the arm rests, random splashes of metallic trim, and those little "groin bumps" in the center of the seats, sort of like a 370Z.  It seems the Veloster was built around amusing today's generation of mobile tech-obsessed youngins, myself included.  With the Tech package, the Veloster can do almost anything with regards to electronics.  There's a 7" high-def touch screen in the center stack, which all models have, but ordering the tech package adds Navigation and a color backup camera to it.  The satnav is linked with XM Traffic and Weather data to give you an ideal route.  The Veloster also includes voice controls for most things.

The Style Package adds a 450-watt Dimension Audio setup with an integrated 8" subwoofer, and you can input media through a Bluetooth connection, USB, Aux, or even CD's - remember those?  The other thing the Veloster brings to the table is Hyundai's Blue Link service, which is similar in function to GM's OnStar.  In addition to standard in-car telematics functions (like automatically reporting a collision, remote unlocking, turn by turn guidance) BlueLink adds some other functionality.  It can convert speech to text messages, social network "location sharing" (like Foursquare or Facebook places), and remote vehicle start and temperature adjustments through a mobile app.  That one requires the automatic transmission and push button start, but it would be neat: on a cold day, use your phone to start the car and crank the heat up before you get there.  Finally, there's a "Eco Competition" through BlueLink that compares your fuel economy to other Velosters in the area.  I'd try to have the lowest.

So what we have is an interesting styled, creatively imagined car.  It's got a nimble chassis, good fuel economy, a nice interior that's laden with high-tech stuff, an interesting gearbox, and weirdness coming out of its ears.  However, it feels like the emphasis was on amusing iPhone-addicted teens with mobile this, wireless that, and the overall effect is that the Veloster comes off more as a video game than a car.  I realize some people will like this - it's a solid feeling and incredibly well-connected car.  But I want more car in my car.

The solution to that will be the 2013 Veloster Turbo - which adds boost on top of the 1.6L DI engine, for 201 horsepower and 195lb-ft torque.  That's GTI-level punch in a considerably smaller package.  Hyundai originally wasn't planning to bring the Turbo version to the US, preferring to keep overhead low and sell the Veloster on it's tech-geek merits, but it seems I'm not the only one who thinks cars that look like sports cars should drive like sports cars.  I'm glad Hyundai listens.  If they keep the price and fuel economy reasonable on the Turbo version, they'll have a segment-dominating car on their hands.

Whatever segment that may be.

2012 Hyundai Veloster EcoShift DCT

Base price: $17,300Price as tested: $23,650Options: EcoShift twin-clutch gearbox ($1,250), Style Package ($2,000: 18" all0ys, chrome grille, fog lights, panoramic sunroof, Piano Black interior accents, Dimension Audio 450w Stereo w/8" Subwoofer, leatherette seat bolsters, leather steering wheel & shift knob, alloy pedals, driver's auto-up window), Tech Package ($2,000, requires Style Package: body color painted inserts on 18" alloys, color backup camera, backup warning sensors, satellite navigation, automatic headlights, proximity key with push-button start, 115v outlet in center console), Destination Fee $775, Carpet Mats $95, Cargo Tray $95, Mud Guards $85, Wheel Locks $50.

Body: Unit construction 3-door hatchback coupeDrivetrain: transverse front-engine, front wheel drive, 6-speed twin clutch automaticAccommodations: 4 passengers

Engine: Inline four-cylinder, aluminum block and cylinder head Displacement: 1591cc (1.6L)Aspiration: N/AFuel delivery: Gasoline direct injectionValvetrain: DOHC, 16v with dual variable valve timingCompression ratio: 11.0:1Horsepower: 138bhp@6,300rpmTorque: 123lb-ft@4,850rpmRev limit: 6,500rpm

Suspension (F): MacPherson Struts, Coil Springs, Sway Bar Suspension (R): Torsion Beam, Coil Springs, Sway BarSteering: Electric power assisted rack and pinion Wheels/Tires: 18" alloy, 215/40/R18 Kumho Solus KH25 Brakes (F/R): 282mm vented disc, single piston caliper (F), 262mm solid disc, single piston caliper (R)

0-60mph: 9.1 secondsTop speed: 121mph 1/4 Mile@ET: 17.0@83mphEPA fuel mileage estimate: 29 city/ 38 highway/ 32 combinedRecommended fuel: 87 Octane (regular)Fuel Tank Capacity: 13.2 gallonsTheoretical Range: 501.6 miles

Wheelbase: 104.3"Length: 166.1"Track (F/R): 61.3"/61.8"Width: 70.5"Height: 55.1"Cargo Capacity: 15.5 ft³Curb weight: 2813lbs

Main Competitors: Honda CR-Z, Scion tC, Fiat 500, Mini Cooper Hardtop, Kia Forte Koup, Volkswagen GTI, Pros: Interesting exterior, high-tech interior and great seats, nimble chassis, great highway MPG, DCT works well, delightfully weirdCons: Really slow, stiff ride, limited headroom for the 6'+ crowd, annoying Eco mode, DCT doesn't always hold gearsConclusion: Great if you're all about iPods and MPG competitions.  If you want some velocity with your Veloster, wait for the Turbo - it'll be worth it.