- Hyundai Veloster N Review, Pricing, and Specs
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- Discover the Hyundai Veloster N Manual
Hyundai nailed the hot-hatchback formula when it released the Veloster N for the model year. Its rowdy active exhaust emits all the right snorts and pops. And its planted, highly adjustable chassis makes for great fun on pretty much any road or racetrack.
With our long-term test car continuing to entertain us even as it approaches 40, miles, the news that Hyundai would be upping the fiery Veloster's base price and adding a few refinements for its third year in production was cause for some initial concern.
Fortunately, those updates resulted in an even more desirable sport compact. The highlight of that upgrade is a hp boost for the turbocharged 2. While we'll argue that a stick shift and three pedals are still best for maximizing the Veloster N's playfulness, there's no denying the DCT's quickness.
Our test car shot to 60 mph in 4. More important, both of the DCT's times are a tenth of a second quicker than the best efforts we've clocked for its chief rival, the manual-only Honda Civic Type R , although the hp Honda does post a 3-mph faster trap speed at the end of the quarter.
In two-pedal form, the Veloster N is now the quickest front-driver we've ever tested and one of the cheapest ways to gain access to the sub-five-second-tomph club. To summon the high-rpm clutch drop required for that Civic-beating takeoff, you'll need to familiarize yourself with the Custom drive mode display on the Veloster's 8.
Given the Veloster N's many chassis, engine, exhaust, and drivetrain settings, there's no ideal way to present all the choices. The previous tile layout required two pages, which Hyundai condensed to a single page by moving to a spider graph.
The new readout looks sharp, but manipulating the intricate toggles while driving takes a steady hand. There are also preset combinations—Eco, Normal, Sport, and N Mode—if you don't require, say, loud exhaust paired with relaxed suspension. The launch-control tab is integrated into the spider graph's adjacent N Performance display.
Once activated, you're given five minutes to set the launch rpm in rpm increments up to rpm , floor both pedals, and then release the brake.
As the computers work the clutches, the Veloster N lunges forward on the edge of traction and fires off rapid-fire upshifts as long as you keep the accelerator pinned to the carpet.
We'd prefer it if we could initiate the procedure by simply mashing both pedals in the sportier drive modes, and we found that the system needed a brief cooldown between repeated runs.
But it is effective. Its gear changes aren't as quick as a Porsche PDK's , but it is snappy and smartly programmed. And hey, we're talking about a car that costs the same as a few option packages on a Turbo S. Low-speed drivability is impressively smooth, lacking the jerky stumbles that on-off throttle applications can provoke in this type of transmission.
Downshifts are quick and well timed. As a bonus, the automatic Veloster N gains an overboost feature called N Grin Shift, which engages the car's raciest drivetrain setting and increases the engine's torque output from to pound-feet for 20 seconds. But we often forgot about it because it's activated by a small, unassuming NGS button on the steering wheel that blends in with the rest of the controls. In manual mode, the Veloster N's transmission will hold gears up to the engine's rpm fuel cutoff.
Shifts can be cued up via paddles on the steering wheel or a console shift lever with a proper pull-to-upshift, push-to-downshift action. We found that this manual control came into play more often than usual when driving on the highway, as the Veloster N's eight-speed won't engage top gear in any drive mode more aggressive than Normal. At an mph cruise, eighth gear equates to a relatively subdued rpm.
For comparison, the manual Veloster N registers revs at 80 when in top gear. At a steady 75 mph, the Veloster N DCT returned the same mpg figure as the manual car on our mile highway fuel-economy test. Our test car averaged 18 mpg during its two weeks with us.
That reduced efficiency partially stems from the weight penalty incurred by the dual-clutch transmission. At pounds, our DCT test car weighed 96 pounds more than our manual long-termer, with the amount of mass over the front wheels increasing from Hyundai compensates for the altered front-to-rear balance by retuning the DCT model's springs and adaptive dampers.
This maintains the car's excellent poise and body control but changes the ride quality. Driven back to back, we still prefer the lighter six-speed car's softest setting for most situations, as it brings the best balance of ride comfort and chassis control.
Thankfully, transmission choice has no impact on the Veloster N's new standard performance seats. Highly supportive for hard driving yet surprisingly comfortable, these cloth and leatherette thrones are a huge improvement over the comparatively flat and plain-looking fabric chairs in our long-term car.
Hyundai says each one is also four pounds lighter, but we're more impressed with how their sculpted design and the illuminated N logos on their backrests dress up the car's otherwise drab cabin. That the new seats aren't heated is our only big gripe about the latest Veloster N.
While that might sound like a trivial complaint, we drove the car in Michigan's frosty late fall. We thought far less about the car's new standard active-safety tech—lane-following and forward-collision assists, blind-spot and rear cross-traffic alerts, and driver attention monitor—than we did about the seat heaters and heated steering wheel that Hyundai makes available in other markets.
The company says this split was to limit the cost and build complexity of models sold in the United States. But we imagine that discerning buyers of a more sophisticated and expensive Veloster N would like a say in their car's amenities. Count us among that group, even if we'd still chose the manual car and its inherently greater involvement over the quick new DCT.
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- Hyundai of Regina | The VELOSTER N MANUAL
Shift your day-to-day. The new Veloster N will have you waking up before your alarm goes off and actually looking forward to your everyday commute. Every moment behind the wheel will put a child-like grin on your face because driving is fun again.
It's not about the destination. It's the journey that truly matters. The new paddle shifters behind the steering wheel put power at your fingertips — so you can shift the moment anytime, anywhere. Hyundai's experience and knowledge of motorsports like WRC and TCR have led to the creation of Veloster N, the high-performance model made for the track and the road. It's nicknamed The Corner Rascal because it delivers incredible cornering ability in addition to its everyday sports car feel and race track capability.
The N DCT is an automated manual transmission with two separate clutches for increased efficiency, faster shifting, and driving convenience. Its wet clutch system offers better cooling and copes with high torque, and comes with a simple gear lever arrangement so you can push forward to downshift and pull back to upshift.
With high-performance logic enhancing the fun, you get full control over your drive. Power from the back for fun in the front seat.
For 20 seconds you can enjoy a boost of performance like no other, utilizing the engine's overboost and N DCT's ideal shift pattern.
Go on, you can't help but grin. While on the track, the NTS shifts into the right gear for optimal performance — so you can focus on steering and enjoy the drive. To find out more information about N in your country, please visit your local website. Find out what experts have to say about Veloster N and form your own opinion about the performance car. Scroll down. Shift the Moment.
Detour Night Out. Lifestyle Exterior Interior. N Power Shift Power from the back for fun in the front seat. N Gamer. Information Near You To find out more information about N in your country, please visit your local website.
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