Someday soon, we expect a Hyundai product to peak its course without trading on “excellent value” as its major attribute. We’re closer than ever to that day. Touting a multiattach rear suspension in area of its predecessor’s torsion-beam axle, a nicer interior, and an extra muscular appearance that belies an underlying weight-loss regime, the second-generation 2019 Hyundai Veloster Turbo R-Spec performs well, yet it still substitutes a reduced price for the finer allures that put the Honda Civic Si and also the Volkswagen Golf GTI on our 2018 10Best Cars list.
Its asymmetrical three-door configuration and also hyena-favor stance proclaim the Veloster’s role as a sportier coupe-prefer variant of the traditional Elantra GT hatchback, analogous to the means the late VW Scirocco stood in relation to the Golf. For the model’s sophomore outing, Hyundai has actually optimized the style via a more toothsome challenge and muscular haunches while likewise making it a small more handy by broadening cargo volume from 16 cubic feet to 20, eight even more than you’ll discover in a Civic Si coupe. It’s a neat little of packaging, considering the wheelbase hasn’t readjusted and the auto is actually a shade shorter than the original, while its roof looks more steeply raked, offering the feeling that the Veloster is always going uphill.
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Upward is additionally wbelow the interior developers were focused, employing better qualities of plastic and cloth in the nicely finiburned cabin. Colored accents on the dash, steering wheel, and seat stitching make things substantially even more amazing to look at than in the Elantra GT.
The Veloster Turbo shares its brand-new rear suspension and also carry-over 201-hp turbocharged 1.6-liter inline-four with the Elantra GT Sport. This suspension enhances on the original via more sleek managing and also a smoother ride, even through the Turbo’s stiffer anti-roll bars and dampers. Aluminum suspension components reduce unsprung mass and contribute to this auto weighing 39 pounds less than the lightest first-gen Veloster we tested, a 2016 Rally Edition, and 212 pounds less than the Elantra GT Sport. The setup provides good use of the Michelin Pilot Sport 4 tires, serious performance rubber that’s conventional on this driver-concentrated R-Spec trim (and also on the manual-transmission Turbo Ultimate). Like the Si, the R-Spec comes just through a six-rate manual gearbox, also mutual via the Elantra, and it’s amplified via a traditional B&M short-throw shifter (an option on various other Hyundais making use of this gearbox).
The Numbers Are There
Weight-paring and sticky rubber aid this R-Spec scoot to 60 mph in 6.2 secs, whereas the ’16 needed 6.7 with the same powertrain. Thanks in big part to the Michelins, skidpad grip jumps to 0.95 g from 0.85, and also avoiding from 70 mph takes just 151 feet versus 173. The Veloster R-Spec plays in a league with the 205-hp Civic Si coupe (6.3 seconds to 60 mph, 0.97 g, and 159 feet) and the 220-hp GTI (5.7 seconds, 0.95 g, 161 feet). The 268-hp Subaru WRX is the class hot rod through a zippy 5.5-second sprint to 60 mph (we’ve also viewed 5.0 in previously examples), however the all-wheel-drive Subie is in the middle of the pack in roadholding and braking.
The Veloster’s packaging provides it a small smaller sized than those three in the passenger compartment, a fair trade-off for being lighter. The Hyundai is bigger than the Ford Fiesta ST, which has actually a much more straight comparable 197-hp turbocharged 1.6-liter 4 but is vanishing from the U.S. sector after 2018. For the document, the the majority of recent ST we tested took 6.9 secs to hit 60 mph, created 0.93 g, and quit in 166 feet.
A Button to Complexify and Add Loudness
Track numbers won’t tell you that the Veloster’s steering lacks on-center precision also in its heftier Sport driving mode, which really should be the single establishing, and it still lacks for feel with the electrically assisted system that mounts its motor on the column. Engineers have given their lighter vehicle a stiffer chassis, which all but erases the body flex that plagued the original when pushing hard on twisting roadways. Once off-center, the steering is more predictable and also regular than before—yet being better doesn’t equal “ideal.”
Even in R-Spec trim, the Veloster is not particularly eager to rotate in or to revolve, despite the assistance of brake-actuated torque vectoring. Our test driver cited the car’s superb at-the-limits balance on the skidpad, yet that applies just after speeds get scarily fast out on the road; at saner velocities, the car’s tail stays resolutely stuck, and you can’t really adjust your cornering line through lift-throttle or braking tricks. This puppy won’t wag its tail and just isn’t as playful as its toyfavor appearance says, a downside of today’s mega-grippy tires.
The Sport mode switch on the console just ahead and to the left of the shifter also adjusts the exhaust note and also, in Veloster Turbos equipped with the seven-speed dual-clutch automatic, the transition programming. That last doesn’t use to the manual-just R-Spec, though, so having actually a mode switch at all really appears superfluous. The exhaust note is aggressive sufficient for many in the standard establishing, specifically because this engine is not specifically characterful, and also the audio system’s intensified version seems to add noise without musicality. The engine is plenty flexible, with plentiful low-array torque so that you needn’t change gears frequently, also in hefty traffic, however neither does it reward winding it out to the 6750-rpm redline. The short-throw shifter feels sportier than the Elantra’s (which reminds us of Grandma’s Plymouths), however it slips right into each gate via a slightly muddier sensation than the crisp engagement you acquire in the Honda.
The Value Proplace Still Rules
The R-Spec comes one way, stuffed with conventional devices for $23,785. The Honda opens at $24,995, the VW at $27,265, and also the Subaru at $27,885. The price gaps have the right to grow when you equip competitive cars as fully as the Hyundai. (Even the tiny Fiesta ST, which starts at $22,160, expense $25,775 in its the majority of current as-tested develop.)
The basics here are so cshed to being on suggest that we’re looking forward to the upcoming 275-hp Veloster N, which will have niceties such as adaptive damping and multiple driving modes. Here’s hoping the new N performance department looks beyond the number behind the dollar sign to gain all of its sums appropriate.
VEHICLE TYPE: front-engine, front-wheel-drive, 4-passenger, 3-door hatchback
PRICE AS TESTED: $23,785 (base price: $23,785)
ENGINE TYPE: turbocharged and also intercooled DOHC 16-valve inline-4, aluminum block and head, straight fuel injection
Displacement: 97 cu in, 1591 ccPower: 201 hp
TRANSMISSION: 6-rate manual
CHASSIS:Suspension (F/R): struts/multilinkBrakes (F/R): 12.0-in vented disc/10.3-in discTires: Michelin Pilot Sport 4, 225/40ZR-18 (92Y)
DIMENSIONS:Wheelbase: 104.3 in Length: 166.9 in Width: 70.9 in Height: 55.1 in Passenger volume: 90 cu ft Cargo volume: 20 cu ft Curb weight: 2816 lb
C/D TEST RESULTS:Zero to 60 mph: 6.2 secZero to 100 mph: 15.6 secZero to 130 mph: 32.7 secRolling start, 5–60 mph: 6.7 secTop gear, 30–50 mph: 9.3 secTop equipment, 50–70 mph: 7.6 secStanding ¼-mile: 14.7 sec
97 mphTop speed (drag limited, C/D est): 145 mphBraking, 70–0 mph: 151 ftRoadholding, 300-ft-dia skidpad: 0.95 g
C/D FUEL ECONOMY:Observed: 28 mpg75-mphhighway driving: 35 mpgHighway range: 460 miles
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