2019 Hyundai Veloster Pros and Cons: Why (Not) This Car?

	Compared to the Jetta
Exterior styling	Better Worse

Thanks to its sleek, futuristic styling and asymmetrical design, with one door on the driver side but two on the passenger side, the original, 2012 Hyundai Veloster attracted far more attention than the typical hatchback. It looked like a concept car, especially from the rear, but you could actually buy it--and for not much money.

With familiarity the novelty wears off. And the second-generation Veloster's design is less adventurous than the original's. But the Veloster remains a significantly more stylish car than a more conventional, boxier hatchback like the Volkswagen GTI or Hyundai's own Elantra GT. It had better be, or why make the sacrifice in functionality?

The Veloster is also far more tastefully styled than the Honda Civic Type-R. It has the de rigeur spoiler, splitters, side skirts, and faux diffuser, with those along the bottom highlighted in red, yet this isn't a car that looks ridiculous on someone over the age of 25.

The Veloster N looks most striking--and quite attractive IMHO--in the powder blue of the tested car.

Handling

Better Worse

In tuning, the Veloster N feels firmer and sharper than the Volkswagen GTI and Jetta GLI, but it's not nearly as hardcore as the hyper-engaging Honda Civic Type-R. For many people the Hyundai could hit the sweet spot, as ultra-quick responses and an ultra-firm suspension render a car much less livable in daily driving.

As it is, the Veloster N is very fun (if not quite thrilling) to drive and highly competent when the road gets curvy. The steering, though not the sharpest, feels moderately quick and accurate. In its "sport" and especially in its "sport+" settings this steering can feel overly heavy in typical driving. I usually set the system to "normal" to enhance perceived agility. (On a track or a high-speed curvy road I'd opt for "sport+.") Even in "normal" the Veloster N's steering feels considerably heavier than the Jetta GLI's (which feels too light for my taste). Yet, despite its lack of heft and looser damping, the Volkswagen's steering and suspension provide clearer and more nuanced feedback. I wish the Hyundai communicated as well.

A highly recommended $2,100 Performance Package adds 25 horsepower (for a total of 275), a multi-mode exhaust, upsized brakes, Pirelli P Zero summer tires on 19-inch wheels (rather than Michelin Pilot Sports on 18s), and an electronically controlled mechanical limited-slip differential (eLSD) to the Veloster N. The last, as in the Volkswagen GTI and Honda Civic Type-R, is all but necessary in a powerful front-wheel-drive car. It helps avert wheelspin (still easily achieved in first gear and initially in second) and (together with brake-based torque vectoring) helps curb understeer and tighten up the car's handling.

Technically, the Veloster N handles very well. Good balance, precise body control, minimal roll, and admirable composure all contribute to a car that's easy to drive quickly. I enjoyed my week with it.

Powertrain performance

Better Worse

The 275-horsepower Hyundai Veloster N (with Performance Package) has nearly as much power as a front-wheel-drive compact can practically make use of. (I say "nearly" because the Civic Type-R has 306 horsepower.) Even with the eLSD and high-performance summer tires, hard acceleration can yield wheel-hop, wheelspin, and mild torque steer in first gear and the beginning of second.

A conventional all-wheel-drive system, as employed in the 292-horsepower Golf R, would virtually eliminate wheelspin and torque steer, but render the chassis so insensitive to inputs that it would be less fun to drive. A more sophisticated torque vectoring all-wheel-drive system like the ones in the no longer manufactured Ford Focus RS and Mitsubishi Evo would raise the car's limits without dulling its responsiveness, but would be heavy and expensive.

Like that in many current high-performance cars, the Veloster N's exhaust crackles and pops when you lift off the accelerator at high rpm. Too much noise? Then select "normal" mode rather than "sport" or "sport+." Other than this sporty exhaust the engine sounds like nothing special. This shouldn't come as much of a surprise, as this engine wasn't initially developed for use in high-performance compacts. Instead, it was offered in Hyundai's and Kia's midsize sedans and crossovers as a V6 alternative.

German manufacturers sometimes underrate their engines, while the 201-horsepower 1.6-liter turbocharged engine in the regular Veloster feels weaker than its specs suggest it should. Between this and the limitations imposed by front-wheel-drive, I wondered whether the 275-horsepower Veloster N would actually feel more powerful than the 228-horsepower Volkswagen. Well, it does. With its throttle cracked wide open, the Hyundai accelerates with significantly more vigor.

The Veloster N's shifter feels a little clunky--it's no match for tight and precise levers in Hondas and Mazdas. But it feels tighter and generally better than the lighter, longer-throw shifter in the Jetta GLI. Automatic rev-matching simplifies downshifts.

Controls and instruments

Better Worse

As in other Hyundais, the Veloster's controls are fairly simple and easy to operate. I especially liked being able to toggle among the different driving modes, including a highly configurable custom mode, using steering wheel-mounted paddles.

Warranty, maintenance cost

Better Worse

Hyundai warranties the Veloster N's high-performance powertrain for ten years / 100,000 miles. For the second owner the powertrain matches the five year / 60,000-mile basic warranty. Still pretty good. Hyundai now also covers the cost of maintenance for the first 3 years / 36,000 miles.

For 2019, Volkswagen covered nearly the entire car for 6 years / 72,000 miles--arguably better than Hyundai. For 2020, though, they've reduced their basic warranty to four years / 50,000 miles. Though this is still better than the more typical three years / 36,000 miles, Hyundai regains a clear advantage.

	Compared to the Jetta
Feature availability	Better Worse

Unlike the regular Veloster or the Volkswagen GTI, the Veloster N is offered in only a single trim level, and the only option is the Performance Package. If you want an automatic transmission, a sunroof, leather upholstery, a power driver seat, heated seats, or the latest electronic driving aids, you're out of luck. The last are increasingly standard on alternatives. Thankfully a proximity key and a decent audio system are standard--the Veloster N isn't entirely barebones.

Exterior colors are limited to the pictured blue, red, and black. Black cloth with powder blue stitching is mandatory.

Cargo capacity

Better Worse

With its hatchback, the Hyundai Veloster N is much more versatile than a coupe or sedan. But compared to a Volkswagen GTI or Elantra GT, the cargo compartment is smaller and the rear opening is higher and tighter. I was able to squeeze in my 29er mountain bike, but not easily.

Materials & workmanship

Better Worse

You're also out of luck if you want a high-end interior in the Veloster N. Most surfaces are hard plastic. They feel solid enough and don't seem cheap, but make no attempt to appear upscale. That's just not what this car is about.

A Volkswagen GTI's interior looks and feels nicer. A Jetta GLI's interior, on the other hand, looks and feels cheaper than the Hyundai's. It's not hard to figure out why the GLI sedan costs a few thousand less than the GTI hatchback.

Quietness

Better Worse

Aside from the performance exhaust, the Veloster N is comfortably quiet inside. Unfortunately that exhaust drones a bit at highway speeds even in "normal" mode. I didn't mind it, but you might.

Ride smoothness

Better Worse

For a car with its handling capability, the Veloster N rides well. But those seeking a cushy ride won't find it here. Some reviewers have complained that the ride is too firm when the standard adaptive dampers are set to "sport," and especially when they're set to "sport+." I didn't detect a dramatic difference between the modes. Even in "normal" the Veloster N's ride sometimes feels jiggly. But even in "sport+" I never thought it felt harsh or unlivable.

The suspension tuning in the GTI and GLI is a little softer. That in the Honda Civic Type-R is much firmer.

	Compared to the Jetta
Fuel economy	Better Worse

As might be expected with an engine usually employed in pedestrian sedans and crossovers, the Veloster N gets good fuel economy for a high-performance car. In EPA testing it managed 22 mpg in the city cycle and 28 mpg (29 mpg for 2020) in the highway cycle. This ties the Honda Civic Type R. However, the Volkswagen GTI scores significantly better: 24 mpg city, 32 mpg highway.

Front seat support & comfort

Better Worse

I found the Hyundai Veloster N's driver seat to be both very supportive and comfortable despite the lack of adjustments beyond fore-aft, recline, and height. If I had more "why to buy" slots the front seats would have occupied one of them.

Driving position & visibility

Better Worse

In the Hyundai Veloster you sit higher than in a sports car but lower than in the typical compact hatchback. In the Jetta GLI I felt like I was sitting much higher, and this contributed to it feeling much less sporty.

Rearward visibility was a major weakness in the original Veloster. It could be impossible to see if cars were approaching from a rear quarter. The second-generation car is better thanks to larger rear windows. (There's a reason concept cars aren't often produced as-is.) But if you really want to see out well, you'll want a more conventional hatchback.

Rear seat room & comfort

Better Worse

The Hyundai Veloster's rear seat is sufficiently large for a two adults of average height. In a pinch, it'll serve well. More of an issue than room is getting into and out of the seat, as the roof line dips low in the rear and there's only a door on one side.

Price or payments

Better Worse

For 2020, the Hyundai Veloster N lists for $28,555 without the Performance Package, and for $30,655 with it. A base, 228-horsepower Volkswagen GTI splits the difference at $29,515. But a Jetta GLI begins much lower, at $27,165. Moving in the other direction, a Honda Civic Type-R lists for $27,950. Looking at all-wheel-drive alternatives, a 268-horsepower Subaru WRX (offered only in sedan form) starts at $28,395, the more hardcore 310-horsepower WRX STI runs $37,895, and a 292-horsepower Volkswagen Golf R (with far more luxury features and safety tech than the Hyundai) lists for $41,290. The Subarus could become much more competitive (and possibly be offered in hatchback form again) when they are redesigned for the 2021 model year.

While the Veloster N isn't quite a steal (at least without discounts and incentives), it is the best-performing compact you can buy without spending well over $30,000.