Hyundai Veloster Is Sleeker and Back With Singular Mission

AUSTIN, TX – Following a brief hiatus, the Hyundai Veloster is back, redesigned and with a single purpose because it no longer does double-duty as both a compact sporty car and a sorta-CUV.

It had served as the latter so Hyundai at least could appear to have a compact CUV in its lineup for customers who wanted one. But since the South Korean automaker debuted the Kona, an actual compact CUV, Veloster’s double-identity issues are resolved.

Consequently, the redone second-generation ’19 Veloster now looks (and feels) more like a sporty coupe. It has a lower roofline and a more-planted stance. Yet the new model is only 1 in. (2.5 cm) longer and 0.5 in. (1.25 cm) wider than its predecessor.

It has undergone a significant interior redesign as well, and now comes with an optional turbocharged engine. There’s also more connectivity and infotainment features than before.

Some things are carried over from the previous model, such as a third door for easy backseat access on the rear passenger side. The so-called “two-plus-one” configuration is not new; Saturn had it years ago. But it works nicely on the Veloster. With a recessed handle and a blended-in look, the uninitiated wouldn’t know the third door is there.

And although the Veloster has lost its CUV resemblance, the new model comes with ample cargo capacity at 19.9 cu. ft. (564 L). That’s more than some compact CUVs. A daring journalist on a Veloster press event here climbed in the hatchback trunk and took a selfie photo to show how roomy it is.

Helping give the Veloster a sleeker look are rearward A-pillars, an extra-wide cascading grille, LED running lights, functional air curtains, pronounced wheel arches, chrome center-situated tailpipes and a distinctive inverted-trapezoid-shaped back window that angles out smartly. (The previous model’s rear window dimensionally resembled the Ovaltine logo.)

The new model aims at “young and young-at-heart auto enthusiasts,” says Mike O’Brien, Hyundai Motor America’s vice president-product, corporate and digital planning.

He’s not just talking about how the car looks. It’s also sufficiently powered. OK, it won’t win any track trophies. Hyundai is hoping the high-performance Veloster N, due out in November, will do that.

But the regular model’s two engine choices aren’t wanting for power.

The first is a standard 2.0L 4-cyl. that uses the Atkinson cycle for more efficiency and lower emissions. It delivers a peak output of 147 hp at 6,200 (estimated) rpm and a maximum torque of 132 lb.-ft. (179 Nm) at 4,500 rpm.

The standout is the 1.6L turbocharged 4-cyl. direct-injection engine. It cranks out 201 hp at an estimated 6,000 rpm and 195 lb.-ft. (264 Nm) of torque. The torque band is a wide 1,500 to 4,500 rpm, so whenever you want power you’re basically going to get it.

The turbo pairs with either a standard 6-speed manual transmission or a 7-speed dual-clutch transmission. Hyundai’s EcoShift DCT blends the benefits of a manual with the clutch-less convenience of an automatic.

The 2.0L naturally aspirated engine comes with a 6-speed manual and a 6-speed automatic with available paddle shifters.

O’Brien says Hyundai doesn’t expect many people will opt for the manual transmission. That’s largely because the percentage of drivers who know how to stick-shift a car is down to the single digits. Self-shifters are an endangered species.

Standard safety stuff includes forward-collision-avoidance assist which uses a front camera to detect an imminent collision and avoid impact or minimize damage by braking autonomously. Studies indicate it is the biggest reducer of traffic injuries.  

Three other systems use the front-view camera: lane-keeping assist, high-beam assist and driver-attention warning.

Radar systems provide blindspot collision warning (the most popular of safety features) and rear-cross-traffic alerts that are particularly helpful when you are backing out of a parking spot that’s flanked on both sides by view-obstructing behemoth SUVs.

Hyundai touts the Veloster as the first vehicle in the compact sporty segment that offers Android Auto and Apple CarPlay. Also available in the infotainment department are Sirius XM Radio, HD Radio and next-generation Blue Link LTE-powered connectivity. 

Smart cruise control is offered on the Veloster Turbo.

Veloster sales have been up and down since its 2011 launch. Hyundai sold 34,862 of them in 2012, according to Wards Intelligence. That fell to 24,245 in 2015, rose to 30,053 in 2016 and dropped again to 12,658 in 2017 during a production lull that preceded the ramp-up of the new model.

The vulnerability of many sporty cars is that they sell well for a couple of years and then fall off. It can be a fickle buyer base.

The compact sporty segment is declining but stabilizing, O’Brien says, adding the original role of the Veloster was to serve as a “reverse halo” car that drew a new generation of buyers to the Hyundai brand.

Half of early Veloster buyers never considered a Hyundai before, and 70% of buyers replaced a non-Hyundai vehicle, the automaker says.

Engineers put extra effort into chassis development, and it shows on a test-drive route in the hill country outside the Texas capital. The stability of the vehicle enhances driver confidence, especially on twisty Texas roads.

For the front suspension, the steering gearbox was moved closer to the wheel center line to enhance steering and braking stability. Lateral stiffness and ride comfort have been also enhanced.

The rear suspension features a new multi-link system for improved overall dynamic-handling capabilities.

A Maritz study on the compact sporty vehicle segment indicates buyers most commonly (nearly 25%) cited “fun to drive” as a reason for their purchase. That was followed by overall exterior styling (15.6%), price or deal (6.3%) and value for the money (4.7%).

Automotive interior designers talk a lot about driver-oriented cockpits. The Veloster is an example of actually achieving that orientation. The driver and passenger space is clearly divided.

Although the roofline is lower, it wasn’t at the sacrifice of reduced headroom. That’s because a thinner yet durable padding was used.  

There are five trim levels, the top being Turbo Ultimate, a fully loaded model that includes advanced technical and safety features as well as a wireless charging pad, 8-in (20-cm) navigation screen, smart cruise control and rain-sensing wipers.

Veloster prices start at $18,500 and level off at $28,150.

Seven exterior colors are offered, including Ultra Black, Racing Red and Sonic Silver.

The reason for the limited colors is to keep it simple for dealers’ sake. “It’s easy to add more colors, but it reduces the chances of a customer finding that particular car on the lot,” O’Brien tells WardsAuto during the test drive.

Moreover, it doesn’t make much sense it offer a spectrum of color choices for a relatively low-volume vehicle.

The first-generation Veloster was chubbier, especially in the rear, O’Brien says as he discusses the design changes for the new one. As if on cue, a driver of the outgoing model pulls in front of us, providing a vivid comparison of how the Veloster has evolved.

“Trust me, we didn’t plan this,” O’Brien says.