Why Wont My Veloster Read the New Clutch Actuator

The writer's expectations play a large merely rarely disclosed function in any car review. Expect a car to be awful, and information technology turns out to be adequate? Then the review might even seem positive. On the other hand, if reviewers buy into the hype surrounding an upcoming model, and it turns out to exist only pretty expert, so the reviews tin turn ugly. No one wants to be sold a beak of goods. I approached the Hyundai Veloster with different expectations than well-nigh of the automotive press.

Why? I never bought the hype gushing along from Hyundai. I knew the Veloster would have the same 138-horsepower straight-injected one.vi-liter engine every bit the new Accent, but saddled with more curb weight (two,430-2,588 vs. two,584-2,740 pounds). I also knew that Hyundai had still to master the art of interruption tuning. (I'm also not buying the hype surrounding the Cadillac ATS and Scion FR-S until I have a chance to bulldoze them.)

Nosotros already knew what the Veloster would await like. It's a distinctive shape, made even more than and so by having ii doors on the passenger side (the rear ane "hidden") but simply one on the driver side. (I personally prefer the side with the rear door. You?) Fully loaded cars get the most attractive wheels consummate with color-keyed inserts. On public streets the Veloster looks even wilder than it did at the machine shows, peculiarly from the rear. People on the street recognized something new, and asked most the Veloster more than than any other press auto I've had. If Hyundai's hype hadn't persuaded journalists to look an outstanding driving experience, this exotic shape would have.

The interior I wished for in the Accent? It'south here in the Veloster, complete with Cayennesque grab handles (that really feel more solid here than in the Porsche), sportier upholstery, and available blood-red/black color scheme. The designers were permitted to get a little more crazy in the sport coupe, but not to the detriment of ergonomics or skillful sense of taste. The instruments are conventionally located and arranged while the middle stack controls are easy to attain and operate. A seven-inch display and A/V inputs are standard, while a household-blazon power outlet is office of the Tech Parcel. Hyundai execs have personally tested the possibility of playing an Xbox in the car (while stationary). Hyundai's new Bluish Link adds some apps (similar Pandora) along with OnStar-similar emergency services, with an OnStar-like monthly fee after the kickoff few months. There are also a couple of fuel economic system-related games you tin play, at to the lowest degree one of which compares the efficiency of your driving manner to those of other Veloster owners.

The Veloster's driver seat is ameliorate bolstered and more than substantial than that in the Accent, if nonetheless non to the degree I'd prefer, but is similarly lacking in lumbar support. In that location's only a single transmission height adjustment, then the tilt of the cushion cannot be separately adjusted. But at least the steering wheel telescopes also every bit tilts, unlike in the Accent. The view forward is open—you don't sit besides low in the car—the view rearward not so much thanks to a narrow, bifurcated rear window and stylishly raked C-pillars. The Tech Parcel with its rearview camera and rear parking sensors tin come up in handy. There's enough room for heads and legs in the rear seat (adults up to 5-9 or then fit without issue) to make me wonder about the absence of a left rear door. By three-door vehicles all ended upward growing a fourth, and I would non be surprised to see history repeat itself with a future Veloster redesign. Too enough cabin width for iii beyond in a compression if Hyundai hadn't designed the seat with an integral centre console. Cargo volume is on the tight side, but sufficient for fifty-fifty sizable grocery runs.

Hyundai execs are apologetic nigh the Veloster's performance, admitting that while the original concept was "eco-sport" the end event is more than eco and less sport. Personally, I don't mind limited power if the engine revs smoothly and eagerly, and the new Hyundai one.vi does. I banged the rev limiter one time considering, eyes on the route, I wasn't aware I was approaching it. Equally in the Accent, if anything I'd appreciate more of the expert sort of noise at high rpm. Those looking for a dial in the lower back will be disappointed, though, as there's little torque in play. Hyundai won't confirm that a turbocharged variant is on the way to rectify this shortcoming, only one about certainly is.

Okay, let me qualify that lack of disappointment. I was pleasantly surprised past the Veloster'southward manual transmission, as its shift feel and ratios are much ameliorate than those in the Accent (though start and 2nd remain also far autonomously while fifth and sixth remain likewise shut together).

	Accent 6MT	Veloster 6MT	Veloster DCT
anest	3.77	iii.62	three.62
2nd	2.05	1.96	ane.96
3rd	1.29	1.37	1.30
fourthursday	ane.04	1.04	0.94
5th	0.89	0.79	0.72
6th	0.77	0.69	0.57
FD	3.64	4.27	four.81

Only put, the Veloster's shifter and manual transmission should be in the Accent. Why Hyundai had ii groups of engineers where 1 would have done a ameliorate job escapes me.

The ratios of the automatic dual-clutch transmission, Hyundai'south first and adult in-firm, are better nevertheless. But on the road the theoretical advantages of a dual-clutch transmission fail to materialize. Shifts, though admirably shine despite the employment of the cheaper-to-maintain dry clutches that accept been such a drivability headache for Ford, are not lightning quick like those of VW'due south dual-wet-clutch DSG manual. I sense a tradeoff. Worse, acceleration feels considerably more sluggish with the DCT, even though it has a shorter final drive ratio. With no torque converter to sap the engine's ability, why might this be? City fuel economy is a bit better with the DCT (EPA city 29 MPG vs. 28), while the manual wins on the highway (40 vs. 38).

Perhaps the languor of the DCT powertrain shaped my unabridged perception of the car. I can find no other convincing explanation for why the manual transmission Veloster felt lighter and more active than its DCT counterpart. Okay, is it lighter, just only by 73 pounds. The Tech Packet on the DCT car adds a few more than, some of them perchance in its unique colour-keyed wheels. Plenty to brand a difference? Whatever the reason, the transmission transmission car felt balanced, poised, planted, and nearly (but not quite) agile while the DCT car felt heavier and less willing to change directions. Unfortunately, even the manual motorcar doesn't feel significantly more than agile than its considerably heftier arch-rival, the three,060-pound Scion tC. Neither comes across as "tossable." Lighter nevertheless more communicative steering would help I the Hyundai's case.

On the flip side, the Veloster also feels more solid than its kinship with the Accent and curb weight might suggest. Though bumps occasionally elicit precipitous reactions, ride quality and noise levels are by and large very livable. I'd much rather commute in the Veloster than in the bouncier Elantra sedan that provided the basis for the sport coupe'due south twist-beam rear suspension.

So how much will this sporty looking, not so sporty driving Hyundai fix you back? If you can live with 17-inch wheels, a steel roof, and a 196-watt, six-speaker audio system, then $18,060. The Style Package (18s, panoramic sunroof, fog lights, leather steering wheel, leatherette seat bolsters, 450-watt sound) adds $2,000. The Tech Parcel (color-keyed wheels, nav with rearview photographic camera and sensors, proximity key, 115v outlet) adds some other $2,000.

Compared to the Veloster with Style Package, a Scion tC checks in $755 lower, but based on TrueDelta'south auto price comparison tool likewise includes about $600 less content. So the two end up very close in price. Which to become? The Hyundai looks more distinctive and is simply sexier, while the tC packs fifty-per centum more than deportation under its hood and has a roomier rear seat (but no 3rd door to aid admission to information technology). I enjoyed driving the tC more than, but this is relative. In both cars' defense, if you lot want to accept considerably more fun, you're going to accept to spend considerably more money. Even a Ford Focus SE or Mazda3 is about $two,000 more than when similarly equipped. In the other direction, an Accent SE costs about $one,500 less. For those who care virtually such things, the Veloster's more fashionable exterior and upgraded interior volition easily exist worth this premium.

So, the Veloster isn't as fun as information technology looks. But its performance and handling are adequate, while its styling, feature set up and price are very attractive. As-is, information technology will fit the neb for many sporty coupe buyers. Those who insist on get with their testify needn't despair, just patiently wait for the turbo Hyundai'due south non all the same talking well-nigh.

Hyundai provided the vehicle, insurance and fuel for this review during a media drive event.

Michael Karesh operates TrueDelta, an online source of automotive pricing and reliability data.

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Source: https://www.thetruthaboutcars.com/2011/10/414338/

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