As a young car enthusiast, I bought into the notion that there were certain vehicles that I was obligated to hate, lest my “car guy card” be stripped forcefully from my still-timid grasp. The list changed depending on what branch of car culture I found myself exploring at the time, but there was always an established pecking order. And since most of my early exposure was to fans of European and Asian import brands, I believed from the very start that there was no self-inflicted punishment more severe than the purchase and possession of a domestic vehicle.
Author - Byron Hurd
At the conclusion of my FR-S road test, I opined that we should be thankful for its very existence, as it functionally doubled the available choices in the almost-abandoned small sports car/coupe segment. The Brits are long gone. BMW hasn’t played in this niche since the Z3 (in the States, anyway) and Porsche since the 944. Nissan bailed on the U.S.-market S Platform in 1998. The S2000 showed up a year later and soldiered on for ten years, though it could be argued that ten years was a few too many.
I must admit I came away from my first experience with Scion’s FR-S somewhat disappointed. It had nothing to do with the car and everything to do with the timing of the loan. After all, what does one do when given a sports car for a week in the early days of the Mid-Atlantic winter? Drive it to the office, mostly.
As spring broke and I started arranging my press schedule for 2013, I figured it was worth a shot at getting one of the Toyobaru twins back for a more appropriate evaluation of its capabilities. Naturally, I tried Subaru first, only to be informed that the local media fleet’s BRZ was due for retirement. But my local rep suggested I contact Toyota and see if perhaps they’d loan me the FR-S again. It would be unusual if they said yes to somebody like me, but not entirely unheard of. Why not? So I shot off an email and promptly and the inquiry vanished from my immediate attention as I worked out the rest of my plans. A few days later, I got a call from Toyota’s northeast PR team.
Our good friends behind the Texas Mile announced today that they’re teaming up with Hennessey Performance (yes, that Hennessey Performance) to expand their series of incredibly popular standing mile events (the upcoming October running of the Mile sold out in just a couple of hours) starting in 2014 with the Houston Mile.
This is big news for Texas speed freaks and fans of standing mile events in general. The full release is below.
I’ll be the first to admit that I have a soft spot for sporty hatchbacks. When Hyundai announced the original Veloster, I was immediately intrigued. The final product, however, was underwhelming. A competent car, for sure, it was ultimately no more impressive than Kia’s run-of-the-mill Rio.
So when Hyundai confirmed that we’d be getting a hot version of their quirky subcompact, I was more hesitant to get my hopes up. I wasn’t so sure that a turbocharger and bigger wheels could solve the Veloster’s performance problems. As it turns out, I was right.
To be fair to Hyundai, this is more than just a Veloster with a turbo kit and some Pilot Super Sports wrapped to bigger wheels. But to be fair to you, the reader, it’s not much more than that either. Yes, the suspension has been re-jiggered for a sporting ride, but aside from the extra grip and power, the Veloster Turbo’s character is largely the same as that of the base car’s, and therein lie its shortcomings.
Let’s start with what they got right. The 1.6L engine is punchy. 201 horsepower is enough, though not what I’d describe as overkill. It’s not going to impress the Focus ST or Mazdaspeed3 drivers in the audience, but it’s appropriate for the class (look no further than the new Fiesta ST for comparison). The seats, which carry over from the regular Veloster with slight revisions (and “TURBO” embroidered in the seatbacks), are also excellent. They’re attractive, reasonably trimmed and supportive, much like the seats in the also-underwhelming Lexus CT hybrid.
Putting that power to the ground in our test example is a set of 18” Turbo-specific wheels wrapped in perhaps the most out-of-place optional upgrade in this segment—a set of Michelin Pilot Super Sports in 215/40R-18. Yep, the second-most expensive option on our loaner’s Monroney is a $1200 set of super-high performance summer tires. If you’ve been reading reviews that include instrumented testing of the Veloster and came away impressed with the roadholding ability of the revised suspension, you may want to peruse the as-tested specs again. Odds are that impressive skidpad result was obtained with a little help from our favorite fluffy mascot.
So, what did they get wrong? In short, just about everything else. I hate to bag so hard on Hyundai’s first shot at a hot hatchback, but given the long-standing models they could have benchmarked, it’s hard to understand why they fell so far short of the other excellent cars that share this basic format. The weakest points—the steering and the chassis—are usually the components of the sport compact formula that redeem otherwise underwhelming cars. Look no further than Honda’s Civic Si for an excellent example.
The Veloster Turbo doesn’t deliver on either. The ride is busy, and the big wheels and aggressive tires try to communicate with the driver through the dulled connections provided by the indifferent suspension. There’s no precision in the steering and only slightly more feedback. It feels completely artificial, and it’s thoroughly unsatisfying to push.
And while the Veloster may be powerful enough to get out of its own way, it’s still inexplicably heavy. At 2,900lbs, it’s 200lbs heavier than the aforementioned Ford, and in the same ballpark as the larger, IRS-platform cars an entire size class up. This makes the Hyundai an odd sort of ‘tweener, and in many ways, it’s the worst of both worlds: the compromised suspension packaging of a subcompact paired with the weight of a larger car. It’s a formula that they just haven’t mastered.
All of this would be more forgivable if Hyundai didn’t have the excellent Genesis Coupe sitting ten feet away in the same showroom. A well-equipped Veloster Turbo will run you roughly 25-large if you want the Michelins. That will get you into the turbocharged Genesis (base or R-Spec, pick your poison), which is, to be frank, a superior car in every objective and subjective way. Buy that now; thank me later.
Coupe exterior photograph courtesy of Hyundai. All other photos by the author.
Our last write-up of the current Hyundai Elantra was one of current SSL associate John Kucek’s earliest reviews. Written to a specific purpose, that series evaluated the then-new Elantra and Ford Focus to see which got the best mileage in a controlled loop (and, secondarily, to see how closely their real-world mileage matched that which was suggested by the EPA). A lot of water has flowed under that particular bridge since those articles were posted, and in the intervening time Hyundai has also introduced two new models to the Elantra lineup. For this piece, we’ll take a look at the Elantra Coupe and GT to see if these quirkier variants add any charm to Hyundai’s efficient and reliable workhorse.