It wasn’t difficult to get this car to display better numbers, well above 30 mpg, on its trip computer during highway driving, but it takes abnormally large throttle inputs to get it to move away from a stop, so in-town driving took its toll on our average. In our admittedly aggressive duty cycle, however, we achieved 23 mpg in mixed driving, which is 1 mpg worse than the 24 we recorded for both the 2016 manual-transmission Rally Edition and the 2013 automatic. One payoff-more crucial to Hyundai’s regulatory compliance than to the consumer, in this era of cheap gasoline-is that the transition from the conventional six-speed automatic to this seven-speed DCT increases EPA fuel-economy ratings by 2 mpg in the city, now earning 27/33 mpg city/highway. HIGHS: Distinctive styling, fuel efficient, more practical than a two-door hatchback. At least the turbocharged model sounds good, if artificially so, as tailpipe rumble is amplified through the speakers. With shift lag and turbo lag, what feels like an epoch can pass before the car obeys commands from the driver’s right foot. Catch the engine without the turbo spinning, and the transmission can feel as indecisive in its deliberations as the designers who couldn’t choose between two and four doors. Unfortunately, in no mode does the DCT act with real decisiveness.
Veloster dual clutch transmission drivers#
The latter, annoyingly, is tipped away from the driver to engage this mode (perhaps it was designed for drivers who sit on the right?) and serves upshifts by nudging the lever forward and downshifts rearward-the reverse of what most drivers intuitively prefer.
Veloster dual clutch transmission manual#
Manual shifts can be summoned by using either squeaky plastic paddles behind the steering wheel or the shift lever. Sport mode livens things up only slightly. In drive, the dual-clutch feels like a regular automatic, with slurry shifts and a general reluctance to downshift until you’ve mashed the throttle. The crisp, instantaneous upshifts and happy, throttle-blippy downshifts we’ve come to love in Volkswagens and Porsches with this transmission technology are notably absent. Lag Long and Velosterįirst, the new DCT is no threat to the world’s best. The Turbo DCT turned in some of the worst overall performance numbers of any Turbo model we’ve tested to date, which includes the aforementioned Rally Edition and a pair of Turbos in 2013-one manual, one automatic. As it turns out, that logic does not apply. This is all promising in the “best at the end of its run” sense, and we were hoping that the dual-clutch transmission might meaningfully nudge the Veloster Turbo in the hot-hatch direction. We tested a manual-equipped Rally Edition earlier, but this test represented our first opportunity to spend quality time in a Turbo with the new DCT. Turbos also get new sport seats, wider front tires (now 225/40R-18), and an electroluminescent gauge cluster. For 2016, Hyundai added a Turbo Rally Edition and replaced the conventional six-speed automatic transmission option with a fresh seven-speed dual-clutch automatic on Turbo models (non-Turbo Velosters have offered a six-speed DCT from the start). The asymmetrical three-door hatchback never underwent the typical midlife refresh, yet the car has been steadily improved, most significantly when the trout-faced 201-hp Turbo arrived for 2013.
Introduced as a 2012 model and built on the bones of the previous-generation Elantra, the Veloster is now in its twilight years. So along comes the black-painted 2016 Hyundai Veloster Turbo tested here, de facto inheritor of Hyundai’s performance crown now that the Genesis coupe is gone and the N performance brand has yet to launch.
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