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Our 2019 Hyundai Veloster N Got Better with Age

Photo credit: Andi Hedrick - Car and Driver
Photo credit: Andi Hedrick - Car and Driver

40,000-Mile Wrap-Up

That it took almost two years to complete our Hyundai Veloster N's long-term road test was not because we didn't enjoy driving it—quite the opposite, in fact. No, the N's lengthy tenure was largely the result of it simply not being as well outfitted for long-distance treks as the larger, more accommodating vehicles in our stable. Along with some quarantine-related downtime, that shortcoming left Hyundai's effervescent hot hatch to mostly ply roadways close to home, only occasionally venturing across Michigan's state line and usually with just one or two people aboard. But the N's extended stay did give us ample opportunity to reflect on its place in the automotive universe and how for many drivers its essence seemed to get better over time.

Performance-wise, the Veloster N's goodness did improve measurably during its term. As mechanical components loosen up and engines rev more freely, it's not uncommon for our long-term vehicles to be a little quicker at their return to the test track at 40,000 miles versus when they were new. But the N was an impressive outlier. While our well-weathered test car trimmed only a tenth of a second from its initial 60-mph dash—going from a respectable 5.4 seconds to 5.3—it gathered significantly more speed from there. Its 12.5-second run to 100 mph was 1.6 seconds quicker than when new, and that gap grew to a vast 5.0-second canyon at 130 mph.

Photo credit: Andi Hedrick - Car and Driver
Photo credit: Andi Hedrick - Car and Driver

Before our first test, we learned that we could safely rip through the six-speed manual's ratios without letting off the accelerator, thanks to an (unadvertised) no-lift-shift feature that allows for rapid full-throttle upshifts. That doesn't explain the sizeable difference in the results. It seems this Hyundai's 275-hp turbocharged 2.0-liter four was quite stiff from the factory.

The N's additional power at 40,000 miles helped cut a solid 0.4 second from its quarter-mile time and boosted its trap speed by 4 mph, with its final pass standing at 13.7 seconds at 104 mph. More important, that effort helped the Veloster N trip the lights just ahead of the 13.8-second, 105-mph quarter posted by its 306-hp archrival—our long-term 2019 Honda Civic Type R—at the end of its stay. Unlike the Hyundai, the Honda's 40K-mile time was slower than what it could manage when new (13.5 at 107 mph).

Indeed, it was impossible for us not to compare these two hot hatchbacks, and the spiciest Civic ultimately cast a shadow over the Veloster N even after it left our care. Despite the Hyundai's solid 0.97 g of skidpad grip and 161-foot stop from 70 mph at the end of its test—virtually the same as when it was fresh—the more-expensive Honda stops and turns even better. And with its larger four-door cabin, smoother ride, and bigger, easier-to-access cargo hold, the Type R makes a more functional daily driver. For many pilots, the first words in the Veloster N's logbook—"It's great, but it's still no Civic Type R."—rang true to the end.

Photo credit: Michael Aaron - Car and Driver
Photo credit: Michael Aaron - Car and Driver

All drivers agreed that the N rode unbearably choppy on the street with its adaptive dampers in anything but the softest Normal mode, and even that setting left some feeling stiff after longer stints. But the greatest source of contention was the Veloster's asymmetrical three-door layout. While the setup had its benefits—a smaller blind spot over the driver's left shoulder and easier rear-seat access on at least one side of the car—it made for a better conversation starter than a practical attribute. Combined with its diminutive dimensions, filling this Hyundai with people and stuff often required more fuss than we felt was necessary. "One door short of greatness," noted print director Eric Tingwall. To which deputy testing director K.C. Colwell quipped, "One door too many," pointing out that the Veloster N would be meaningfully lighter if Hyundai had embraced the car's smallness and made it a pure two-door.

In contrast, the praise for the sounds emitted by our Veloster N's active performance exhaust was unanimous—an area it clearly betters the too-quiet Type R—in part because any driver that didn't enjoy its raucous snorts and pops could muffle them with a tap of a button. This is one of the best-sounding new four-cylinder cars on the planet, which reinforced its endearing playfulness when driven hard, be it on the street or the racetrack. "The N may not be the quickest, best handling, or even the best-looking hot hatch on the market, but you can't deny it has soul and moxie," assistant technical editor Maxwell B. Mortimer wrote in the Veloster's logbook. Our example's eye-catching Performance Blue paint, which drew regular compliments from passersby, added to its character even if some of us admitted we probably wouldn't opt for it on our personal car.

Photo credit: Michael Aaron - Car and Driver
Photo credit: Michael Aaron - Car and Driver

The Veloster N's sheer fun factor was accented by its decent usability for such an adolescent machine. Despite our car's mediocre cloth-trimmed sport seats and the drab, plasticky confines of its cabin, the interior held up well to our daily abuse. Hyundai's infotainment interface remains intuitive in use and brings an impressive array of customization for the car's many drive-mode settings. While the N averaged only 24 mpg during its stay—1 mpg less than its EPA combined estimate—it did post 30 mpg on our 75-mph highway test, bettering its EPA highway figure by 2 mpg.

Servicing our Veloster N was somewhat pricey but relatively straightforward. Scheduled maintenance visits happened roughly every 6000 miles, averaging $164 per appointment and mostly including oil changes, inspections, and tire rotations. The six stops totaled $985, nearly three times more than the Type R, which required just three scheduled service visits. Warranty-related hiccups included a clogged evaporation tube for the climate-control system that the dealer cleaned out at no charge. At around 37,000 miles, we also asked the service desk to address some unsightly flaking of the clear coat on our car's 19-inch wheels. The dealer cited the issue as a factory defect and ordered a new set at no cost to us, but as we were leaving an electrical gremlin cropped up and put the Veloster's turbo-four into a sputtering limp mode. Wheeled back into the service bay, a quick reflash of the engine's computer solved the problem, and we never experienced it again.

Photo credit: Michael Aaron - Car and Driver
Photo credit: Michael Aaron - Car and Driver

Our out-of-pocket expenses covered $150 in windshield repairs from stone chips plus $59 for new wipers. Although the Veloster N didn't chew through its tires nearly as quickly as our Type R did—about half as quickly, actually—we did include a $937 charge for a new set of its Pirelli P Zero PZ4 summer tires, as the original set wouldn't quite go the full, 40,000-mile distance. Our driving did include (as it should) a day of lapping at Michigan's Grattan Raceway. Potholes also claimed two of the car's Continental VikingContact 7 winter tires, which cost us another $488. In the matter of total cost, however, it wasn't even close. The Veloster relieved us of just $1981 versus the Type R's $5577, thanks to our Civic needing new brakes, two new sets of tires, and a damaged seat-height adjustment mechanism.

The Veloster N has notably advanced since its debut. A refresh for the 2021 model year has upped its base price from our car's $27,820 to $33,255, yet it brings an impressively quick automatic-transmission option(that's an additional $1500), an updated infotainment system, handsome leather-trimmed sport seats, numerous active-safety aids, and the standard fitment of the previously optional Performance package (25-hp boost, active exhaust, and bigger wheels and tires, among other things) that cost an extra $2100 on our 2019 example.

The new thrones would have been particularly welcome on our car, but not one of the newly added features is necessary to appreciate the Veloster N. Against the slow death of manual transmissions in new cars, as well as the seemingly unstoppable boom in crossovers and EVs, sporty everyday vehicles that prioritize visceral driver entertainment over mere number-generating athleticism have become increasingly precious. "I'm sad that the Veloster N is the only fun-to-drive car with a manual that we have (in our long-term fleet), and it's leaving," lamented staff editor Connor Hoffman. Most of us would agree, except for maybe the owner of the 2020 Veloster N that can now regularly be found in our parking lot.

View Specs


30,000-Mile Update

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

It's been a long nine months since we last checked on our Veloster N, back when the prospect of working from home felt like a novelty. Yet much remains the same with our hot Hyundai hatchback. It's still slightly compromised yet charmingly obnoxious, and its juvenile road manners helped to brighten our mood as the days blurred together during pandemic life. We may not get out as much as we used to, but rowing through the gears of our Performance Blue Hyundai is a great form of escapism. With our car's 40,000-mile finish line now in sight, we're thankful we still have the Veloster N around—even if it's not perfect.

Given the N's strength as a performance bargain, we're willing to accept its lack of certain niceties. "Manual dimming rearview mirror. Manual parking brake. Active exhaust. Priorities I can get behind," director of vehicle testing Dave VanderWerp wrote in the Veloster's logbook. However, the hard, cheap-looking plastics that line our Hyundai's interior have grown even less inspiring over time. And as the Veloster N enters its third year in production, we can't help but feel a twinge of early adoption regret: 2021 model-year Veloster Ns gain new, thickly bolstered sport seats that are missing on our 2019 example.

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

The N's latest update also brings an optional eight-speed dual-clutch automatic transmission. We haven't driven that setup yet. But we'd likely pass on it for the standard six-speed manual, even if its shifter is balkier in its engagements than that of our Honda Civic Type R—the recent departure of which has left a void in our automotive pleasure center that the Veloster N can't seem to fill. While some commenters noted that there's much that they like about driving the Veloster N, it simply doesn't feel as special—nor as composed nor as comfortable nor as practical—as the hot Honda.

And yet, "I'd buy the Veloster N over the Civic Type R for its exhaust alone," proclaimed staff editor Connor Hoffman. We've also come to appreciate the benefits of the Veloster's asymmetric three-door layout. Although its small 20-cubic-foot cargo hold is not the easiest to access, having two passenger-side doors means no tumbling moves are required to access the compact Hyundai's rear seat. For the driver, the single, long door (and consequently distant B-pillar) reduces the left-side blind spot.

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

The only misfortune we've experienced lately was related to the Veloster N's climate control system, specifically the clogging of its evaporation tube with road debris at around 25,000 miles. This caused water to build up in the system's plumbing, which could be heard sloshing around and ultimately began to drip into the passenger-side footwell. Although it required a separate trip to the dealer to diagnose, the fix was simple. Having seen similar issues with other Hyundai models, the service techs unclogged and drained the line under warranty and all has been well since. Other dealer visits have included two scheduled stops at 24,000 and 30,000 miles for routine maintenance, which set us back $238 and $181, respectively. Sadly, the approach of another Michigan winter also means that we'll have to cope with the reduced dry-weather grip of our car's Continental VikingContact 7 winter tires for the next few months.

The Veloster N's diminutive size and simple accommodations continue to be a factor in its mileage accumulation, but it did recently make the journey from Ann Arbor to Virginia International Raceway and back in support of our annual Lightning Lap event. Otherwise, its travel has mostly been local, save for a trek to Chicago and a couple of jaunts to the west coast of Michigan. The most exciting of those trips was for a track day at Grattan Raceway. For many staffers, it was their first time hot lapping the Hyundai.

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

While all drivers seemed to agree that it doesn't exhibit the fluidity and unflappable poise of the Type R when pushed to its handling limit, the Veloster N still impressed with its tenacious grip, its tight, direct steering, and its strong midrange pullout of Grattan's tight corners. With its dampers in their firmest Sport Plus mode—a setting normally too harsh for comfortable use on the street—its body and chassis control were excellent. And listening to the shotgun blasts from its exhaust as it ripped from corner to corner helped remind us of why we'll always have a soft spot for hot hatchbacks. Despite the Veloster N's handful of rough edges, it's simply good, attainable fun.

Months in Fleet: 19 months Current Mileage: 31,409 miles
Average Fuel Economy: 24 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 310 miles
Service $831 Normal Wear: $0 Repair: $0
Damage and Destruction: $547


20,000-Mile Update

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

Staff editor Eric Stafford underscored one of the Hyundai Veloster N's greatest charms when he scribbled in our long-termer's logbook, "The Veloster N sounds like the Honda Civic Type R looks." That's not to say that Hyundai's N-badged hot hatchback is a wallflower. But it never lets you forget how shouty it can be. We're beginning to love it.

"There's nothing else on the market that sounds this good and costs under $30K," Stafford continued, possibly forgetting that a V-6 Camaro with the screaming two-mode exhaust can be had for $29,085. This was echoed by Buyer's Guide deputy editor Rich Ceppos: "In N-mode, this car has one of the sexiest exhaust notes of any four-cylinder on the planet."

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

A strong fun-per-mile factor, however, doesn't make the diminutive Veloster N the most practical option for people and their things. Our test car didn't receive much long-haul love even before shelter-in-place orders became a thing. Our Veloster N has been with us for 10 months and it's only now approaching the halfway point of its 40,000-mile test. Aside from a trek to Connecticut and back, it hasn't strayed far from our southeastern Michigan base. Its average fuel economy remains a modest 24 mpg.

That dearth of travel is largely a result of the Veloster N sharing garage space with the many larger and better-equipped SUVs in our long-term fleet. But stepping out of those painfully practical vehicles and into this little Hyundai is rejuvenating. Despite the reduced grip from the OE-size Continental VikingContact 7 winter tires we bought from Tire Rack, the Veloster N's logbook continues to fill with praise for its adolescent demeanor and enjoyability as a driver's car.

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

Beyond its rowdy exhaust, drivers continue to be impressed by the breadth of adjustability from the Hyundai's numerous drive-mode settings. With the toggle of one of its steering-wheel-mounted buttons or a tap of the touchscreen, ride quality can be adjusted from tolerable to bucking-bronco firm. The bite from the electronically controlled limited-slip differential can be tailored in three increments. And even the pops and crackles exiting the tailpipes can be toned down to a dull blat.

"Love it," proclaimed one commenter before admitting that the Veloster N's rear window is awfully tiny and that its rear wiper is even tinier. Another driver both seconded those shortcomings and needled the Hyundai for its drab, plasticky interior. But many editors remain willing to give the Veloster N a pass on its cabin finish in light of its performance—and its $29,920 as-tested price.

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

Aside from replacing a damaged winter tire ($259) and having the dealer perform a software update under warranty, we've only had scheduled service visits for oil and filter changes and inspections at 12,000 and 18,000 miles. One stop cost $124, while the other came to $173 due to the replacement of the Veloster's cabin air filter. We didn't ask, but we're sure the service techs heard us coming.

Months in Fleet: 10 months Current Mileage: 18,910 miles
Average Fuel Economy: 24 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 310 miles
Service: $412 Normal Wear: $0 Repair: $0
Damage and Destruction: $547


10,000-Mile Update

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

Life with our long-term 40,000-mile Hyundai Veloster N is shaping up to be a highly enjoyable affair somewhat tempered by the day-to-day concessions that the car's spunky character demands. Good as it is, our characterful Korean sport compact is quick to remind us that it is not perfect.

As the Hyundai N performance sub-brand's first effort in the United States, the Veloster N remains a bouncing bundle of front-wheel-drive joy that goads us to dice through traffic and search out more entertaining routes on our daily slogs. On the road, its Performance Blue paint is as in your face as its popping and burbling active exhaust. Several drivers already have admitted to being taken by the Veloster N's brazenly juvenile demeanor to the point of reverting back to more adolescent driving behavior themselves. In many ways, Hyundai's hot hatch is reminiscent of the wonderfully playful (and discontinued-for-2020) Ford Fiesta ST, albeit one with about 50 percent more horsepower.

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

Like that Ford, however, the Veloster is a tiny thing. While its rather low center console makes some drivers feel less boxed in than they are in the cockpit of our long-term Honda Civic Type R, the three-door Hyundai is downright skimpy on rear passenger space, and its 20-cubic-foot cargo area is accessed via a tall and tight aperture. Not that we expect many Veloster N buyers to be among the country-club set, but the golfers among us have had to lay flat part of its 60/40 split-folding rear seat to stow a single golf bag.

This Hyundai also will try to buck its passengers clear out of their seats when traversing rough roads with its adaptive three-mode dampers set to anything but their softest Normal setting. Fortunately, the ease with which one can adjust the N's many chassis and drivetrain modes via the steering-wheel buttons and the central touchscreen has been a boon to its livability. You cannot fully deactivate this car's feistiness, but you can effectively tone it down enough to make it tolerable for early morning commutes.

Photo credit: Michael Simari - Car and Driver
Photo credit: Michael Simari - Car and Driver

Our long-termer's first scheduled service visit at roughly 6800 miles—a basic oil change, inspection, and tire rotation that cost us $115—was uneventful. Our out-of-pocket costs have increased further due to some mishaps, but the $50 we spent to patch a second windshield chip is hardly the car's fault. Nor was the chunk taken out of the sidewall of the right-rear tire from a driver hitting a pothole. Replacing that Pirelli P Zero PZ4 summer tire set us back $188 via Tirerack.com, but the Veloster N is not having nearly as many rubber-related issues as our Civic Type R.

While the Hyundai's compact proportions also have limited its demand for long-haul journeys outside of Michigan, our long-termer has traversed the Mitten state enough recently to bump its average fuel economy up to 24 mpg, or 1 mpg shy of its EPA combined estimate. The Midwest's annual plummeting of temperatures will bring further compromise to the Veloster N as we fit it with winter tires so that it can safely navigate the inevitable snow and slop that soon will blanket our local thoroughfares. Fortunately, the Veloster still features that simplest of controls that works so well at bringing out the child in us when driving in slippery conditions: a manual parking brake lever.

Months in Fleet: 6 months Current Mileage: 10,452 miles
Average Fuel Economy: 24 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 310 miles
Service: $115 Normal Wear: $0 Repair: $0
Damage and Destruction: $288


Initial Test Results

Photo credit: Austin Irwin - Car and Driver
Photo credit: Austin Irwin - Car and Driver

It's become apparent over the initial 4079 miles we've put on our long-term Hyundai Veloster N that this hot hatch is a delightfully juvenile thing. From its striking Performance Blue paint to its raucous exhaust note to its funky asymmetric doors, the Veloster N is both overtly quirky and ever-playful to operate. Parked among the often soberly sensible vehicles, performance-oriented or otherwise, that grace our parking lot, it may as well have a fidget spinner on its hood. Some of us extend similar thoughts to our bewinged Honda Civic Type R long-termer. Yet, even the fast and furious Honda, the torchbearer of front-wheel-drive performance cars that it is, can feel as if it takes itself and its almost unflappable driving character a bit too seriously.

The Hyundai is more about bringing fun to the proceedings, even if the results aren't quite as impressive. While not the quickest example we've tested, this latest Veloster N, once past its 600-mile break-in period, did scurry to 60 mph in 5.5 seconds and through the quarter-mile in 14.2 seconds at 100 mph—0.3 second slower than a previous test car in both measurements and 2 mph slower in the quarter-mile. Those times are also 0.4 and 0.6 second (and 7 mph) behind our Type R's initial test results. Similarly, the Honda was not the quickest of its kind that we've evaluated. But it's worth noting that our two particular examples are dead even in a rolling start from 5 to 60 mph (6.1 seconds), and the Veloster was the speedier of the two in passing-maneuver tests, from both 30 to 50 mph and from 50 to 70 mph.

Photo credit: Austin Irwin - Car and Driver
Photo credit: Austin Irwin - Car and Driver

That storyline continues to the Veloster N's other (still-solid) test results—0.97 g of grip around the skidpad, a 158-foot stop from 70 mph, and a 23-mpg fuel-economy average—although each of these figures trails the Type R's. But factor in the Hyundai's more than $6000 price advantage and that it has 31 fewer horsepower to work with, and its performance value begins to look rosier.

It hasn't been all fun and games thus far with the Veloster, though. Patching a stone chip before it likely would have spread across the entire windshield cost $50. And complaints about the cargo-carrying concessions imposed by both the car's three-door layout and tall rear hatch opening have already cropped up in its logbook. Other drivers have taken issue with the Hyundai's firm and choppy ride when its adaptive dampers are not left in their default softest setting, as well as with the rather hefty effort needed to twirl the electrically assisted steering wheel. "I just wish there was more fluidity to the controls," noted online editor Joey Capparella. "The Veloster just is too heavy-handed when you're not caning it." Fortunately, the Veloster N is quite enjoyable to flog, and we have 35K miles and change to determine if those gripes are deal breakers or just part of the Hyundai's quirky charm.

Months in Fleet: 2 months Current Mileage: 4079 miles
Average Fuel Economy: 23 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 300 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $50


Introduction

Photo credit: Austin Irwin - Car and Driver
Photo credit: Austin Irwin - Car and Driver

As the Hyundai conglomerate's first home-brewed high-performance vehicle to be sold in the United States, the 2019 Veloster N marks a major milestone in Korean carmaking. Sure, there are other sporty efforts under the manufacturer's sprawling umbrella, including the Kia Stinger GT, the Genesis G70, and even the old Genesis coupe, but none is so deeply devoted to athleticism as the scrappy N-badged Veloster. As a solid first effort, it is a quick and capable blast for less than $30,000, and we've been dropping hints to Hyundai about a long-term test car since we first drove a prototype on Germany's Nürburgring. That time has finally come.

Bathed in Performance Blue paint (red, white, and black also are available), the N division's signature color, this Veloster N serves as both a welcome counterpoint to the growing ranks of SUVs that clutter our parking lot and a plucky sidekick to the 2019 Honda Civic Type R that also recently joined our long-term fleet. Indeed, our initial impressions reflect on the two in tandem—"It's no Civic Type R, but it'll do in a pinch," reads the first comment in the Veloster's logbook—and if you're put off by the Honda's higher asking price and wacky styling, the Hyundai is the next-closest thing.

Photo credit: Austin Irwin - Car and Driver
Photo credit: Austin Irwin - Car and Driver

A head-to-head comparison test has already established the Type R's dominance over the Veloster N. We'll soon verify our particular car's capabilities at the test track, but in its brief time with us, the Hyundai has already proven quick to elicit accepting nods from enthusiasts. Even while driving it gently during the 600-mile break-in period, there's an effervescent playfulness to the way the Veloster N goes down the road, thanks in part to its planted chassis, tight steering, and burbling exhaust note. While the Hyundai doesn't ride as smoothly as does the unperturbable Honda and exhibits more torque steer, it offers no shortage of entertainment.

More Speed, Please

A base Veloster N starts at $27,820 and comes standard with a turbocharged 2.0-liter inline-four good for 250 horsepower and 260 lb-ft of torque. A six-speed manual transmission with front-wheel drive is the only drivetrain setup available. We have yet to experience this model without its optional $2100 Performance package, and we simply couldn't pass up the extra 25 horses that it brings (for a total of 275), as well as larger brakes, 19-inch Pirelli P Zero PZ4 summer tires (18s with Michelin Pilot Super Sport summers are standard), an electronically controlled limited-slip differential, and an active exhaust.

Photo credit: Austin Irwin - Car and Driver
Photo credit: Austin Irwin - Car and Driver

Controlling all of the go-fast goodies are preset Eco, Normal, Sport, and N drive modes. An easy-to-configure N Custom mode allows for mixing and matching of multiple settings for the engine's throttle response, the standard adaptive dampers, the limited-slip diff, the selectable engine rev matching, the stability control, the steering weight, and the exhaust. So far, we've found that turning most of those dials up to 11 while taming the dampers and the exhaust is particularly effective at balancing the N's performance for commutes around southeastern Michigan.

The Veloster's asymmetrical three-door layout and compact proportions mean that we'll always pick the more capacious Civic for hauling people and stuff. There's 20 cubic feet of cargo space behind the Hyundai's snug rear seats, but the hatchback's aperture is small and has a rather tall, 31.5-inch lift-over height, a not unnoticeable 5.6 inches taller than the Type R's. Aside from a few Performance Blue accents, including the seatbelts, the Veloster N's plasticky interior is dark and drab, albeit comfy enough and studded with smart ergonomics. Hyundai's standard 8.0-inch touchscreen infotainment system remains pleasantly intuitive to operate even if it doesn't include navigation. Notable upgrades over lesser Velosters include nicely supportive front sport seats and LED shift lights in the instrument cluster. The more coddled among us have already noted their dissatisfaction with the Hyundai's lack of heated seats at this price point, although the same can be said of the even more expensive Type R.

Photo credit: Austin Irwin - Car and Driver
Photo credit: Austin Irwin - Car and Driver

Having Honda's hot rod in the fleet at the same time will put the Veloster N under heightened scrutiny over its remaining 39,685 miles. But as sport-compact yardsticks go, we could have chosen far worse than the Type R. That the Hyundai's $6700 as-tested price advantage and less shouty design, not to mention its sheer fun factor, have already begun to earn it praise means that we'll have lots to talk about.

Months in Fleet: 1 month Current Mileage: 315 miles
Average Fuel Economy: 23 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 300 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

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