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    2013 Hyundai Veloster Turbo


    By William Maley

    Staff Writer - CheersandGears.com

    May 16, 2013

    When is a sport compact car not a sport compact? Bit of an odd question I know, but that has been in my head since I got a 2013 Hyundai Veloster Turbo. It has the looks, powertrain, and seats with the word Turbo stitched into them. But there is one part of the vehicle that doesn’t quite make the cut. So where does the Veloster Turbo stack up in the sport compact hierarchy?

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    The Veloster Turbo is definitely a looker. Starting with a normal Veloster and its unique alienistic design and third door, Hyundai designers added more distinctiveness. Up front, the Veloster Turbo comes with larger grille that could give most Audi grilles a run for their money on size. The large grille also allows for more air to help provide cooling to the raditor and intercooler. Also up front are a set of LED Accent lighting in the front headlights and new body panels,. The back end gets a new diffuser with center mounted exhaust ports. Finishing off the looks is a set of eighteen-inch alloy wheels and black paint.

    There is one slight problem with the Veloster Turbo’s design. The back end has a uniquely styled rear hatch with curved glass and a spoiler. While it adds street cred to the design, it also makes it very difficult to see everything out of the back. I was very thankful my tester had a backup camera which made it somewhat easier to see out of the back.

    Inside the Veloster Turbo, it's mostly the same as the normal Veloster. The only real change is the standard black leather seats with colored accenting (blue in my case) and turbo scripting. Front seats are comfortable and provide good support when driving long distances or if you want to have a bit of fun. The back seat is another story. Anyone can fit back there if they’re under six feet, but they really won’t be comfortable thanks to tight head and legroom. Then there is the issue of getting into the back. Because of third door’s shape and small opening, you have to contort your body in such a way to fit in. Hyundai should have stuck a sticker on the back window that read “to be used in case of emergencies”.

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    The Veloster Turbo comes equipped with a surprising amount of standard equipment such as a leather-wrapped steering wheel, proximity key with push-button start, an eight-speaker Dimension audio system, seven-inch touch screen, and Hyundai’s BlueLink connectivity system. My car was equipped with the $2,500 Ultimate Package which adds a panoramic sunroof, navigation, backup camera with sensors, and automatic headlights. This is a option I highly recommend.

    Using the infotainment system was a breeze thanks to Hyundai making the user interface easy to understand and a touchscreen that responds very quickly when touched. Also, the screen provided very clean and crisp graphics. The eight-speaker Dimension audio system filled the Veloster Turbo’s cabin with excellent sound, though I was wishing for a bit of sound deadening when on the highway so I didn’t have to have the system cranked when I was listening to certain things.

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    Under the Veloster Turbo’s hood is a 1.6L turbo, direct-injected four-cylinder engine making 201 horsepower and 195 pound-feet of torque. That can be paired with a six-speed manual, or on my test Veloster Turbo, a six-speed automatic. With a curb weight of 3,005 pounds and torque arriving at 1,750 rpm, the Veloster Turbo really hustles. Every time I stepped on accelerator, a big grin would appear on my face as the power rush down to the wheels and moved the vehicle along at a pretty rapid rate.

    Even with all of this performance, the Veloster Turbo does very well on fuel economy. The EPA rates the 2013 Veloster Turbo at 24 City/31 Highway/28 combined. During my week, I averaged 28 MPG in mixed driving.

    Now onto the most argued point of the Veloster Turbo; the suspension. Now you might think that Hyundai decided to tweak the suspension to give it a more sporty feel. No. The Veloster Turbo uses the same suspension as the normal Veloster. The real change is an optional set of Michelin Pilot Super Sport Summer tires that my car was equipped with. Other than that, Hyundai made some tweaks to the steering and brakes to help differentiate the two models.

    gallery_10485_654_691089.jpg

    Out on the open road, the Veloster Turbo was a very capable partner. While it cannot fully hide its basic roots (the Veloster Turbo does exhibit some body roll), the improved steering, grippier tires, and new brakes really make the Veloster Turbo a joy to drive. In day to day driving, the Veloster Turbo is surprisingly comfortable and easy to live with.

    Now to answer a question that I asked at the beginning: Where does the Veloster Turbo stack up in the sport compact hierarchy? Well it happens to be at the bottom mostly due to it having the same suspension as the base Veloster. Hyundai has got everything else to make the Veloster Turbo a real contender. But as we’ve seen before, Hyundai is a quick learner and I wouldn’t be surprised if they pull something magical right out of their hat with a refresh or new model.

    But let's remove the sport compact comparisons for the time being and look at the Veloster Turbo as a whole. During my time, I realized Hyundai created something very special with this vehicle. The distinctive looks are only part of the story as the powertrain seems to pull off an amazing feat of excellent performance and fuel economy. Partner that with the amount of standard equipment it comes with and you have a package that very few vehicles can even match.

    The Veloster Turbo is a ‘sport compact’ in most areas, but very good vehicle all around. It's one vehicle that I would gladly own.

    gallery_10485_654_1028301.jpg

    Disclaimer: Hyundai provided the Veloster Turbo, Insurance, and one tank of gas

    Year - 2013

    Make – Hyundai

    Model – Veloster

    Trim – Turbo

    Engine – 1.6L Turbocharged GDI Four-Cylinder

    Driveline – Front-Wheel Drive, Six-Speed Automatic

    Horsepower @ RPM – 201 @ 6,000 RPM

    Torque @ RPM – 195 @ 1,750 RPM

    Fuel Economy: City/Highway/Combined - 24/31/28

    Curb Weight – 3,005 lbs

    Location of Manufacture – Ulsan, South Korea

    Base Price - $22,950.00

    As Tested Price - $27,520.00* (Includes $775.00 destination charge)

    Options:

    Ultimate Package - $2,500.00

    Michelin Pilot Super Sport Summer Tires - $1,200.00

    Carpet Floor Mats - $95.00

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    WOW, I see now why you took so many pictures down low and did not show off the poor back window design.

    This has got to be one of the ugliest cars I have ever seen and clearly could use some help in the design language category outside. I know the inside seems to be pretty good,but the rest of this car is a mess.

    I would suggest they make a major remake of the body style.

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    Ugliest? You've got to be kidding me. I really like this one.

    Love it or hate it looks, excellent.

    The trouble with this car are the driving dynamics at the core. Hyundai checks a lot of boxes, and has cool looks and package...but something about the drive and final engineering just isn't...totally..there. You feel how they matched the price tag after a while.

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    Would it be due to the large amount of Animation they consume so they are constantly making anime cars that are a love it or hate it look. After all Anime is all about a certain look, not a driving dynamic. They need to go to the Autobahn to learn driving dynamic. Asia = NO DRIVING DYNAMIC.

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    Hyundai still lacks the finer points of interior quality, even though the design is quite good here.

    With some more go juice and better manners all around, I think they would have come closer to the mark.

    The 3 door is unique and still i find it a complete bitch to get in the back of this car.

    This car would have more appeal in today's world to me as a cheap entry level car with super gas mileage. In that regard, the styling is a huge bonus over say, a Fit.

    Hatchbacks are still a tough sell to a lot of folks. If done like an Astra, I think it works better. The cargo hold here is a bit compromised, as is interior space.

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    I like the concept of this car but there are issues.

    The car has the Hyundai issue of you get what you pay for even with the price creeping up on this one

    The idea of a sporty trendy hatch is great and GM should have had one of these a while ago in the Opel

    The issues with this car is the odd 3 doors. The low HP for this class vs. others. The added required maintenance that is not needed like timing belts and such.

    It is a good vehicle but not great and there are much better to choose from. Also who ever put the flat clear option on this car needs their head examined.. It is bad enough on a BMW or the new CTSV but they can afford to deal with it. These cars are often owned by people who live in apartments or condo's and do not always have inside parking let along anywhere to care for it. I imagine most of them will need paint work in the near future.

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    It is a good vehicle but not great and there are much better to choose from. Also who ever put the flat clear option on this car needs their head examined.. It is bad enough on a BMW or the new CTSV but they can afford to deal with it. These cars are often owned by people who live in apartments or condo's and do not always have inside parking let along anywhere to care for it. I imagine most of them will need paint work in the near future.

    Think of it as Hyundai's stimulus plan for the country.

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    It is a good vehicle but not great and there are much better to choose from. Also who ever put the flat clear option on this car needs their head examined.. It is bad enough on a BMW or the new CTSV but they can afford to deal with it. These cars are often owned by people who live in apartments or condo's and do not always have inside parking let along anywhere to care for it. I imagine most of them will need paint work in the near future.

    Think of it as Hyundai's stimulus plan for the country.

    That's the truth!

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      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
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      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00

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    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00
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