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2019 Hyundai Veloster Turbo Quick Spin Review | Now with actual 'velo'!

Hyundai finally seems to be figuring out driving dynamics. You know, suspensions that don't become flummoxed after hitting a mid-corner heave. Steering that does more than simply exist. A general driving experience that you may actually remember. Indeed, I'm going to remember the 2019 Hyundai Veloster Turbo, the latest Hyundai group car to demonstrate newfound dynamic talents. Fully redesigned, it picks up its predecessor's funky mantle, bringing over its unique three-door count and unusual hatchback rear, but actually satisfies the "velo" bit of its name. The old car was a dud, this one is not. Well, at least in Turbo guise, as no amount of chassis improvements can make the base 147-horsepower version go anywhere with immediacy. The Turbo packs Hyundai's 1.6-liter four-cylinder with 201 horsepower and 195 pound-feet of torque. That's pretty much equal to the Honda Civic Si Coupe, as is its curb weight of 2,899 pounds. Though it doesn't sing the same melodically mechanical song as the Honda's, the Veloster's turbo four-cylinder nevertheless delivers a satisfying punch. It responds and feels like it belongs in a vehicle with sporting intentions. On a mountain road, the new Veloster is capable, poised and legitimately fun. When completing my local mountain road evaluation route, I was compelled to turn around and run it again — the usual indication of a dynamic job well-done. This handling boon also doesn't come at the expense of ride quality. Sure, it's on the firm side, but it's also not crashy or tiresome relative other sporty compact cars. I'd be curious to try it with the Veloster Turbo R-Spec's manual transmission, though, as the regular Turbo's seven-speed dual-clutch automated manual lacks the precision and smarts of VW's DSG and other such transmissions. In Smart or Sport mode, it's not quick enough to respond to throttle or braking inputs, let alone anticipate the need for them. In manual mode, the engine oddly hangs onto revs when upshifting. The tachometer drops down to a lower rev count, but the engine continues to sing for a split-second. It's unusual. Though this transmission performed well enough in a compact crossover like the Kona, a wannabe hot hatch like the Veloster might be asking too much. That, however, is not why the Veloster ultimately left me cold. While it excels on a mountain road, it is merely OK everywhere else. It just isn't alive and involving enough to make mundane drives a joy — much as a Civic Si or VW GTI can.

Hyundai recalls 570k Sonatas and Accents in two separate campaigns

Hyundai is announcing two recalls that cover a total of 569,500 vehicles in the US for two of the brand's models. There are no reports of accidents or injuries related to either problem, though. The larger and potentially more serious campaign covers 470,000 units of the 2011-2012 Sonata with production dates between December 11, 2009, and April 12, 2012 at Hyundai Motor Manufacturing Alabama. It's specifically for those with the 2.0- or 2.4-liter direct injected engines. During production of the crankshaft, metal debris might not have been fully removed, and those pieces could block the connecting rod oiling passages. This lack of lubrication can increase wear on the connecting rod bearings, and the issue can lead to a loud knocking noise or possibly even a failure while the car is in motion. Hyundai has a two-step process to fix the issue. First, the company will have the vehicles come in for an inspection, and if necessary will "replace the engine assembly." The company will also extend the warranty on the short block to 10 years/120,000 miles for all owners. Notifications will go out by November 2, and there will be a second letter when the parts become available. The other recall covers 99,500 examples of the 2009-2011 Hyundai Accent with manufacturing dates between March 1, 2009, and February 11, 2011. On these models, the brake light switch may begin to only work intermittently. This can lead to a variety of problems, including the brake lights not coming on, the inability to turn off the cruise control with the pedal, and the shifter not moving out of Park. The fix will be a replacement of the switch, and the campaign will begin on November 2. Related Video: RECALL Subject : Connecting Rod Wear may Result in Engine Stall Report Receipt Date: SEP 10, 2015 NHTSA Campaign Number: 15V568000 Component(s): ENGINE Potential Number of Units Affected: 470,000 All Products Associated with this Recall Vehicle Make Model Model Year(s) HYUNDAI SONATA 2011-2012 Details Manufacturer: Hyundai Motor America SUMMARY: Hyundai Motor America (Hyundai) is recalling certain model year 2011-2012 Sonata vehicles manufactured December 11, 2009, to April 12, 2012 at Hyundai Motor Manufacturing Alabama and equipped with either a 2.0 liter or 2.4 liter Gasoline Direct injection engine. In the affected vehicles, metallic debris may not have been fully removed during manufacturing of the engine crankshaft.

2018 Hyundai Kona Ultimate 1.6T Review | The muscle has arrived

The 2018 Hyundai Kona sure is a breath of fresh air. To date, if you were looking for a subcompact or "B-segment" SUV, it was probably going to be a bit dreary to drive with a slow, undesirable powertrain. Mazda's CX-3 is an exception, but its tiny interior is even more Miata-inspired than its driving experience. Really, everything in the segment has at least one fundamental flaw that makes it tough to recommend, and although the new Kona certainly isn't flawless, it's the first member of the segment to provide abundant power, all-wheel drive and a transmission that isn't depressing. After driving a Kona 1.6T AWD for a week, I found it to be pleasantly well-rounded, surprisingly good to drive, and just as competitive as our on-paper comparison suggested it might be. First, though, the engine. The Kona's standard 147-horsepower naturally aspirated four-cylinder is perfectly competitive in terms of power, and isn't saddled with a CVT or the Jeep Renegade/Fiat 500X's nine-speed box of highly confused gears. That amounts to a win, but the engine to get is the 1.6-liter turbo-four good for 175 hp and 195 pound-feet of torque. That's more than a Volkswagen Golf, and although this Hyundai mill sounds too much like a growly sewing machine under light acceleration, it's an acceptable tradeoff for acceleration that blows the doors off everything in the segment except the 201-hp Kia Soul "!" trim (and that car is front-wheel drive only). Testing from various publications indicates 0-60-mph times in the mid-to-upper-6-seconds range, which would be about 3 seconds quicker than just about everything else in the segment. Some are even in the 10s. That vast difference is one you'll immediately notice on back-to-back test drives, and an advantage you'll be happy to have in the long run when you consider its estimated fuel economy of 27 mpg combined is equal to the 147-hp base engine – and better than most in the segment. It's paired to a seven-speed dual clutch automated manual that's been been smoothed over from earlier Hyundai/Kia applications, no longer herking and jerking at low speeds, and more responsive to throttle inputs. That's the case regardless of the selected driving mode. In past Hyundai/Kia efforts, Normal could be too lethargic, while Sport could feel over-caffeinated. Here, they're actually appropriate for the situations their names imply.