And the Pirellis aren’t made for the damn snow that’s coming in the next couple of days. Even with that odd third door, the back seat is tight. The engine noise drones on like a politician on C-Span. The interior plastics show the kind of cost cutting that comes with a sub-$35,000 performance car. The ride quality, which is nearly unbearable in N mode, isn’t the only thing that either feels unfinished or sport oriented to the detriment of day-to-day driving. The Veloster N makes some compromises to attain that title. With handling like this, the Veloster N now carries the mantle as today’s most engaging hot hatch. When I dive into a corner, the P235/35R19 Pirelli P Zero tires provide stubborn grip and the suspension fights back, keeping the low-set hot hatch flat and holding onto that energy in the suspension to shoot the car back in the opposite direction when I flick the wheel. It slashes into corners with a response matched by few cars today. The quick steering becomes immediately apparent. Short of a racetrack, this is the Veloster N’s natural habitat. While I don’t feel the transmission falling behind, I can shift my own gears with the large, metallic shift paddles when I choose. It just shifts quickly and keeps the engine in its power band. Up and down through the gears and this road, the transmission doesn’t slam from gear to gear. With a few miles of country road ahead of me, I punch the N button again, feel the car champ at the bit, and head off. The area that was created by two glaciers coming together creates hills and valleys in a state that was mostly flattened by the glaciers, and that means the roads have some twists and turns.Īs fun as it was to play with the powertrain calibrations on the freeway, it’s more fun in the twisties. The area around Holy Hill in Hubertus, Wisconsin, is part of the Kettle Moraine that runs from the south central portion of the state up to the Door County peninsula. The drive involves some freeway and country highway, and the transmission stays in the background, shifting smoothly and at relatively low rpm. Hyundai will likely release details on the whole 2021 Veloster N lineup in the coming months.In the name of comfort I switch back to Normal mode and hunt down roads that aren’t arrow straight. We expect the DCT to show up on the 2021 model year Veloster N before the winter. As much as we enjoy the manual transmission in the current N, stick-shift cars accounted for around 1 percent of new car sales in 2019-even less than electric vehicles. The move should enhance the appeal of what’s already one of the most fun-to-drive cars on sale today. Currently the standard N pumps out 250 hp and 260 lb-ft from its turbocharged 2.0-liter, with an optional Performance Pack lifting horsepower to 275.SEE ALSO: Top 10 Most Fun-To-Drive Cars Under $30,000 Hyundai hasn’t confirmed if the transmission will be available on both forms of the Veloster N. The changes aren’t exclusive to the transmission either: a light-up N logo sits in the seat inserts. In addition, a pair of shift paddles have sprouted up behind the steering wheel. The wet-type dual-clutch transmission option will give drivers a short, stubby selector in place of the sweet-shifting six-speed manual in the current Veloster N. Now a new post has revealed more details on the car.SEE ALSO: 2019 Hyundai Veloster N Review So when the official N Instagram account started teasing a new addition last week, many were able to guess its identity as the two-pedal car. Since the Veloster’s launch in late 2018, the Korean automaker hasn’t tried to hide that a dual-clutch transmission would eventually be available. Hyundai’s N performance division has confirmed an eight-speed dual-clutch transmission is coming soon to its fun-loving Veloster N.
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