Go For A Drive In The 2021 Hyundai Veloster N With Its DCT

Go For A Drive In The 2021 Hyundai Veloster N With Its DCT

he new 2021 Hyundai Veloster N was only just unveiled for the U.S. market but the car is already on sale in South Korea.

While the 2021 Veloster N doesn’t look any different than the outgoing model, it is now available with a wet eight-speed dual-clutch transmission, in addition to the six-speed manual. Not only will the eight-speed auto help to broaden the appeal of the car but it will likely prove to be the most popular of the two gearbox options.

To make the dual-clutch transmission just as entertaining to drive as the manual, Hyundai’s N division has added some cool driver-focused features.

First is an ‘N Grin Shift’ (NGS) mode that increases torque by 7 per cent from 260 lb-ft (352 Nm) to 278 lb-ft (377 Nm) by allowing turbocharger overboost and maximizing transmission response for 20 seconds. Additionally, there is an N Power Shift (NPS) mode that engages when the car accelerates at more than 90 per cent throttle and operates upshifts at the perfect time.

As Asian Petrolhead discovers in his review, the eight-speed works beautifully. It provides quick shifts and it includes a manual mode that won’t automatically upshift, even if you are banging against the rev limiter.

Paired to the new dual-clutch is a 2.0-liter turbocharged four-cylinder with 275 hp. Hyundai says the Veloster N with the DCT will hit 60 mph (96 km/h) in just 5.6 seconds and as this review confirms, the car’s exhaust loves to crackle and pop just as much as the six-speed Veloster N.

Source: Car Scoops

Hyundai publishes renderings of angrier-looking 2021 Elantra N Line

Hyundai publishes renderings of angrier-looking 2021 Elantra N Line

Hyundai's seventh-generation Elantra will soon receive the sporty N Line treatment, and design renderings published by the firm reveal the visual updates included in the transformation. Although it's not a full-fat N model like the Veloster, the sedan gains a more muscular design that likely hides several mechanical upgrades.

N stands for performance in Hyundai-speak, and the N Line will be positioned near the top of the Elantra range. Designers gave it an angrier-looking front fascia characterized by a model-specific grille painted black and wider air intakes with chevron-shaped inserts. It also receives side skirts, gloss black trim around the windows and on the mirrors, a trunk-mounted spoiler, as well as twin exhaust tips that stick out from the right side of an air diffuser.

Hyundai hasn't released images of the interior, though it noted the passengers will be surrounded by red accents. We don't know what's under the hood yet, but the bigger brakes visible through the 18-inch alloy wheels aren't there as decorations. Like we previously reported, power will almost certainly come from a turbocharged four-cylinder tuned to deliver at least 200 horsepower, and possibly as much as 220. An automatic transmission with shift paddles will send the engine's power to the front wheels, but it's too early to tell if a stick will be offered.

Suspension changes will be part of the package, too. Seeing an independent, multi-link rear suspension instead of the standard Elantra's more basic twist-beam setup seems likely. It will be milder than the 275-horsepower Veloster N, think of it as Hyundai's answer to the Honda Civic Si, but it still needs to be engaging to drive.

The extroverted Hyundai Elantra N Line will make its full debut online in the summer of 2020, and it will arrive in showrooms across the nation in the fall. It should land at about the same time as the Hybrid model. Fans of go-fast Hyundai models have a lot to look forward to in the coming months. Spy shots taken on the Nürburgring confirm the South Korean brand is working on a high-performance N-tuned Kona, and we hear the Venue — its smallest crossover — will spawn an N Line variant that will receive updates similar to the Elantra's.

Source: Autoblog

2020 Hyundai Ioniq 70 MPH Highway Range Test: Amazingly Efficient!

2020 Hyundai Ioniq 70 MPH Highway Range Test: Amazingly Efficient!

The Ioniq does something that we haven't seen before.

We fully charge a 2020 Hyundai Ioniq Electric and take it out on the New Jersey Turnpike to see how far it will go at a constant 70-mph (113 km/hr) in the latest chapter of the InsideEVs EV highway range tests. 

When the Ioniq Electric launched in 2017, it was the most efficient EV at the time. However, it wasn't long before the Tesla Model 3 Standard Range Plus edged out the Ioniq to become the efficiency king of the hill. Now the Ioniq's back with a larger battery and 46 more miles of EPA-rated range.

However, because of that larger battery (38.3 kWh compared to the previous version's 28 kWh), the 2020 Ioniq is slightly less efficient. But based on our highway range test, you'd barely notice. 

The 2020 Ioniq has an EPA-rated range of 170 miles, although we saw estimated ranges of 180 to over 200 miles when the vehicle was fully charged. However, that was after we drove it mildly around town, not at highway speeds so we weren't sure exactly how well the vehicle would do at a constant 70 mph. 

So far, the Tesla Model 3 has been the most efficient vehicle we've tested on our highway range tests, averaging 4.25 mi/kWh (14.59 kWh/100 km). The Ioniq crushed that and delivered an average 4.5 mi/kWh (13.78 kWh/100 km) over the test. 

Hyundai Ioniq Range test
The Ioniq shows an estimated driving range of 201 miles after charging up. That's 31 miles more than the EPA range rating. That's probably possible, but only with low-speed, easy driving.

We finished up driving 167.2 miles and had 2% battery state of charge remaining. We're certain we could have gone another 3.8 miles on the remaining 2% (and probably drove at least a mile after the state of charge reached zero, so we're calling the final range at 171 miles; exactly one mile greater than the Ioniq Electric's EPA rated range. 

We've never had an EV on our highway range tests prove capable of matching, or in this case, exceed its EPA range rating while driving at 70-mph, until now. Like Tesla, Hyundai has been known for its high-efficiency electric cars. Our recent 70-mph highway range test for the Kona Electric saw us netting 247 miles or range (the Kona Electric is EPA rated at 258 miles) with an average efficiency rating of 3.9 mi/kWh.

Hyundai Ioniq Range test
The final numbers on the Hyundai Ioniq Range test. *We still had 2% SOC when we stopped.

The Kona Electric 3.9 mi/kWh was second only to the Tesla Model 3's on our highway range tests at the time. Now, Hyundai and Tesla own the top three spots as far as efficiency goes on our highway range tests. We'd like to get a Tesla Model 3 Standard Range Plus to test, as it's the most efficient version of the Model 3, and actually the most efficient EV available today, according to the EPA. However, unlike every other auto manufacturer, Tesla doesn't provide media loans for road tests. The Model 3 we previously range tested was my personal vehicle. 

InsideEVs 70-mph highway range tests average efficiency, best to worst:

  • Hyundai Ioniq: 4.5 mi/kWh (13.78 kWh/100 km)
  • Tesla Model 3 Dual Motor Long Range 4.25 mi/kWh (14.59 kWh/100 km)
  • Hyundai Kona Electric: 3.9 mi/kWh (15.9 kWh/100 km)
  • MINI Cooper SE: 3.7 mi/kWh (16.76 kWh/100 km)
  • Chevy Bolt EV 3.4 mi/kWh (18.24 kWh/100 km)
  • Nissan LEAF Plus 3.4 mi/kWh (18.24 kWh/100 km)
  • smart Electric Drive Cabrio 3.4 mi/kWh (18.24 kWh/100 km) *estimated 

Some notes about this range test:

The tires were adjusted before the drive to meet the manufacturer's recommended 36 psi. It was 71° F (22° C) degrees at the start and 79° F (26° C) at the end of the test. There was a mild, 4-6 mph crosswind for most of the drive. We drove in a loop on the New Jersey Turnpike to attempt to offset any elevation change and potential head or tailwind. The air conditioning was on for most of the drive and was set to 71° on the low fan setting.

About our highway range tests:

We always like to mention that these range tests aren't perfect. There are variables out of our control like wind, traffic, topography, and weather. However, we do our best to control what we can. We do these 70-mph range tests to provide another data point for potential customers that are looking for as much information on the driving range as they can get. As always, let us know your thoughts in the comment section below. 

Source: Inside EVs

Volkswagen Has Another GTI Model In Mind

Volkswagen Has Another GTI Model In Mind

The second-generation Volkswagen Tiguan has been around since 2017 and has been the best-selling model in the US for the past few years. But the competition has since caught up and it'll soon be time for some major updates. We just learned that a radical exterior styling update is planned, including a new hood and front end. The result will be a more dynamic and masculine-looking crossover further augmented by a new 100 percent LED front light design.

Via Skype, CarBuzz recently spoke with a group of VW officials directly involved in the project and it was revealed more Tiguan variants are expected. Speaking with Hein Schafer, Senior VP for Product Marketing and Strategy, we were told a more powerful engine option could certainly be possible.

Which begs the question: is there a Tiguan GTI coming? 

"I think we're always looking at finding ways and means of finding more fuel-efficient engine options and, yes, with more horsepower," he said. "So I think the answer is 'yes.'" VW also previously confirmed it wants to "enrich the Tiguan's line-up with a performance version," though don't expect this to be a fully-fledged Tiguan R that will soon be sold in Europe. That vehicle will likely come powered by a turbocharged 2.0-liter four-cylinder rated at 333 horsepower and have standard AWD.

Pricing, however, is a problem, at least in the US where a majority of buyers won't be willing to pay the premium. They'd just opt for an Audi Q5 instead.

That said, America will definitely receive a new Tiguan R-Line, which is really more of a styling package. But VW doesn't want to leave Americans without a high-performing Tiguan entirely, and the best solution could be the Tiguan GTI. VW already stated intentions to expand the GTI nameplate in the US, where it's only attached to the Golf GTI. In Europe, there's also the up! GTI and Polo GTI. Since neither are sold here, it'd make sense for the Tiguan to get the GTI treatment. 

Another possible Tiguan variant up for consideration is an off-road accessory package. Like the recently revealed Atlas Basecamp, Schafer acknowledged VW has "received good feedback on the Atlas Basecamp… and that will eventually roll up to our SUVs." Will the Tiguan be included? "I think the fact that this car looks a little bit more sporty and little bit more on-road probably sets it up even better for the R-Line package. And potentially maybe the Basecamp or the off-road treatment could work really well on the smaller issue, (a future SUV) positioned below the Tiguan."

If we had to make a choice between a Tiguan GTI/GLI or a Tiguan Basecamp, we'd prefer the former. Based on Schafer's statements, it appears VW agrees. Expect the facelifted Tiguan to debut later this year as a 2021 model. Hopefully, the Tiguan GTI won't be too far behind.

Source: carbuzz.com

Hyundai Wants To Keep The Manual Hot Hatch Alive

Hyundai Wants To Keep The Manual Hot Hatch Alive

The population of manual hot hatches is dwindling, and that's not surprising at all since the demand for three-pedal performance cars is shrinking as well. Volkswagen has dropped the stick-shift option for the hotter Golf variants (the diesel GTD and electrified GTE) with both only using DSGs. Thankfully, the German marque has kept the GTI with a six-speed manual.

Honda and Ford have also kept their manual hot hatches, with the Civic Type R, Focus ST, and Fiesta ST all using six-speed manual gearboxes.

Hyundai, on the other hand, vows to not abandon manual transmission for its N cars, according to a report by Carsales.

"Where possible, we would continue to like to offer buyers the choice of a manual transmission for purists or the eight-speed dual-clutch transmission," said Hyundai product planner Howard Lam in the Australian publication's report.

We're not completely surprised by this, though. Hyundai refreshed the i30 N hot hatch this year and thankfully, its six-speed manual tranny is still intact in its list of options along with a new seven-speed dual-clutch.

The i20 N, on the other hand, is nearing its launch. Previous reports speculated that the pocket rocket will or will not get a stick shift, but now purist fans of the brand will be able to sleep knowing that the Korean marque isn't dropping the MT option.

However, Hyundai recognizes that the demand for manual transmissions isn't that high anymore. In Carsales' report, Lam said, "It’s hard to say what growth we will achieve, but we understand that our competitors who offer an automatic have achieved significant mix with those transmissions ... We’ll just have to wait. I would say more people will buy the auto than the manual."

Source: Motor1

Hyundai Prophecy comes true: It's headed for production

Hyundai Prophecy comes true: It's headed for production

SangYup Lee, Hyundai's SVP and head of global design, surprised Auto Express with welcome news in saying, "There will be a production version of Prophecy coming after a production version of the 45 concept." Auto Express believes the retail version of the 45 will show later this year. The Prophecy could appear next year, slotted into the lineup as replacement for the current Ioniq. The South Korean automaker has worked intriguing ideas under the Ioniq's skin, taking the plunge four years ago to sell the same vehicle as a hybrid, a plug-in hybrid, and a battery-electric car. We don't imagine many will be disappointed to see the Ioniq reskinned with the Prophecy's lines — retaining the heavy curvature of "Sensuous Sportiness" design — in the process potentially becoming one of the most interesting eco-minded options on the market.

We've seen spy shots of 45 prototypes out in cold weather testing this year. The prototype's "more modern SUV style that's more mainstream" appears to still be in league with the production hatchback's form, but the 45 concept — which we thought stunning — sold itself in the detailing. We'll need to wait until the camo comes off the production models to really know what we're dealing with. 

It seems detailing and overall design has become an even bigger deal at Hyundai lately. Instead of creating a range with models defined by a common form but set apart through detailing, Lee told AE, "Our cars will be more like a chess board where you have a king, queen, bishop, knight. They all look different and function differently, but when they’re together they come as one team." The practical result is that the 45 and the Prophecy, both built on Hyundai's skateboard-shaped Electric – Global Modular Platform (E-GMP), "will look completely different." The Hyundai family DNA will come through in lighting technology instead of sheetmetal, the pixel lamp lights from both concepts the uniting feature in both form and function. We won't know what this truly means until the production Prophecy shows up next year, but we're looking forward to it.

Source: Autoblog

2020 Hyundai Palisade Review: The New Value Benchmark

2020 Hyundai Palisade Review: The New Value Benchmark

Contemplating the current SUV landscape, the phrase “jack of all trades, master of none” often springs to my mind. There are countless examples of sports-tuned SUVs, knobby-tire offroaders, cushy living rooms with wheels, and an endless array of bargain-basement sell-outs that get you from point A to point B and not much else. Few offerings are holistically solid, but apparently South Korea took what seems like a market’s foregone conclusion as a challenge when making the 2020 Hyundai Palisade. 

Since SUVs are the hottest ticket in town, a manufacturer’s predisposition is to run fast and loose with design and manufacturing—“master of none” issue, disappearing/reappearing volume knobs, lazy refreshes, various iterations with little to no discernible distinctions, you get the idea—so it can be first to market and ready for the public to slap down thousands of dollars. That's a good initial business plan, but the long-term patronage may not happen if haphazard vehicles are the standard. Buyers are likely to drop those offerings quicker than you finding a moldy three-week-old slice of salami beneath your kid’s car seat. 

Of course, there will be some that point to Hyundai’s past as evidence the Palisade likely follows that same trend, but the company’s age of anguished, miserable cars and SUVs is long gone. The Korean manufacturer has now been a direct rival to Japan’s Toyota and Honda in terms of fit, finish, and affordability longer than it has not. Hyundai’s execs clearly want more, though, spending the R&D cash building something with equal parts versatility, practicality, affordability, and comfort in the hopes of taking out every other available SUV at the knees. Or at least that's what the Palisade seems to be on paper. 


Launched in 2018 at the Los Angeles Auto Show, the Hyundai Palisade was the company's flag in the sand. The biggest SUV Hyundai's ever built, as well as its most premium. It also rounded out Hyundai's SUV lineup, having a model for the most economical to the most baller, with the aim of keeping buyers within the Hyundai family. Every detail was considered and it made a massive impression on everyone who climbed into its cabin during the show, exactly what Hyundai hoped would happen. 

And after a week behind the Palisade's wheel traipsing around a frigid Chicago with a pregnant wife, two children under 2 and a week’s worth of supplies, equipment, and a tandem stroller, hand on heart, Hyundai’s new SUV is not only a master of all trades, it's the new SUV benchmark.

 Here’s the thing about first impressions, and I don’t know if you know this, but you only get one and they sure as hell count. An entire relationship can be marred by a bad first 10 minutes, which could’ve been the case of my introduction to the Palisade. In minus 5-degree weather, after five hours on a plane with two infants, a task was laid out in front of me while my wife held the kids: bolt in the kid's car seats. 

If you’ve never swapped car seats between cars, even though LATCH anchors are standard on nearly every automobile, there’s a wide variety to their design and dealing with some can make you reevaluate your life choices. (I kid, I kid. Mostly.) 

Some anchors are inset in between the top and bottom seat cushions, others are closed off by removable caps which are often lost forever after their first eviction, while some just offer easily marked and accessible recesses. It can make for a tense, swear-ridden, half-hour fight to just get the damn seats in, let alone in icy climes. Hyundai’s designers clearly have children. 

Five minutes after exiting the warm and cloistered confines of O’Hare International Airport, the car seats were in thanks to clearly marked and easily accessed LATCH points, the children strapped in and snug, our luggage was in the Palisade’s cavernous cargo hold (45.8 cubic feet with the third row down), and my wife and I were in the front getting our buns toasted by the heated seats. Simple victories are so satisfying.


Nestled in the front captain’s chairs, our rears being warmed, the fit and finish of the cabin is outstanding. The seats greet your rear like a saucer welcomes a teacup, its perforated leather as smooth as any German car. Additionally, the seat height, something that’s usually cheated toward higher positioning in most SUVs, is actually rather reasonable and I was able to drop the seat considerably and get into a comfortable, and low, driving position. 

Outward looking, the dash layout is excellent with the right blend of future-forward screens, wood, and physical buttons. The gauge cluster is digital, but can also transform into a more traditional analog-looking dial setup with engine RPMs on the left and car speed on the right, which is the setup I’d choose.

The infotainment interface is, well, fine. 

But as a die-hard Apple CarPlay fan—Android Auto is also available—I pretty much used it throughout my week with the Palisade. As always, it’s easy to use and far better than any OEM-built user interface, which are often a convoluted maze of portals and settings that you'll set up once and never touch again, including Hyundai's less than sensitive unit. The optional Harmon Kardon 12-speaker, 630-watt stereo is good but can be better. Bass is a wee-bit heavy, even with tuning, and the mids can be somewhat muddy when playing rap and electronica. There’s also a slight boomy effect, likely due to the Palisade’s voluminous interior, but a quick tune and speaker alignment adjustment would likely make for a truly excellent sound-scape. 


What’s slightly more frustrating is the Palisade’s center console-mounted gear selector. Over the years, manufacturers have played with where to place automatic transmission controls: on the column, on the floor, buttons, dials, you name it. Hyundai went for a push-button selection which is, at first, unintuitive as you have to relearn how you get to Park, Drive, Neutral, and Reverse. But like every new technology added to cars and SUVs, it’s just something that’ll take time to get used to, as we all did with the advent of navigation. Novelty, thankfully, wasn’t a part of the Palisade’s dynamics engineering. 

A naturally aspirated 3.8-liter V-6—sorry, no hybrid or turbocharging available—sends 291 horsepower and 262 pound-feet of torque to all four wheels via an eight-speed automatic transmission. Tallied up, that doesn’t quite sound like enough oomph, especially for a three-row, family-centric SUV. Yet, the Palisade only weighs a relatively scant 4,387 pounds. Not enough to reanimate Colin Chapman, but nor is it built of tungsten.  

Sixty mph is achieved in some number of seconds and Hyundai definitely claims it has a top speed. Neither actually matter, just know that when you put your right foot down to get onto the highway or out of a parking lot, the SUV scoots away in earnest, never leaving you wanting for more or thinking it needs less—the V-6 is just right, a goldilocks of a powertrain. 


Handling: it has that too. Turning the wheel is exactly what you’d want in a full-size SUV, neither tight like some unwieldy supercar aiming to throw you off a canyon cliff, nor as sloshy as a soggy pinata sitting in a flooded gutter next to a Vallarta. Direct, not twitchy. There’s also a healthy dose of lean, pitch, and roll, too, but those make the ride quality superb, gliding over the permanently “under construction” Illinois highways and keeping sleeping children asleep. It's easy to see the Palisade being used to cross the country and come out the other side fresh and ready to jump in either the Pacific or the Atlantic.

Hyundai also offers all the passive and active safety technologies every new car needs to have to lure buyers, such as front crash prevention (both vehicle and pedestrian avoidance), lane departure warning and prevention, blind-spot detection, dynamic braking support, among others. I can delightedly say I didn’t get to see any in action, nor did I test the IIHS’s conclusion of the Palisade being a Top Safety Pick. 

What really floored me was how inexpensive the Palisade is in relation to what's standard and how upscale the whole SUV feels. Hyundai says you can get a bog-standard version for just $35,200, while the nearly fully loaded tester I had came in at $43,155. Few, if any, three-row, full-size SUVs can be claimed in such decked-out trims for such little money and not skimp on one or two or all of the Palisade’s standard features. By that metric alone, the Palisade is a clear winner, but there’s more to this SUV. 

As for its competition, the Honda Pilot, Mazda CX-9, Ford Explorer, and Toyota Highlander, in my eyes, the Hyundai reigns supreme. None offer the same level of refinement and luxury for such an affordable price. And what they may do better in some categories, say the Explorer's all-terrain capabilities, the Palisade can hang with it for 90-percent of the time, with the extra 10-percent being attainable with the right set of off-road tires.

Too many SUVs are bogged down with multiple disparate identities, never mastering the SUV’s intention of versatility. Some, like Mercedes-AMG’s GLE63 S, are able to skirt the line, but the Merc's an outlier. Hyundai knows its buyer doesn't want supercar theatrics or off-road heroics, rather they want something to cart around children and adults comfortably to and from school, carry a cello to band practice, head off to dinner dates with their spouse, and maybe once a year, tow something that isn’t too heavy—up to 5,000 pounds. In other words, exactly what the SUV was designed to do in the first place.

The 2020 Hyundai Palisade is a jack of all SUV trades, and most definitely the master of it too.

Source: The Drive

Tony Hartman Kok

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About Garage Centraal

The goal of Garage Centraal Aruba is simple: that everyone that needs a vehicle is able to have a vehicle that satisfies their needs and expectations, with expert service and parts support. That is why we offer brand new, award winning quality vehicles from Hyundai, Isuzu and Volkswagen, along with an extensive catalog of pre-owned vehicles.

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