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1. #VELOSTER DUAL CLUTCH TRANSMISSION UPDATE#
2. #VELOSTER DUAL CLUTCH TRANSMISSION MANUAL#
3. #VELOSTER DUAL CLUTCH TRANSMISSION UPGRADE#

As a bonus, the automatic Veloster N gains an overboost feature called N Grin Shift, which engages the car's raciest drivetrain setting and increases the engine's torque output from 260 to 278 pound-feet for 20 seconds. (And hey, we're talking about a car that costs the same as a few option packages on a 911 Turbo S.) Low-speed drivability is impressively smooth, lacking the jerky stumbles that on-off throttle applications can provoke in this type of transmission. Its gear changes aren't as quick as a Porsche PDK's, but it is snappy and smartly programmed. But it is effective.ĭesigned in-house, the Veloster N's eight-speed DCT is a marked improvement over the Hyundai Group's previous dual-clutch boxes. We'd prefer it if we could initiate the procedure by simply mashing both pedals in the sportier drive modes, and we found that the system needed a brief cooldown between repeated runs. As the computers work the clutches, the Veloster N lunges forward on the edge of traction and fires off rapid-fire upshifts as long as you keep the accelerator pinned to the carpet. Once activated, you're given five minutes to set the launch rpm (in 100-rpm increments up to 3500 rpm), floor both pedals, and then release the brake. The launch-control tab is integrated into the spider graph's adjacent N Performance display. There are also preset combinations-Eco, Normal, Sport, and N Mode-if you don't require, say, loud exhaust paired with relaxed suspension. The new readout looks sharp, but manipulating the intricate toggles while driving takes a steady hand. The previous tile layout required two pages, which Hyundai condensed to a single page by moving to a spider graph. Given the Veloster N's many chassis, engine, exhaust, and drivetrain settings, there's no ideal way to present all the choices. To summon the high-rpm clutch drop required for that Civic-beating takeoff, you'll need to familiarize yourself with the Custom drive mode display on the Veloster's 8.0-inch central touchscreen. In two-pedal form, the Veloster N is now the quickest front-driver we've ever tested and one of the cheapest ways to gain access to the sub-five-second-to-60-mph club. More important, both of the DCT's times are a tenth of a second quicker than the best efforts we've clocked for its chief rival, the manual-only Honda Civic Type R, although the 306-hp Honda does post a 3-mph faster trap speed at the end of the quarter.

#VELOSTER DUAL CLUTCH TRANSMISSION MANUAL#

Our test car shot to 60 mph in 4.8 seconds and covered the quarter-mile in 13.4 seconds at 105 mph-handy improvements over the best 5.2- and 13.8-second runs we've recorded for a manual Veloster N. While we'll argue that a stick shift and three pedals are still best for maximizing the Veloster N's playfulness, there's no denying the DCT's quickness.

#VELOSTER DUAL CLUTCH TRANSMISSION UPDATE#

The second major update is the addition of an optional ($1500) eight-speed dual-clutch automatic transmission (DCT).

#VELOSTER DUAL CLUTCH TRANSMISSION UPGRADE#

The highlight of that upgrade is a 25-hp boost for the turbocharged 2.0-liter inline-four (for a total of 275), but it also adds an electronically controlled limited-slip differential, larger brake rotors, an active exhaust system, and 19-inch wheels with Pirelli P Zero PZ4 summer tires, which replace the standard 18-inch Michelin Pilot Super Sports. However, that sum does include more standard equipment, notably the previously optional $2100 Performance package that should have been standard from day one. Honda Civic Type Rįirst, that change to the 2021 Veloster N's base price: It's now $33,245, which is $4650 more than it was last year.