2013 Hyundai Veloster Turbo

2013 Hyundai Veloster Turbo

Episode 3213 , Episode 3228
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When Hyundai introduced the excitingly style Veloster last year, its unique four-door coupe design made other compact hatchbacks look suddenly boring. But sadly, the Veloster’s performance didn’t back up its sporty appearance. Well, Hyundai quickly made it their mission to find a proper solution; enter the Veloster Turbo. So, let’s see adding a turbo can boost our reactions to Hyundai’s hot looking, little hatch!

The 2013 Hyundai Veloster Turbo does indeed get some much needed extra power pumped into its great looking sheet-metal. Courtesy of a twin-scroll turbocharger mounted on its 1.6-liter, direct injection Gamma-4. Horsepower gets a nice boost from 138 to 201, and torque gets an equally impressive increase from 132 to 195 lb-ft. Compression ratio drops from 11.0:1 to a more forced induction-friendly 9.5:1. Sounds like it certainly has the potential to cure what ailed it, so we wasted little time hitting the track to find out. 

Off the line, there’s a fair amount of wheel hop as the front tires struggle for traction, but eventually enough is attained to get to 60 in 7.8 seconds, almost a second quicker than the normally aspirated Veloster. The quarter mile is equally quicker at 16.0-seconds at 87 miles-per-hour. 

As before, both 6-speed manual and automatic are available; we chose the manual and we’re still not huge fans of the shifter, as you need to be very precise with it, but gears are well spaced and we love the more aggressive exhaust note that comes with the Turbo. It’s still not super fast, but without doubt a big improvement over the base Veloster and just enough to make it finally live up to its looks.

And speaking of looks, it’s hard not to love the funky styling of the Veloster; it truly appears “special” hauling down the road. And the Turbo gets some very well done visual upgrades that set it apart. But, not so much so that it look super boy racerish. 

Up front there’s a larger hexagonal grille, and down the sides, rocker skirts are extended. 18-inch wheels with chrome inserts are standard. And of course the unique single right side 3rd door arrangement remains, though unfortunately so do the all too obviously fake hood “vents”. It looks most aggressive from the rear however, with the scooped out look accentuated by a body colored, hatch-top spoiler and dual, round center exhaust tips. 

When it comes to handling, the turbo Veloster equates itself well enough. With no suspension changes, you still can’t push it too hard before it starts to push hard. But, a little finesse rewards you with flat cornering and more than enough power to exit with a smile.

But, our biggest complaint on the base Veloster was the absolute lack of steering feel. So the Turbo adds a slightly faster ratio and sportier tuning to the electric assist to increase feedback and response. We had no complaints about braking performance before, nor do we now as stops from 60 averaged a very good 120-feet.  

We still love the motorcycle inspired, well equipped interior of the Veloster and the Turbo gets a few updates, like leather seats with Turbo embroidery, alloy pedals, and unique gauges. Heated seats and push-button start are standard. The Ultimate Package adds panoramic sunroof, automatic headlights, back-up warning sensors, and Navigation with Back-up camera. 

Even if you crawl through the right side 3rd door, you won’t find any more room in the cramped rear seats. But, fold them and the 15.5 cubic feet of cargo space expands to 34.7. Though you’ll have to lift bags pretty high to get them through the hatch. 

In case you haven’t heard, the government has some issues with Hyundai’s Fuel Economy Ratings. They’ve since been revised downward on many models, including the Veloster. The Turbo with manual now rates at 24-City, 35-Highway, and 28-Combined on Regular gas. We averaged a fine 32.9 miles-per-gallon in mixed driving. Making for an Energy Impact Score that’s still much better than average at 11.8-barrels of annual oil consumption with 5.3-tons of CO2 emissions. 

Pricing gets a boost as well, to $22,725. That’s $4,500 over a base Veloster, but it comes almost fully loaded and is only about a grand over the very well-equipped Veloster we tested last year. 

Adding boost to the 2013 Veloster may not be enough to blow the Turbo to the sharp end of the sporty hatchback segment, but Hyundai certainly made a fun little car even more so, giving it the additional performance it needed to back up its sporty mission. So we mean it when we say, “Mission Accomplished.”

Specifications

  • Engine: 1.6-liter, direct injection Gamma-4
  • Horsepower: 201
  • Torque: 195 lb-ft.
  • 0-60 mph: 7.8 seconds
  • 1/4 mile: 16.0 seconds @ 87 mph
  • EPA: 24 mpg city/ 35 mpg highway
  • Energy Impact: 11.8 barrels of oil/yr
  • CO2 Emissions: 5.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW