The Hyundai Veloster has always stood out from the crowd, defying convention in the compact car market. In its first redesign the two-and-a-half door hatchback keeps what makes it unique. Powertrains range from a 2.0L 4-cylinder mated to a 6-speed manual or automatic, to a 1.6L turbo 4 cylinder mated to a 6-speed manual or 7-speed dual-clutch automatic. No power output is reported for the 2.0L but the 1.6L turbo squeezes out just over 200 hp. With manual transmissions available on both engine options the Veloster continues to pursue the purist enthusiast. Hyundai’s big news is its “N” performance package. The Veloster N cranks the power up to 275 hp and 260 lb.-ft. of torque out of just two liters. The 6-speed manual in the N features an automatic rev-matching system and transfers power through an electronic limited-slip differential. Visually the N is differentiated by red rocker panel and front fascia trim. The interior of the N receives cloth sport seats and unique steering wheel. Expect to see the Veloster N in the fourth quarter of 2018.
As midsize car owners continue to flock to crossovers, Buick attempts to minimize the exodus from its midsize Regal with a two-pronged approach. No longer a traditional sedan, Regal is now dubbed Sportback, in reference to its hatchback design. Accompanied by the Sportback is the TourX, which is Buick-speak for wagon. Light rocker cladding gives it crossover pretensions similar to an Audi A4 Allroad or Suburu Outback, but wagon lovers know the truth. The Sportback offers a 250 hp 2.0L turbo, while the GS features a 310 hp 3.6L V6 paired exclusively with all wheel drive and a 9-speed automatic. Neither powertrain offers a manual transmission, which was unexpectedly offered at times throughout the previous generation Regal’s tenure. The TourX offers only the 2.0L Turbo and standard AWD. Prices (with destination charge) start at $25,915 for the Sportback, $39,995 for the GS, and $29,995 for the TourX.
As enthusiasts, we love to complain about the cars that manufacturers offer in foreign markets but withhold from us in the United States. One body style that has a tendency to be offered in Europe and Asia but seldom here is the hatchback. Chevrolet has humored us and decided to offer its fully redesigned Cruze as a sedan and hatchback in the land of the free. The Cruze hatchback promises the added versatility and utility that is normally restricted on a conventional sedan. Indeed, the Cruze hatch offers 47.2 cubic feet of cargo space with the rear seats folded down. Like the 2016 sedan, the hatch offers a standard 1.4L turbo 4-cylinder as well as support for Apple CarPlay and Android Auto. We anticipate powertrains and options to largely mirror those of the sedan. We expect to see the Cruze hatchback on sale next to its sedan sibling in the fall. Now, if we could just convince Chevy to offer a Cruze wagon…
The GTI has been rewarding drivers with a hard-to-beat combination of performance and practicality since day one and we are thrilled to report that the new seventh-generation polishes the package to near perfection. The turbo four now makes 258 lb-ft of torque starting at just 1,500 rpm so the car provides a smooth and refined punch away from every stop. Add in the Performance Pack hardware like a trick electronically controlled differential and larger brakes and the GTI is a very willing dance partner when the back road traffic disappears. The interior has been bumped up a level to shame anything else in the sub-$30k class and you can still order your hot hatch with a true clutch pedal six-speed manual. Volkswagen truly has the GTI formula figured out. We’re hoping they never change it.
You might be getting tired of reading about the Mazda3’s greatness on these pages, but we’ll never tire of proclaiming it so long as Mazda keeps pushing it to the head of the class. This week’s example is the fully loaded hatchback version with the gutsy 2.5-liter I4. With sweet steering feel, handling that chews up any corner and responsive brakes there really isn’t much left for us to ask Mazda for. That’s especially true now because for 2015 Mazda has listened to the vocal enthusiasts among us who want to do their own shifting with the more powerful 2.5-liter and made the stick the standard transmission with both engines. Better rest up because it sounds like you might be hearing some more about our favorite small car once we get our hands on one of those.
There should be a plaque on the dash of every Chevy Spark that the driver would have to recite before turning the key. It would be an adaption of Chief Joseph’s great surrender speech and it would read “I will pass no more forever”. This would put the driver in an appropriate state of mind since you are surrendering driving fun every time you set off in a mini car powered by a 1.25-liter I4 that musters 84 hp. We thanked our lucky stars for the standard 5-speed manual since the optional 4-speed automatic must be positively glacial in its acceleration. Of course once we got used to the lack of power the Spark surprised us with what it does offer. Our loaded 2LT trim came with power windows locks and mirrors, 10 airbags, 15” aluminum wheels, OnStar, even heated seats, satellite radio and a 7” touch screen with MyLink smartphone integration for Pandora, navigation and Bluetooth audio! To say we were a bit surprised at what Chevy has included for $15,795 is an understatement. Of course, compared to even the next class up you should be prepared for a noticeable increase in wind, road and engine noise and other refinement issues like small vibrations coming transmitting through the steering wheel. Still, the car offered a fine ride, 38 mpg on the highway and more than enough room up front—although back seat passengers should be small and cargo room with the 2nd row up is very tight. As for style, the Spark should catch the eye of young, first time buyers who care more about features than foot-pounds of torque and as for us, it’s safe to say we were pleasantly surprised with Chevy’s first mini car in the US.
The most potent Golf in Volkswagen showrooms has a lot going for it. The iconic shape still offers an airy cabin with plenty of headroom, a useable rear seat once you climb back there (or choose the 4-door and make it easy) and family-friendly hatchback utility. VW’s beloved 2.0-liter turbo engine has been cranked up to 11 and now sends 256 hp to all four wheels and the only way you can get it is with a proper 6-speed manual. The Lamborghini-esque steering wheel makes you feel like you’re in something from the other end of Volkswagen’s empire and our Sunroof & Nav trim came with exactly zero options. So why can’t we recommend it to driving enthusiasts? Because at $36k the hardware isn’t enough to justify the premium over other thrill machines like the brilliant Scion FR-S and even Volkswagen’s own legendary GTI, which will get you 85% of the R’s performance for a whole lot less outlay. And it’s not anywhere on our top 10 priorities list, but even then, 19 mpg city and 27 mpg highway is pretty hard to swallow from a 4-cylinder in twenty-twelve. If your best memories have always been in Golf’s you’ll love everything about this one just as we did. Everything but the price, that is.
Scion’s Basic Coupe Fails to Meet Some Basic Expectations
The low priced sporty coupe segment has been creeping upward in price during the last decade. The market used to be speckled with the likes of the Saturn SC, Ford Probe, Chevrolet Cavalier Z24, Mitsubishi Eclipse and Toyota Celica. Not one of those models exists today, but Toyota thinks it has an answer for the niche with the Scion tC. Starting at $18,275 the tC isn’t the cheapest coupe one can find, but does it offer enough sport to lure youthful car enthusiasts from straying to the used car market for their budget minded thrills? We tested a completely base tC to find out just how the Scion fares. Read more…
Executive Editor Brandon Dye takes the 2011 Chevrolet Volt out for a spin. He also gives a little tutorial on how to charge up your range-extended electric vehicle. Read more…
When the first generation Prius came along I kind of wrinkled my nose at it and said, well, that is all well and good, a clever science experiment, but it will never take on. Then the second generation Prius came along and my sentiments really hadn’t changed all that much, that’s all well and good, impressive science experiment, but it will never take on. But I ended up eating my words on that one. Toyota has sold over 2 million of the smug little things worldwide and is on to a third generation Prius, the one we are driving today. And I still don’t get it. Read more…
