Look at the Veloster and it’s tempting to conclude that at some point during the design stage Hyundai decided the best way to conceal the rear door was to make the styling around it as ornate as possible.

The manufacturer has described the hectic collection of lines, curves, cutaways and slopes as an evolution of its ‘fluidic sculpture’ design language, but the result is busy enough to warrant reassessment from two dozen angles.

Matt Prior

Matt Prior

Road test editor
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Amid the clutter, the small second door on the passenger’s side is visible enough, even if the Veloster’s designers have gone for the flush effect by concealing the handle in the window frame.

Hyundai has also avoided the Mini Clubman’s well known faux pas by adapting its asymmetric configuration for both left and right-hand drive markets.

Beneath its overwrought appearance, the new model is resolutely orthodox. A generous 2650mm wheelbase means four seats are not difficult to package (Hyundai has opted to split the rear bench with a plastic storage compartment), and the 320-litre boot is one of the biggest in its class.

The all-aluminium naturally aspirated motor drives the front wheels through either a six-speed manual or dual-clutch automatic gearbox, while the suspension is based on the tried and tested combination of MacPherson struts at the front and a torsion beam axle at the back.

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A turbocharged version of the Veloster is also offered for those who want a little more verve from their Hyundai. That model features 18-inch wheels, more equipment and a body kit.

Hyundai claims excellent torsional and flexural rigidity from the Veloster’s steel bodyshell, and insists that a multi-faceted approach to counteracting noise and vibrations – including thicker damping materials and a three-layer sound pad in the dashboard bulkhead – has augmented the coupé’s rolling refinement.

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