Hyundai Veloster N TCR

The North American International Auto Show continues as Hyundai has used to event to unveil the Veloster N TCR race car. Set to compete in this year鈥檚 IMSA Michelin Pilot Challenge, the Veloster will battle the Audi RS3 LMS TCR, Honda Civic Type R TCR and Volkswagen Golf GTI TCR. That鈥檚 not exactly easy competition, but the Veloster already has a bit of a racing pedigree. The car shares around 85 percent of its core components with the championship-winning i30 N TCR. One of the components sourced from the i30 N is a turbocharged 2.0-liter four-cylinder engine that produces 350 hp and 450 Nm of torque. It is connected to a six-speed sequential transmission which sends power to the front wheels. Of course, race cars are more than just a high-performance engine. As a result, the Veloster has composite body panels, a massive rear wing and 18-inch Braid wheels. The latter components are backed up by a race-spec braking system that features six-piston calipers and 380mm ventilated discs up front. The modifications don鈥檛 end there as the model has been equipped with an aerodynamic body kit, a steel roll cage and a track-tuned suspension with adjustable dampers. Other highlights include a configurable driver鈥檚 display and a Sabelt racing seat with a six-point harness. Bryan Herta Autosport has been tapped to be Hyundai鈥檚 sales agent for the Veloster N TCR in the United States and they will also provide technical support as well as parts assistance. 154,905 (拢 120,165 / 鈧?135,000) excluding shipping from Germany.

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And, through other experience with the same system in the Panamera, we wish the volume wheel was backlit at night. But owners will likely overcome the learning curve. The added complexity of the portfolio and complete redesign didn鈥檛 affect the cost by so much as one dollar. 80,950鈥攁s the outgoing hybrid Cayenne, despite the addition of new standard equipment including LED headlights and automated emergency braking. Adaptive cruise control along with Porsche鈥檚 crafty InnoDrive, blind-spot monitoring, and lane-keeping assist are also available. Choosing between the 440-hp Cayenne S and the 455-hp Cayenne E-Hybrid is purely up to preference. 3000 cheaper than the S, and its total system output is 15 horses more than the S鈥檚 twin-turbo 2.9-liter V-6. Drawbacks for the hybrid model are so few and seemingly inconsequential that the upgrade over the S is to us a no-brainer. If Porsche鈥檚 hybrid models continue to improve this much with every generation, the company鈥檚 status as a sports-car icon might be usurped by renown for hybrid expertise. While that鈥檚 highly unlikely, Porsche, please don鈥檛 forget about all your wonderful sports cars. We鈥檒l agree not to, either.

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