- The red Evo's yours. - What do you mean? - What you think, I'm gonna let you roll in a Hyundai? (engine revving) Hyundai's new Veloster N might be this weird looking hot hatch but we here at Donut notice it's been causing a little
bit of a stir in the car world and that's because it's good. So I did some digging into this
obscure three-door hatchback and why there's and ever-growing
following for this car. So today we are gonna
talk about the Veloster N and the technology behind some
of the performance features that Hyundai has managed to make what many are calling a driver's car. There's some German DNA under that hood and we're gonna go find it. Little CSI DNA scrape. (chill beat) Wouldn't it be nice for you have your own American-made mid engine super car? The 2020 Corvette C8 is one
of the coolest cars released in quite some time, but what's even cooler is that you have a chance to win one and support a great
cause at the same time. Our friends over as Omaze are offering you the chance to win a 2020
Corvette Stingray Z51 with taxes and shipping included. And if that isn't enough they're gonna throw you $20,000 cash money for you to do whatever
the heck you want with it. All you have to do is
go to Omaze.com/Donut and enter for your chance to win. The best part of all this is that every donation
supports an organization that means so much to the
Donut Media family and I, and that's the Ronald
Reagan UCLA Medical Center. It was their work that
helped save the life of our very own James Pumphrey, and for that we love them over there. So please click the link or go to Omaze.com/Donut
and donate right now. Thank you so much for your support. We love you guys so much. Now when the engineers were
off building this motor they were told that the
big wigs in the N program wanted to give the driver the feeling of a naturally aspirated motor even though it had a turbo on it. So why? Why would you want that? Well naturally aspirated engines have a smoother power delivery throughout the entire engine's rev range, and with a the turbo
engine it takes some time for those turbos to spool up and it can cause the car to feel jerky when you're accelerating. So they went about tackling this challenge a few different ways. One, by using a twin scroll turbo. You probably heard of that before. A scroll id just a fancy word for pipe and it's the part of
the turbo that is used to transport the exhaust gas
from the exhaust manifold to the impeller wheel of the turbo. And unlike a single scroll turbo, if we look inside a twin scroll
it has two exhaust inlets and those inlets are matched
up with an exhaust manifold that is also split. And it is engineered that way
for a very special reason. See, car exhaust comes out in pulses that match the firing of each cylinder. And each time an exhaust valve opens air is pushed out of that cylinder into the exhaust manifold. And the pulses of exhaust coming from the different
cylinders can actually overlap, and that's not good. Because for a brief moment when one cylinder's
exhaust stroke is ending and another cylinder's
intake stroke is beginning it could actually cause the
exhaust to flow backwards towards the cylinder. And that's not good for a spinning turbo, it creates a pullback effect. But if you were smart and you designed an exhaust manifold that separated the exhaust gases coming out of those
overlapping firing cylinders you wouldn't have to worry about that exhaust pulling the turbo. Now in a four-cylinder
engine like the Veloster N is has a firing order of
one, three, four, and two. And if we connect the exhaust manifolds of cylinders one and four and cylinders two and three, this means that when cylinder one is finishing up its exhaust stroke cylinder four is firing. Now the exhaust streams coming
from those pairs of cylinders take separate paths to the turbo charger entering different scrolls they both spin the same turbo wheel but the exhaust doesn't mix. So what does all this mean, Jerry Berry? Well it means you can get
a quicker boost response, you reduce exhaust loses due to mixing as we just talked about, you increase your turbo efficiency, and you increase power
across the entire rev range. Bingo, bango, django, you're on your way to delivering more of a natural aspirated
feel to the driver. So that's the first way
they tackled the demand to create a more naturally
aspirated engine feel. But wait, there's more. So secondly they wanted
to increase the rev limit. Now generally speaking
turbo charge engines make more torque lower in the RPM range and natural aspirated
engines on the other hand, they make more power
higher in the rev range. And there's a long explanation on why but I'll try to simplify it. Now typically with a smaller turbo setup you suffer some top end power as the engines enter higher revs. That's because the
turbines inside that turbo start to smother the engine. They can't spin any faster even though the amount of
exhaust being pumped out is now increased. The funny thing is is that a turbo charge engine is still likely to be more powerful that its naturally aspirated
bro bro at high engine speed. But the shape of that torque curve means you feel the power output decreasing with an increase in engine spin instead of increasing like in
a naturally aspirated engine. Because the big wigs wanted the engine to feel more naturally aspirated they increased their
rev range to 6,900 RPMs, smoothing out that power
curve by using a bigger, more efficient turbo. Now side note to my super nerds out there, it's not that turbo engines
can't have higher redlines. It's just that the engineers
building these engines know that they make most of
their power at the lower range. So there's no point really
in increasing that limit if you're not getting any returns
in regards to performance. Now on the intake side of things the Veloster N gets a
valve control module. So to explain this let's
take a little field trip. Let's get in the back of the old Jerry bus and do a little Jerry Nye the Engineer
Guy little experiment. Come on, come on with me. Hey guys, welcome to Jerry's garden. To show you how a valve
control module works I have this hose right here. Imagine this hose is air and
it's coming in your intake, the air's just coming out like that. Imagine my finger is a plate and the plate is inside
the intake runners. But when I put my finger
over the air like this it begins to disperse the air. It creates more turbulent
air and that means that's it's easier for the
engine to burn that, (bleep). Now another thing that makes this Veloster N such a fun car is that you can slam through the shifties with a six-speed manual. (grunting) Yes, you can opt out and get a seven or even an eight speed
dual clutch transmission if you wanted, but Hyundai, they didn't want to take away the option for what drivers love most. That's banging through
the gears a little bit. And they even put a bit of technology to make that six-speed manual even better. N it's probably one of my
most favorite pieces of tech in this entire car, and that's rev matching. Now rev matching is the technique of down shifting smoothly
by raising the engine speed before you engage the clutch to allow for a much cleaner gear change. And it's mainly used when racing but it's still useful when
you're driving around the streets and it's fun to do. And the reason you do it, it reduces the stress on the engine. It prevents an aggressive shift of weight forward when you downshift and it reduces the amount of wheel lock. If you don't know what wheel lock is, Felipe, roll that clip of
these wheels locking up. (tires screeching) Now with the Veloster N it can actually do this
for you if you want. With the push of a button the car will automatically
blip the throttle for you, raising the revs as you
downshift into a lower gear. This is super cool for any car, let alone a Hyundai. And yes, the 370 Z does it, Civic Type R does it. But those cost more money. And it's cooler when it's cheaper. So thank Macklemore for that. He has that song, what's it called? "Thrift Store"? I'm cool. (chuckles) Now another cool techie
piece related to the engine are the engine pops. (makes popping noises). A Veloster N has an active exhaust system. A butterfly valve in the tailpipe is controlled by a servo
motor that rotates that valve. And when the valve is
only partially opened it quiets the exhaust
for a more silent ride. But in sport mode the valve is open and the exhaust is allowed to flow freely increasing those sweet exhaust sounds. Not only that but you get
those nasty pops and crackles. (engine revving) And those pop are made when there's a detonation
echoing in the exhaust. And in race cars this is usually when unburned
fuel touches the hot exhaust. But in the case of the Veloster N you have a detonation
happening earlier in the system and then reverberating
through the exhaust. And it comes from the factory like that and you can alter it. You don't want those pops? Push a button, it goes quiet. You want to show off to all the ladies coming to a stop sign? You know the ladies love those pops. The bigger the pop, the bigger the pop. You know what I'm saying (laughing). Why do you thing they all
Notorious B.I.G. Big Poppa? ♪ I love it when you call me
big (makes popping noises) ♪ So we got a peppy engine with some sounds. Sound like a race car, check. What about the handling of the Veloster N? How did the engineers improve that aspect? And it's all the electronics. (makes robotic noises) (jazzy beat) Now electronically controlled suspension has been around for a long time. We could do an entire episode on suspension engineering in theory alone, but for the sake of this video I'll do a quick explain like I'm eight. Now shocks and struts are,
in the simplest of terms, they're just oil pumps. They're designs to dampen
the movement of the spring and stop excessive bounce and oscillation. And inside a shock there's a piston attached to the end of a piston rod which works against hydraulic fluid. And as the suspension travels up and down the hydraulic fluid is forced through small holes inside the piston. And because those holes only allow a small amount of fluid through them, the piston is slowed which in turn slows down spring and suspension movement. Pretty cool. And what makes this design so ingenious is that they automatically adjust to various road conditions. For example, the faster
the suspension moves the more resistance they provide. It's harder to push that fluid through the tiny whole quicker which in turn provides
more dampening resistance. It and the spring is
what prevents the shock from bottoming out. Now electronic struts have a
small electric actuator motor mounted either atop the unit or inside that opens or closes those
small holes in the piston valve. And this changes the
stiffness of the shock as it travels through its stroke which in turn changes how the car handles. The Veloster N has multiple
modes that allow changes in how stiff and how
soft the suspension is. Now when you're on the track for example, you want your suspension to be stiff. You want to keep the power to the ground and you want to prevent body roll. But when you're driving down the terribly maintained
LA streets or gravel roads or wherever there's a
bunch of potholes and bumps you want your suspension
to absorb all those bumps and make it more plush. But there's even more tech to it. There's a control module
for the electronic dampeners that takes data from the wheels and the body position of the
car and even the braking system and then it monitors that data and then adjusts the suspension
to reduce dive when braking, that's going this way, to control roll when cornering, that's this way, and to limit the amount
of rear end compression during hard acceleration, that's this way. Pretty neat tech coming from a Hyundai. Now the second bit is
the Veloster's E-LSD. Groovy, man. Far out, man. Oh, dude, I'm tripping balls, man. I'm just kidding. LSD stands for limited slip differential. And the E stands for electronic. And an LSD, among other things, limits the among of
wheel spin under power. It redistributes power to
the wheels with the most grip and they do that either
mechanically or electronically or a little bit of both. And you want this because you
want to maintain traction. Pretty obvious. And the Veloster N
continuously monitors input for various wheel sensors, and if it detects slippage
of any of those wheels it will transfer extra torque to the wheel with the most traction. That improve traction when you're accelerating
out of a corner for example and it also helps maintain stability. And again, with the push of a button, you can alter how aggressive
those settings are. Now I mentioned earlier that this car has some
BMW M DNA under the hood. And that DNA is from this
guy, Albert Biermann. Now he was a former BMW racing engineer and head of the M car division for BMW. But now he's the head of
RND for the Hyundai N brand. This dude is responsible for some of the great
cars to ever be made. When Biermann began
developing the Veloster N he laid out a set of rules which he and his engineers had to stick to while they were developing the Veloster. Needed a peppy engine, check. They needed a tight chassis
with good handling, check. They needed performance brakes, checks. We didn't even talk about them but they made some brakes
in-house that rival Brembos. Pretty cool. Finally, let's talk about one of the coolest aspects of this car and that's the price. Now this car with the performance package costs less than $30,000. That's pretty nuts. That's over $6,000 less than a Type R and over $10,000 less than a Golf R. Now this is a bargain of a car and to everyone I've gotten to
talk to and who's driven one, they are crazy fun. So do you guys have a
favorite hot hatch out there? Is the Civic Type R better? I don't know, go watch this
episode of "Up To Speed" and then come back and
tell me what you think. It's be tight, be tight I don't know. Go watch "Up To Speed", come back. I'll be in the comments in
the first hour of this video. Write me a message. If you make me laugh
I'll love your comment. Bye for now (giggling).
