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First, let's talk about those doors. From the driver's side, the Veloster appears to be a coupe, with one large traditional entry door. However, the passenger side is configured with two front-hinged doors - making it appear to be more of a sedan. The handle for the rear door is hidden in the C-pillar (just like the Acura ZDX). Pop it open, and it swings as widely as the door in front of it. The door opens and closes independent on the front passenger door - it is not a smaller "suicide" access door like those of the Mazda RX-8 or the Mini Clubman. To open the rear hatch, just find the handle conveniently hidden under the rear badge. There is a lot of room in there, especially with the split seats folded down. Hyundai says the Veloster's total interior volume beats the current-generation Scion tC, Honda CR-Z, Mini Cooper hardtop and Mini Clubman, and we believe them.



Also capturing our eye was the large panorama roof (part of the optional Style Package) which pops up and opens out as it did on the Honda CRX (when open, it stops just short of hitting the satellite radio antennae). The rear of the Veloster features a cool-looking center-mounted twin-pipe exhaust, which owes something to the Porsche Boxster. This model is also wearing the optional 18-inch alloys (17-inch alloys are standard) with color-contrasting inserts (part of the Tech Package) wrapped with 215/40VR18 tires.



We begrudgingly settle our six-foot, two-inch frame into the front passenger seat of the white Veloster - we want to be driving - with Krafcik (five-foot, ten-inches) at the wheel. Fellow Autoblog associate editor, Jeff Glucker (six-foot, three-inches) occupies the right rear seat.



Hyundai reiterates that the design of its Veloster is inspired by high-performance sport bikes. While the blacked-out A-pillars give the exterior its "motorcycle helmet visor" appearance, it's the cabin's center stack that really stands out. The pushbutton start is smack-center, right below the HVAC controls and above the transmission lever. Silver grab handles, like those on bikes, are found to the left and right of each front passenger. We really liked the almost Honda Ridgeline-esque ones on the doors, as they are a comfortable place to settle hands.

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Another couple taps of the console selector and the revs drop to cruising speed. The gearchanges of this dry-clutch automated manual gearbox aren't the quickest we've experienced but are totally devoid of shift shock. For a prototype, this Veloster is pretty well finished. It feels tight. Solid. The cabin is said to be production-representative, and it's quieter than we expected for a car that starts right around $17,500. Conversation in the cabin at freeway speeds requires no raised voices or concerted effort at all, even from the backseat.



Krafcik continues, explaining that lightness is an integral part of the Veloster experience. No, not quite CRX light, as that car wouldn't have a prayer of meeting the crash regulations faced by modern cars. Think current Mazda MX-5 light. That's a noteworthy feat for a car that seats two adults in true comfort up front and two more in relative comfort in the backseat.



We've been driving for almost 30 minutes and Editor in Chief Scott Oldham, who stands a strapping 6 feet tall, still claims to be comfortable back there, with plenty of head- and legroom.

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