Hyundai Verna : Official Review
The Hyundai Verna is on sale in India at a price of between Rs. 8.00 - 12.88 lakhs (ex-Delhi).
What you'll like:
• A true all-rounder. Elantra-esque styling packs appeal too
• The overall package is well-priced. Offers good value for money
• Refined 1.6L diesel & petrol engines mated to smooth 6-speed MTs & ATs
• Precise build & quality (including interiors) are easily among the segment best
• Suspension delivers a compliant ride & neutral road manners
• Loaded with kit! Hands-free boot, cooled seats, sunroof, rear sunshade, AutoLink etc.
• Dual airbags, ABS & ISOFIX mounts are standard on all variants. SX(O) gets 6 airbags
• Hyundai's reliability, competent after-sales & 3-year unlimited km warranty
What you won't:
• Rear seat isn't as spacious as that of the City & Ciaz. SX(O)'s hard seatback makes it worse
• Missing essentials! Reach-adjustable steering, auto wipers, auto-folding ORVMs…
• Diesel AT is unavailable in the fully-loaded variant!
• On select variants, the diesel motor carries a steep premium over the petrol (SX = 1.69 lakhs)
• Petrol AT isn't as fuel efficient as a couple of its rivals
• While the driving experience has improved, some competitors are still more exciting to drive
• Loses the rear disc brakes that the last-gen Verna was launched with. Braking feel & bite leave a lot to be desired
The 2017 Hyundai Verna enters the crowded C2-sedan segment which has two formidable competitors - the Honda City & Maruti Ciaz. The City has been the most consistent player here for 2 decades, although the Maruti Ciaz with its VFM pricing has been giving the Honda a tough fight. Hyundai's Verna had also been one of the better sellers here. In fact, there was a time when it was the top-selling model, outpacing the City in some quarters. But as the last fluidic generation grew old, it lost favour with buyers & sales dropped significantly.
Earlier this year, the car's market-share had dropped so low that its monthly sales numbers were similar to those of mediocre players like the Skoda Rapid and Volkswagen Vento. Hyundai would definitely like to claw back some lost ground in this lucrative segment. This makes the new Verna a very important product for the company.
The 5th-generation Verna (aka Accent) is well-priced in the C2 segment. With the exception of the Ciaz, the Verna undercuts all its rivals. To ensure that the Verna sells well, Hyundai has given it a plethora of equipment, including many first-in-segment features. The car also comes in both petrol & diesel versions with MTs and ATs. The company is offering a standard warranty of 3 years / unlimited km, 3 years of roadside assistance, 3 map updates and a home visit on the 15th day of purchase.
Hyundai's efforts appear to have paid off, at least if initial sales are anything to go by. The all-rounded new Verna has had a strong start in its innings. Hyundai claims that the car has received more than 20,000 bookings and more than 1,50,000 enquiries in 2 months of launch. Our monthly sales charts show that it has narrowly outsold the City and Ciaz in October. The car also bagged an initial export order of 10,501 units from the Middle East.
The new Verna is built on the same platform as the 6th-generation Elantra, which was introduced in 2016. The car does borrow many of its design cues from its larger sibling. Following Hyundai's Fluidic 2.0 design language, it looks like an evolution of the outgoing car's styling. That said, it is 65 mm longer and 29 mm wider than the older car. Its wheelbase of 2,600 mm is 30 mm longer too. At 1,475 mm and 165 mm, the height and ground clearance remain identical to the old car.
As we have come to expect of Hyundai, the paint quality and build are impressive, while the panel gaps are even. Even the gaps around the bonnet and boot aren't much wider than in other areas (manufacturers usually goof up here). The doors aren't light and have a nice thud when you shut them (unlike the "clunk" of Marutis). The bonnet also has some weight to it and though the boot lid isn't as heavy as the bonnet, it feels sturdy. There is very little flex in the metal when pushed with a thumb. This is not a flimsily built car for sure.
Coming to safety, the body of the Verna is developed with 50% Advanced High Strength Steel (AHSS), an increase of 37% over the previous generation model. Hyundai claims this increases the stiffness of the chassis. Additionally, the door pillars are hot stamped to provide cabin protection in case of side collisions. Safety features such as dual airbags, ABS with EBD and ISOFIX child seat anchors are a part of standard equipment. While the top SX(O) variant gets six airbags, all trim levels except the base variant get the "impact sensing auto door unlock" feature.
Front end is dominated by a large cascade. This grille looks similar to the one seen on the Xcent facelift more than any other Hyundai. It gives the Verna an aggressive look as compared to the fourth-generation car. There's a fair amount of chrome to please the masses:
Rear end has multiple cuts and creases. Along with the badges, there is a chrome strip running along the base of the boot lid. We don't like it, but will agree that the chrome treatment isn't overdone at the rear. Slanted H logo is big & clearly carries weight in India:
Classy side profile. Like the old Verna, strong character lines run along the sides. This is very characteristic of Hyundai's Fluidic design. Like all Hyundai cars, fit, finish & paint are top notch. New styling has lowered the coefficient of drag to 0.308:
The new Verna is longer and wider than the outgoing car. Its length and wheelbase are identical to the Honda City's, though it does not match the Ciaz in size:
Viewed from this angle, the Verna does have some coupe-like elements (maybe even a fastback?). The roofline slopes all the way to the short boot:
Projector headlamps have halogen bulbs and an "auto" function. LED daytime running lights (DRLs), cornering lights and turn-indicators are integrated into the headlamp clusters. Notice how far back the headlamps stretch:
With all the lights in action. From left to right - LED DRL, halogen projector headlamp, cornering light and turn-indicator. When you lock the car with the button on the keyfob or the request sensor (on the door handle), the indicators blink once. When you unlock, they blink twice. A single horn of the dual-tone unit is blown with the indicators. There is a follow-me-home function as well where the headlamps and tail lamps stay on for ~30 seconds after the car is switched off (the headlight switch should be in the "Auto" position for this to work):
DRLs are bright & prominent, even under bright sunlight. They are on at all times and dim a bit when the headlights are switched on:
Grille features a large "H" badge, horizontal chrome slats and a chrome border which is thicker on the sides than at the top or bottom. Air dam is very slim with a single horizontal slat and no chrome:
Front bumper has many creases, with large black housings for the foglamps:
Tow-hook cap has an arrow indicating where you should press to remove it:
Foglamps are projector units with chrome surrounds. They provide satisfactory illumination. Foglamp housings are large with black horizontal slats and thick chrome borders:
Plastic underbody protection at the front does not stretch back a long way. With a ground clearance of just 165 mm, better to have some protection than nothing at all:
Bonnet has two creases, but they are not very prominent. Notice how the headlamps bulge out from the sides:
Wiper spindles are concealed under the bonnet...
...as are the windshield washers:
Both windshield washers squirt out effective sprays (rather than jets) of water. The big wipers have a good sweep:
Front overhang is a bit on the longer side. Exercise caution while tackling rough terrain:
"Auto" badge on the front left fender. Manual transmission variants don't get anything:
Must appreciate how the shut lines are tight & uniform:
Body-coloured ORVMs get integrated blinkers & subtle chrome inserts. They can be folded and adjusted electrically:
Chrome door handles on the SX(O) variant. Only driver's door gets this request sensor and keyhole. Simply walk up to the car with the key on your person and touch the request sensor to lock / unlock:
SX trim doesn't get chrome or the request sensor:
Front wheel wells get partial cladding:
Ugh, no wheel well cladding at the rear! We didn't expect Hyundai to indulge in such cost-cutting exercises:
5-spoke 16" diamond cut alloy wheels shod with 195/55 section Hankook tyres on the SX and SX(O) variants look smart and fill the wheel arches well. Lesser variants get 15" alloy wheels or steel rims with 185/65 section rubber:
Like other cars in the segment, the Verna comes with drum brakes at the rear. Hyundai has moved backward - when the last generation Verna was launched, it had all-wheel disc brakes:
Like we have seen in cars based on the Fluidic design language, the roof design is round. The window line rises towards the rear and the roofline tapers, limiting the glass area. Prominent chrome strip runs along the window line:
Black plastic on the C-pillar acts as a finishing piece of the rear window. A quarter glass would have allowed more light into the cabin:
Noticeable crease runs low on the doors:
Another look at how the C-pillar slopes down almost to the end of the boot:
Higher variants get a very-welcome sunroof:
Sharkfin antenna sits at the very end of the roof section:
Unlike so many modern cars (see Honda City here), the rear bumper does stick out and offers some protection to the body in case of a rear-end collision:
Two-piece LED tail-lamps. Notice the reflector on the side of the cluster:
Funky LEDs come on when the pilot lights are started. Both clusters get reversing lamps, although rear foglamps have not been provided. On applying the brakes, only the outermost LEDs light up:
Boot lid gets a prominent lip at the top, while a chrome strip runs along its lower border. Large "H" badge sits at the top. Sweet touch - check out how the 'Verna' and '1.6D' badges are tilted to match the boot's curvature:
Like the front, the rear bumper has multiple creases. It houses 4 parking sensors and a big black insert at the bottom to break the visual bulk. Exhaust pipe is nicely concealed. Rear bumper has long and slim reflectors at both ends:
Reversing camera is neatly integrated and located just next to the electromagnetic boot release:
The Verna does not get the Hyundai-trademark "CRDi" or "VTVT" badges:
Petrol variant simply gets 1.6 lettering:
Ubiquitous McPherson suspension setup at the front and...
...coupled torsion beam suspension at the rear. Underbody is neat and tidy:
Alongside one of its main competitors. The Verna looks more aggressive & contemporary than the Ciaz:
Viewed from the side, the Verna almost appears to have no boot compared to the more conventional 3-box Ciaz (I prefer the Maruti here). The Ciaz's length advantage is obvious here:
Interior - Front
The front doors open and shut in a triple-stage action. You realise that these are not light like those seen in some other Asian cars. There is a nice ”thud” when you shut the doors. The doors open wide enough and the running board is not wide either. The floor of the car is not high, while the roof is on the lower side. So occupants will have to bend a bit to get in. However, once inside, the Verna has sufficient legroom & headroom at the front.
Although the front & rear windshields are large, the roofline slopes down and I found the rear windows to be on the smaller side. Still, there is enough light entering the cabin to keep occupants from feeling claustrophobic. The use of beige on the dashboard, doorpads, seats, pillars and roof helps matters.
The dashboard has some semblance to the design used in the previous-gen Verna. The styling is functional & contemporary - there is no 'wow' factor though. It has a beige & black theme with silver inserts. Piano black has been used on the center fascia (climate control panel). While the lower part of the dashboard is beige, the carpets and floor mats are black. This is cleverly thought out as they will do well to conceal any signs of soiling.
As expected for this segment, the plastics on the dashboard are all hard. The quality of the plastics is certainly better than the car’s main rivals in the segment though. Every part is well-finished and there are no rough edges anywhere. The seats get leatherette (artificial leather) upholstery and there is some leather applied on the doorpads as well. Ergonomically, the cabin is well laid out and all controls are easy to find and reach.
The feel, quality and finish of the buttons and switches is satisfactory. Many of these are shared with other Hyundai cars and feel like they are built to last.
Black & beige dashboard is logically laid out. The entire cabin is practical, user-friendly and equipped with likeable features. Ergonomics are spot on as well:
Dashboard is well-screwed together and nicely finished. One can't find any rough edges anywhere:
Large front windshield offers a healthy view. The lateral view out of the front windows is satisfactory as well:
A-pillars are not excessively thick and do not cause blind spots. All-round visibility is good:
Smart leather-wrapped steering wheel has a silver insert + thumb contours. Sufficiently thick too. It feels lovely to hold, with satisfactory grip on offer. The steering-mounted controls have large buttons, which makes their operation easy. However, I feel there are too many buttons on the wheel and it looks extremely cluttered! The hornpad isn't easy to reach for those with shorter thumbs:
Buttons for the infotainment system, telephony and voice commands are placed on the left spoke. Mute function (very useful) can be operated by pressing the volume button inward.
Buttons for operating the MID and cruise control are placed on the right spoke. To engage cruise control, press the 'cruise' button on the steering wheel, push the toggle switch downward and a SET indicator is displayed on the MID. Increase or decrease your speed by moving the same switch upwards or downwards:
SX variant (as expected) gets lesser features and fewer buttons:
Zooming in to show you the funky stitching pattern on the steering:
Steering can be adjusted for height only, not for reach - even in the top spec! This is a major omission as a reach-adjustable steering greatly contributes to the 'perfect' driving position. What's more, the cheaper Elite i20 was launched with this feature, as was the 2015 Verna Facelift!! Hyundai's inconsistency with features gets seriously frustrating at times:
Simple instrument cluster is easy to read. Tachometer on the left & speedometer on the right (just the way we like it). Analogue temperature & fuel gauges too, with a 3.5" TFT MID in between. Meters are backlit in white - very classy. While the tachometer of the petrol is marked till 8,000 rpm...
...the one of the diesel is marked till 6,000. Notice how the instrument cluster of the SX variant pictured here differs slightly from the SX(O). The needles are red and the MID, speedometer and tachometer are different as well:
A system check is performed every time the car is being started:
The MID shows average and instant fuel consumption (Hyundai has finally come around to these!), distance-to-empty counter, a single trip meter, digital speedometer & outside temperature reading. The trip meter shows the distance travelled, average consumption and time taken. The MID also shows a summary of the drive when you switch the car off:
The illumination of the instrument cluster has 21 levels of adjustment. The automatic variant shows which gear you have engaged. It also displays the order of the gears (on the shifter) - very cool. In the MT, a gearshift suggesting tool has been provided. The parking sensor display comes up as soon as reverse gear is engaged:
When the cruise control function is engaged, an indicator appears on top of the MID. To change the MID settings, engage the handbrake (parking gear for the automatic). Parameters that can be customised include functioning of the auto-locking & unlocking of the doors...
...follow-me-home lights & number of flashes for the 'lane change indicator':
Uniquely, the MID also displays the position of the lights and wipers (as you adjust their respective stalks). These readouts appear for a few moments whenever the positions are changed. The displays can be turned off as well:
Other readouts that can be altered include the auto reset of the fuel economy, the display of the fuel efficiency readouts and the temperature unit of measurement. When you change the temperature unit, the display on the climate control system also changes accordingly:
The MID tells you when the service is due, in terms of months and kilometers. These can be set by the user:
The MID also displays the specific door that is open. Neat touch - It shows you the motion of the door being opened (albeit with a little lag):
Boot or bonnet open? It'll flash on the MID. This is useful - most cars have ajar warnings for the doors only:
Wiper and light stalks are identical to the more expensive Elantra. Quality is excellent and operation is soft. Wipers have five intermittent settings. Sadly, no 'auto' wipers (extremely disappointing as the last-gen's 2015 facelift got them). You do get auto headlamps though. Foglight switch is nicely integrated on the RHS stalk:
Foglamp switch juts out from behind the stalk, giving the user a good grip:
Engine start/stop button is backlit in blue. Press the clutch in the MT or the brake in the AT to fire the engine up:
Press the button without the clutch and an orange light comes on, with the car going into "audio on" mode. Pressing it once again has a blue light showing with the car in 'ignition on' mode. No light when the engine's running:
Air-con vents are symmetrical. They have a thick silver border. Nope, their air flow volume cannot be adjusted:
Switches for interior illumination and headlamp level adjustments are located below:
Sturdy bonnet release lever. Notice how the cover of the fusebox is shaped to accommodate it:
OBD port located at its base. Unlike some other Hyundai cars, fusebox does not get a Master 'On / Off' switch:
Scan tool can be connected to the OBD port. This device helps owners stay connected to their cars through a smartphone app called AutoLink (explained later in the review):
A clear diagram of the fusebox is provided on the reverse side of the lid:
Boot and fuel flap release levers are placed conventionally on the floor. Notice how the floor mat is cut to ensure that it doesn’t foul with them:
Like the dashboard, the doorpads get a beige + black colour theme. The beige portion is in the middle. It is sure to get soiled if the user's hands are not clean. What is disappointing is that there is a little movement of the doorpad when the windows are rolled down or up (like we'd observed in the Honda City). Feels cheap:
While the plastics are all hard, the area above the armrest is soft and gets a leather insert. Even the armrest is padded and covered in leather:
Console houses the usual set of buttons. Only the driver's window gets one-touch up/down and anti-pinch functionality, and only the driver’s window button is backlit in blue. Door mirrors are electrically foldable:
Doorpad can hold a 1-liter bottle, and other small items:
Door sills aren't too wide, which means lesser effort is needed to move your feet in & out of the car. No scuff plates provided:
Front seats are draped in leatherette upholstery and are wide enough to suit even larger drivers. While the under-thigh support offered is enough, lower back support is ordinary. Those with a delicate back will find it missing. The seats could have been firmer as well (would have been more suitable for longer drives). The headrests are soft & comfortable. Importantly, the front seats come with a cooling function which prevents the user's backs from perspiring - a boon in hot Indian summers. This is a first-in-segment feature:
A look at the fabric upholstered seats of the SX variant:
Lever to recline the seat feels loose, and neither lever feels particularly durable. Height adjustment for the driver's seat is there in the mid-variant too:
Fore & aft travel range is enough to accommodate tall & short drivers alike:
Height adjustment range is healthy as well. Short or tall, no one will complain:
The perforated leatherette upholstery is well stitched and the quality of material is good. Perforated material is mandatory for the seat's cooling function:
A close look at the fabric upholstery pattern of the lesser variants:
Buttons for the ventilated seats in the SX(O) variant are located below the climate control system. There are separate buttons for each seat to operate the feature. Pressing the button once takes the cooling straight to level 3 - the highest setting! Pressing it subsequently brings it down to levels 2 & 1, and then off. This feature proved very useful in the October heat of Mumbai. There is no heating function for the seats (useless in India anyway):
Fore & aft adjustment is via this sturdy metal lever:
Useful center armrest has a soft surface:
Armrest slides forward for reach, making it easy for shorter drivers to use as well. It cannot be adjusted for height though:
Front seatbelts are height-adjustable:
Pedals are properly spaced out. Dead pedal provided as well:
A look at the AT’s footwell:
While the dead pedal is useable, we felt it was not as long as those with large shoes would have liked:
ORVMs are sufficiently wide & tall, providing a good view of things behind:
IRVM is wide enough to cover the entire rear windshield. Parcel tray and thick C-pillars restrict visibility though:
IRVM gets the auto-dimming function. While it is “ON” by default, it can be switched off by pressing a button. When it is active, a green light glows:
Sensor for the 'automatic headlamps' is located behind the IRVM:
Rearward visibility is restricted by the sloping roofline, thick C-pillars & parcel tray which is on the higher side (like most modern cars):
Solar sensor is located on top of the dashboard:
Center fascia tilts towards the driver. Thick silver border runs around the air-con vents and infotainment system:
7.0-inch touchscreen infotainment system sits right on top of the center fascia. It features Bluetooth, USB and Aux-in connectivity with navigation, and further supports Android Auto, Apple CarPlay & MirrorLink. SD card can only be used for navigation purposes. ICE functions have been covered in a dedicated post later in the review.
On the sides of the infotainment system are two symmetrical air-con vents. These vents do not have air volume controllers either:
Simple and easy-to-read climate control system gets piano black and silver touches. The blower has 8 levels of adjustment. At levels 1 and 2, it is silent. At levels 3 and 4, it gets audible. At levels 5 and 6, it is loud, while on levels 7 and 8 - the noise is excessive. The lowest temperature that the system goes to is 17 degrees centigrade before hitting 'LO', while the highest temperature level is 27 before hitting 'HI'. The cooling performance is very impressive. Even in sweltering heat, the interiors were chilled quickly.
Additionally, the Verna has a cluster ionizer ("clean air" sign). Hyundai says that it generates ions to purify and deodorize air inside the cabin:
Hyundai has also equipped the new Verna with Eco Coating, a technology that is claimed to eliminate odour from the air-conditioner. This is the first time the tech is being used on a Hyundai car anywhere in the world. What better country than India to test it!
2 USB ports, 12V power outlet and Aux port are located below the climate control system on the center fascia. The USB port on the left (can only be used for charging) and 12V power outlet are identically styled & get flip-up plastic covers. The USB port in the middle can be used to connect your smartphone to the infotainment system as well as for charging purposes:
Storage space at the base of the center fascia can be used to place your smartphone. It has a removable rubber-lined base:
Bird's eye view of the handbrake console:
Two cupholders with a chrome insert are located next to the handbrake. The one at the rear is slightly larger and deeper:
Center armrest has a deep storage compartment underneath. It has a soft lining on the floor:
Along with the dual-tone colour theme, strong creases keep things from getting boring on the passenger’s side of the dashboard:
Glovebox is medium-sized. It has a card holder, but doesn't get illumination:
It does come with a cooling vent:
Sunvisors are economy-grade in design, but don’t feel flimsy. Driver-side unit merely gets a flap to hold tickets. Why no mirror or illumination? When did Hyundai start counting its pennies?
Passenger-side sunvisor gets a vanity mirror and ticket holder, but there's no cover or light provided:
Roof bezel consists of map lights, Bluetooth mic, sunglass holder and sunroof controls. You can start the front + rear cabin lights from here. After locking the car, all cabin lights go out with a theatre-dimming effect. Even if the cabin lights are left in ON position, they will go off when you lock the car from outside (to prevent battery drain). Also, the cabin lights automatically come on when you switch off the car:
Sunglass holder has a soft opening action and a protective lining on the inside to prevent your sunglasses from getting scratched:
The sunroof cover:
The size of the sunroof is just adequate for the cabin:
You can pop it up for ventilation by pushing the button upwards:
With the sunroof open, a lot of light comes into the cabin. This is the max it opens to. Whoever said you can't enjoy a sunroof in India didn't know what he was talking about:
Dual airbags are standard on all variants of the Verna. SX(O) trim gets 6 airbags in total. These include…
…side airbags (no seat covers here please)…
…and curtain airbags:
As is usually the case with Hyundai, things are neat and tidy even in places where most people won’t look. There are no loose wires or cables dangling anywhere:
Interior - Rear
The rear doors of the Hyundai Verna open and close in a two stage action. While the door opens sufficiently wide, the roofline sharply slopes downward. Be cautious else you'll hit your head here!
There is enough space between the seat and B-pillar to move your feet in & out:
The door sill's width is like any other sedan's:
Like the front doorpads, the ones in the rear have a black & beige theme. The rear speakers are housed in them:
Again, like the front, the rear doorpads are made of hard plastic, but there is a soft surface for the armrest and a leather insert above it:
Door pockets can hold a 1-liter bottle and some knick-knacks:
Rear seat has sufficient cushioning. Though it is set low, it tilts upwards towards the front and provides just enough under-thigh support. Notice the colour contrast - black headrests especially stand out (not in a nice way):
Both side occupants get soft & adjustable headrests. Nothing for the middle passenger though. Side occupants also get three-point seatbelts, while the middle passenger gets a lap belt. The seat is narrower than its competitors and is better for 2 adults, not 3. 2 adults + 1 child is the most sensible use for it:
Headrests are nicely contoured which, along with the adjustments on offer, makes them very comfortable to use:
Fabric upholstered seat of the SX does not get adjustable headrests:
Seatbelt buckles are housed in dedicated cutouts in the rear seat:
Legroom is adequate, but that's it. Nowhere nearly as spacious as the Ciaz & City:
A look at the maximum and minimum legroom available:
With the driver's seat in my position (5'10"), I have some knee room to spare. However, with the front seat in full back position, it's tight in here:
The seatbacks of the SX variant are scooped out & soft, freeing a little more room for the rear passengers. Both front seats come with seatback pockets for occupants of the rear seat to use:
On the other hand, the seatbacks of the SX(O) variant are not scooped out. What's worse, they have hard plastic surfaces with two small scoops (each) where the rear passengers' knees would be placed. I hated the feel of hard plastic on my knees. Good luck burying your knees into them. Could be that this hard seatback was required for the ventilated seats?
There is sufficient room under the front seats to tuck your feet in. The surface at the base of the front seats is soft, so it will not hurt your legs:
The seatback angle is relaxed:
Roof lining is scooped out at the rear to release some additional headroom:
Rear headroom is enough only for regular-sized adults. Taller folk will find it lacking - either their hair or head will brush the roof. Reason? That coupe-like roof line:
A center armrest with cup-holders has been provided. It has a thin base, but is wide and has satisfactory cushioning:
ISOFIX child seat anchors have been provided on both sides. This is a standard feature in all variants of the Verna:
Anchor points with plastic covers on both sides of the parcel shelf:
Parcel tray has a soft lining on its surface - feels premium to touch. It is short and not accommodating though:
Rear window is on the smaller side. Also slopes upward toward the end which might annoy the shorter amongst us. Still, due to the beige interiors and sunroof, occupants are not likely to feel claustrophobic:
Rear windows don't roll down all the way. A fair bit of glass is visible near the B-pillar:
Rear sunshade is available in the SX(O) and SX Diesel AT variants. It is manually operated. With sunfilms banned, this proves to be an effective way to protect yourself from the afternoon sun:
Sunshade latches onto the roof with the help of two plastic hooks:
Spring-loaded grab handles. Only the one on the right gets a coat hook:
Finally, the Verna gets rear air-con vents! These are provided from the S variant upwards. While there is only one common air volume controller, their direction can be adjusted individually. The air-conditioner is very effective:
USB port (lit in blue) at the base of the console gets a plastic cover. Rear passengers can use it to charge their smartphones:
Floor hump is about 2 inches high. While not too tall, it is wide - about 4 inches. Still, this coupled with the rear air-con means the middle passenger will prefer to put his feet on either side of the hump:
Rear cabin lamp has one button with two positions - ON (pressed) or door (not pressed). There is no "OFF" position (which is pointless anyway). It can also be operated by using the switch for the front cabin lamps:
Underside of the boot lid features a partial cladding. Why the cost cutting here? Honda has corrected their mistake and now offers full cladding in the City (image link):
The boot gets end to end carpeting. While the mouth is sufficiently large...
…the boot lip is high, which means you have to lift your luggage a little more to plonk it in or remove it from the boot:
At 480 litres, the boot is smaller than the Ciaz & City's 510 litres of luggage space. No split / folding seats either. That said, there is enough space to accommodate a couple of large bags and won't leave an owner embarrassed on an airport run:
"Smart Trunk" is your party trick. This is a first-in-segment feature, which opens the boot automatically when it senses the smartkey for over 3 seconds within the sensing zone. Very useful if you are carrying luggage in both your hands. How it works - with the car locked, stand at a distance <1 meter from the boot, with the smartkey on your person. The car's indicators start flashing with beeps and the boot opens after 3 seconds. This system won't work if the Smart Trunk feature is disabled through the MID, or if the smartkey is detected within 15 seconds of the doors being closed & locked. The boot can also be opened by unlocking the car (from inside or outside) and using the electromagnetic boot release, using the boot release lever located inside the car or long-pressing the boot release button on the key fob:
SX(O) variant gets 4 luggage tie-down hooks in the boot:
A useful net is provided as standard too:
Boot lamp provided. Underside is very unpleasant to look at and doesn't even get a proper coat of paint. Good that there aren't any long screws which could tear your luggage:
Blue pouch containing the safety triangle clings onto the boot floor with the help of 3 Velcro strips:
Gap at the base of the boot lip to put your fingers in and lift the floor up:
Tools are housed in a couple of soft bags, which sit in the spare wheel:
Spare wheel in all trim levels is a 15-inch steel unit with 185/65 section rubber. The higher variants should definitely have gotten a spare of the same size as the regular wheels. When using a thinner space saver, remember to drive very cautiously (due to the varying tyre sizes):
Toolkit has the regular tyre changing equipment:
The SX and SX(O) variants of the Hyundai Verna get a 7-inch touchscreen infotainment system with 6 speakers (including 2 tweeters). Connectivity is through Bluetooth, USB and AUX. Apple CarPlay, Android Auto and MirrorLink are supported as well. A CD player is missing & rightly so (who uses CDs today?). The system also comes with navigation and voice recognition & serves as a screen for the reversing camera. The touchscreen has no lag and the visibility is satisfactory, even under direct sunlight. Screen resolution and clarity are impressive. Physical buttons have been provided as well for those who prefer using them over a touch interface.
7-inch ICE is placed at the upper edge of the dashboard - this means that the driver does not have to look too far down to glance at the screen. The system is easy to operate:
Music is played through 6 speakers – one on each door…
…and a tweeter on each of the front doors:
The system displays this warning each time you start the navigation function:
You can have a split screen to display both - the map as well as the media being played:
A variety of settings can be altered to suit the user's preferences. Additionally, the display can be switched off from this screen (for night driving). To bring it back to life, simply touch the screen anywhere:
Sound quality-wise, it is a very good all-round system. The bass is rich too. There is a very nice forward sound stage - the music feels like it is being played in front of you. It even feels like there is a center speaker in the middle of the dash (when there isn't)! The beep-on-touch feature can be enabled or disabled from this screen:
Navigation can be given priority over music by clicking this option:
"Arkamys sound mood" provides a quick way to get different feels. It has 4 settings - natural, club, lounge and live:
Illumination preferences with individual day / night settings:
One can adjust the brightness of the display in each of these modes too:
Smartphone pairing via Bluetooth is very easy. But remember, it cannot be done when the car is on the move. You need to put the car in neutral and engage the handbrake ("P" in case of the automatic) to pair your phone. One can pair multiple phones and set which one should be prioritized in connectivity:
The infotainment system offers support for Android Auto, MirrorLink and Apple CarPlay. For running any of these features, your smartphone must be connected to the system by a USB cable:
You can pick a QWERTY keyboard...
…and choose between the screensavers:
Telephone clarity is fantastic:
Transferring the call from the system to the phone (for privacy) is carried out instantly:
Navigation can be switched to full screen mode as well. The voice has an Indian accent, making it easy to understand:
SD Card slot is only for maps (provided by MapMyIndia). They are extremely accurate; worked well even when the car was taken to some rural areas:
View of the map in night mode:
Various functions of the navigation system:
Like most GPS systems, a list of POIs is available:
Fuel stations, hospitals and Hyundai dealerships are displayed too:
Your coordinates are shown in Degrees / Minutes / Seconds and…
Some of the settings that can be changed include the map colour:
Map font can be changed and a trace can be displayed as well:
Driver is warned about upcoming curves! This feature is good if you are in unknown territory - surprise curves can catch one out. On your regular route, it gets irritating and you might want to turn it off (the 'curve ahead' audible prompt comes up even if you aren't using the navigation):
You can add apps in your preferred sequence to the menu, or remove them with drag-and-drop action:
The system supports Android Auto, Apple CarPlay and MirrorLink. To use Android Auto, owners have to connect their smartphones to the system via a USB cable. You can get directions, make calls, send and receive messages and listen to music through this Android interface:
Navigation through Google Maps is obviously superb. Android Auto helps in getting real time traffic updates (via Google) on the screen:
Touchscreen doubles up as a display for the rear view camera, and features adaptive guidelines which indicate the path that the car is going to take (based on steering input). As we have seen earlier, there are 4 rear parking sensors provided on the car. Camera quality is fair:
A look at the mediocre camera quality in dark surroundings:
Owners can download the Hyundai iBlue Remote App on their smartphones, connect it to the infotainment system via Bluetooth and use their phones just like a remote control. Might be useful for chauffeured owners:
You can also select the music source, adjust the volume, equalizer etc.:
Switch the audio system on or off and mute/unmute the system with this app:
Driving the 1.6L Petrol MT
Petrol engine is quite an all-rounder:
The familiar 1.6L Gamma petrol engine features variable valve timing (VTVT) and develops an identical 121 BHP as the outgoing car, albeit at a slightly higher 6,400 rpm (vs 6,300 rpm of the old car). This means that the Verna has the most powerful naturally-aspirated petrol engine in its class. When it comes to torque, the new Verna makes 151 Nm @ 4,850 rpm, which is lesser than the old car’s 155 Nm @ 4,200 rpm. The figure places it ahead of the City & Ciaz, but behind the turbo-petrols of the segment (e.g. Vento TSI = 174 Nm).
The SX(O) variant is equipped with keyless entry & go. To start the car, press the clutch and hit the start button. The engine fires up with very little noise and without transmitting any vibrations at all to the cabin. At idle, it is so silent that you can barely tell if it is running!! The Verna petrol is damn refined. Want to have an aggressive launch? Standing still, the 1.6L can revv to a limited 5,000 rpm.
Press the clutch and you'll find that it has an average travel range - neither too long nor too short. The pedal is light, but has a slightly springy action. Still, no one will complain about it. The gear shifter is light and nice to use. Its gates are well-defined and there’s no effort required to slot the lever into place. Release the clutch gradually and the car moves forward without any throttle input. You can even pull away from a standstill in 2nd, albeit with a little accelerator input.
Throttle response is satisfactory and moving away from a standstill is no problem for the car. Power comes in smooth & seamless. Low speed driveability is good and at anything over 1,250 rpm, the engine will show no signs of hesitation in delivering power. This makes the Verna a very practical car for city commuting. One can even manage to move around at 50 km/h in 5th gear with the engine spinning at 1,400 rpm! With the power on tap, it's easy to move with city traffic. If one needs to close a gap to the vehicle in front, he can do so quickly. This refinement and flexibility make the Verna competent in urban conditions.
On the open road, the Verna feels fast enough, but not explosive (like say, a Vento TSI). Power delivery is linear and there is enough low and mid-range performance available to keep drivers happy most of the time. Work the Verna petrol on the expressway and you can make rapid progress. While outright performance is more than adequate, the Hyundai doesn't feel as exciting as the City's 1.5L (Honda is more revv-happy). When pushed, the engine will revv to 6,500 rpm. On the highway, the mid-range is where the Verna is at its best. This 1.6L feels comfortable between 2,000 and 5,000 rpm. It can also comfortably cruise at 100 km/h & 120 km/h in 6th gear with the tachometer reading 2,400 rpm & 2,900 rpm respectively. Furthermore, it will pull ahead in any gear as long as it is in this zone. Of course, if you need "instant go", a downshift is mandatory.
For those who like to revv hard, the engine will not provide as much pleasure as the Honda 1.5L & VW 1.2L TSI. It doesn't feel punchy at the redline and takes a while to get to its 6,500 rpm limit. We feel the max rev limit is a bit low (City does 7,100 rpm). The engine also gets boomy & loud above 5,000 rpm, which is unpleasant for occupants. Therefore, it’s best to keep the motor lower down in its comfort zone.
As we have mentioned earlier, the clutch is light with a travel range that’s not too long nor too short. The 6-speed gearbox is smooth and sure-slotting. These characteristics, along with the refinement that the engine offers, make the Verna nice to use.
The Verna petrol has an ARAI-certified figure of 17.70 km/l, which is slightly better than the old car’s 17.01 km/l, but far from the 20.73 km/l offered by the Ciaz.
Coming to NVH levels, the engine feels very refined. Under regular driving conditions, it can barely be heard inside the cabin. While it starts getting audible at 3,000 rpm, at high revs, the motor is boomy. Wind & tyre noise are both well-controlled.
1.6L naturally-aspirated engine uses variable valve timing and makes 121 BHP & 151 Nm torque:
Hyundai petrols are overall much improved, compared to what we saw in the last decade:
No underbody protection. You can see the ground below clearly:
Full cladding on the firewall. Even the bonnet gets an insulation sheet:
Slim ECU is located behind the battery:
Smooth 6-speed MT lever is shared with other Hyundai cars. Leather-wrapped gear knob with silver highlights. Reverse is located up, to the extreme left:
Driving the 1.6L Petrol AT
Hyundai offers this 6-speed AT as an option on the Verna. 6 ratios result in a better spread of gearing, and the transmission does feel decidedly superior to the old Verna's 4-speed AT. It is a simple old-school torque converter unit which, along with the 1.6L engine, makes the Verna a very easy car to drive. Of course, it's not as fast shifting a transmission as Volkswagen’s DSG units, but it is not disappointingly slow either. The AT does a competent job of getting the car from point A to point B in a smooth, fuss-free manner. No owner will be left wanting, except the diehard enthusiast who'll veer towards a Vento TSI DSG. As if to drive the same message home, Hyundai hasn't provided paddle shifters or even a 'sport' mode. The Verna AT is suited to calm driving, maybe even a little bit of pushing, but not a racy driving style.
With your foot on the brake pedal, press the engine start/stop button and the Verna petrol AT comes to life. Like the MT, starting up is a silent affair with no vibrations felt inside the cabin. NVH levels are excellent.
The car moves off the line very smoothly upon releasing the brake and crawls at ~5 km/h without accelerator input (useful in bumper-to-bumper traffic). When the car is driven in a sedate manner, gearshifts are butter smooth and one cannot feel any jerk whatsoever while the shifts are being executed. With a light foot, upshifts are seen <2,000 rpm. Driven like this, you won't even hear the engine inside the cabin. Owners will enjoy its refined nature & light steering in the city.
While we mentioned that the transmission is not as quick-shifting as a DSG, it is not very slow either. There is a slight delay before a downshift is executed, but it's not too bothersome. However, when the speeds are continuously changing, the box can get confused at times. Get aggressive with the A-pedal and you'll also notice the Verna AT hunting for gears. Thus, it's best to use gradual accelerator inputs with the Petrol AT. Coming to the shift quality, it is noticeable in situations when you drive hard, but is never really jerky.
On the open road, the Verna is a good cruiser (although not as potent as the diesel sister). Power delivery is linear & the gearbox does its work nicely. The car can cruise at 100 km/h with the engine revving at 2,200 rpm - 200 rpm lower than the manual. It's a calm, composed and well behaved machine. But again, the engine is not as strong higher in the revv range as the City & Vento, and it does sound boomy.
You can use the manual shifting arrangement by pulling the gear lever to the right and pushing the lever to the front to upshift and back to downshift. Though most of the time it is best to use the regular “D” mode, manual mode can come in handy when you need engine braking (e.g. going downhill + on a winding road) or when you want to bring the engine into its powerband before an overtaking move. Response times in manual mode are reasonable, yet not lightning quick. Also, if you hit the revv limit of 6,500 rpm, it will shift up on its own.
The ARAI-certified FE is 15.92 km/l. This puts it way behind the Ciaz’s class-leading figure of 19.12 km/l. The Verna Petrol AT will never be as efficient as the Verna Diesel AT - Petrol ATs are known to be guzzlers.
Automatic gear lever too is shared with other Hyundais. To engage manual mode, move the lever to D and then to the right. Push the lever up to upshift and down to downshift (just the way we like it). No paddle shifters provided though; Honda City has them:
While P, N & D are backlit in pale blue, R is denoted in red:
Driving the 1.6L Diesel MT
To power the new Verna, Hyundai has used the same 1.6L diesel U2 motor that is found in the Creta, Elantra & last-gen Verna. At the outset, we'll say that this 1.6L diesel is a jewel of an engine. Hyundai might have improved the petrol & its owners won't complain, yet the diesel is very clearly the superior. It uses a variable geometry turbo (VGT) and produces an identical 126 BHP (@ 4,000 rpm) as the outgoing car. It also produces the same 260 Nm of torque. However, the torque is now spread over a wider revv range i.e. 1,500 - 3,000 rpm (compared to the 1,900 - 2,750 rpm of the old Verna), resulting in better driveability. Like the earlier car, it also comes with a 6-speed MT. Unlike its predecessor however, which came with a 4-speed AT, the new Verna gets a 6-speed AT :thumbs up. The City 1.5L & Ciaz 1.3L diesels can't hold a candle to the Verna's motor (note: VW's excellent 1.5L can).
Crank the diesel motor with a tap on the start / stop button + the clutch pedal engaged. You’ll immediately notice the smooth idle. Get moving and the diesel feels extremely refined. If you've been in a Creta, I can tell you that refinement levels are about the same. In this department, the Verna is easily the best in class.
Hyundai has tweaked the 1.6L diesel well and it has a practical state of tune. Starting off is easy and the diesel has sufficient torque on tap for city driveability. The variable-geometry turbocharger helps keep lag under control. Some amount of turbo lag still exists, yet there is decent torque available below 1,800 rpm. The engine is at home in the city and doesn't require excessive gearshifts. 2nd gear over a speed breaker? No problem, it'll drive away without any need to downshift to 1st. From a city driving perspective, the ratios are closely spaced and this helps in pulling the Verna in any gear. You can shift up as early as ~1,500 rpm without lugging the engine. This, coupled with the light controls, makes the sedan easy to drive. At commuting revs, the engine is also very silent.
Once you cross 1,800 - 2,000 rpm, that's when the diesel is truly alive and performs enthusiastically. The 1.6L offers punchy power delivery, with a nice surge when the turbo starts spooling. Power delivery is still quite linear and by diesel standards, the throttle feels sharp. The diesel is revv happy too. Keep it pinned and the rpm needle will climb to just over 5,000 rpm.
The strong mid-range makes light work of overtaking other vehicles. We enjoyed working the engine through the gears on the expressway as it's free-revving and eager to push. Yes, you can make fast progress on the open road. If you prefer to chill instead, the 6th gear ratio makes the Verna a relaxed long distance cruiser. At 100 km/h, you are merely at 1,800 rpm; a sweet spot where the turbo is kept on the boil. 120 km/h is seen at 2,200 rpm. You won't need to downshift too much on the highway either. This diesel is clearly at home in the city & on the highway, both.
The ARAI-certified fuel economy of the Verna diesel MT is 24.75 km/l, which falls just short of the City’s 25.6 km/l, but is quite a long way behind the 28.09 km/l benchmark set by the Ciaz SHVS. Still, we doubt anyone will complain about the Verna's FE as it is respectable in its own right.
In all aspects, NVH levels are top class. Open road refinement is such that you could easily confuse it with a petrol. There's absolutely no diesel clatter. Even as you work the engine through the revs, it maintains its smoothness and though it gets loud above 4,000 rpm, the engine doesn’t sound too harsh. There are hardly any unwanted sounds filtering in. Road noise is within acceptable limits, and so is the wind noise at sane speeds.
The short-throw gearbox is sure slotting with properly defined gates. The effort required to change gears is minimal and the shifter has a light action. To slot into reverse, pull the unlock clip and move the gear lever up, beyond 1st. The clutch is uber light, and has a medium travel range.
Tried & tested 1,582 cc diesel engine develops 126 BHP & 260 Nm of torque:
Both - the petrol and diesel - get an insulation sheet under the bonnet:
With best-in-class power and torque figures, the 1.6L CRDi offers strong performance. This engine might come short in the more expensive Elantra, but it's the best-in-segment at this price point:
Just like the petrol, no underbody protection provided:
Turbocharger sits behind the engine, just ahead of the firewall:
Firewall insulation is sufficient:
The neatly arranged fuse box:
Underside of the cover contains a diagram of the fuse box, extra fuses and a tweezer:
Intercooler is located at the front, towards the left side of the engine bay:
Gear lever is shared with the petrol. To engage reverse, silver button has to be pulled upwards:
MID prompts you to press the clutch before hitting the engine start button:
MID has a gearshift indicator. Newbies will appreciate. It shows which gear you should shift to in order to obtain the best fuel economy. As an example, if you are in 4th and revving hard, it will tell you to shift straight to 6th!
Driving the 1.6L Diesel AT
The diesel auto is available only in the SX+ (one level below the top-end) and EX (mid) trim levels. This means that you don't get an engine start button - instead, there is a flippy key. It's silly that the AT isn't sold in the top variant, although we're sure the same will be offered later. The Diesel AT SX(O) will be the most expensive in the line-up, thus Hyundai might have wanted to avoid 'sticker shock' at launch.
Just like the other engine + transmission combos, on start-up, there are no vibrations felt on the steering or gear lever.
The 1.6L CRDi engine is mated to a 6-speed torque converter AT. Good move in picking the 6-speed transmission from the Elantra & Creta, rather than the old Verna's 4-speed AT which was so long in the tooth. 6 ratios result in a better spread of gearing and the transmission does feel decidedly superior to the old Verna's unit. It's also extremely well-tuned. However, there are no paddle shifters or a sport mode, clearly telling you this isn't an automatic for enthusiasts.
A light steering, soft controls & smooth automatic make the Verna AT a breeze to drive. The properly positioned dead pedal in a spacious footwell keeps your left leg comfortable.
The Verna AT moves off seamlessly from a standstill. Being a torque converter gearbox, that initial turbo-lag is well masked. Light accelerator input is all you'll need to commute in the city. The gearbox moves up early, while shift quality is very smooth. For bumper to bumper traffic conditions, there is a fair amount of 'crawl' available. Just lift your foot off the brake pedal in 'D' and the Verna will crawl forward at 5 km/h (without any throttle input), allowing you to drive in severe traffic with just one pedal (the brake). This gearbox is flawless in urban conditions.
Kickdown in the lower gears will see the revv counter climbing to ~4,250 rpm. The Verna AT offers brisk acceleration and never feels underpowered. Truth is, the brilliant 1.6L diesel makes this automatic seem better than it actually is. The torque makes the gearbox's job easier and owners will have little to complain about. That said, the AT simply doesn't have the sense of urgency that the MT does. It's quick enough, but doesn't feel as fast as the Verna MT.
Thanks to the excellent engine, the Verna AT can be a competent expressway cruiser too. The highway experience is calm & comfortable. The engine spins at a relaxed 2,200 rpm while the car cruises at 120 km/h (100 km/h = 1,800 rpm). When you want to overtake, the kickdown response time is around half a second before the gearbox downshifts. Par for the course, we'd say. However, there are times when you want to overtake quickly and the gearbox won't respond instantly. If there is a fast vehicle ahead and your overtaking window is narrow, you'll have to carefully plan the move (or use 'manual mode'). While the gearbox takes half a second to react in most conditions, there are some where it'll take a full second.
This 6-speed AT isn't lightning quick like the VW DSG, yet its performance is acceptable for a torque converter unit. Just like the petrol's AT, this gearbox is suited to calm driving, maybe even a little bit of pushing, but not an aggressive driver. Push hard with constantly changing throttle inputs and the AT can end up confused...not shifting when you want it to and vice versa.
Manual mode is useful when you want to prepare the car for overtaking a fast vehicle on a 2-lane highway, or when you desire engine braking. Like the petrol automatic, you move the gear lever to the right to engage manual mode. What we found disappointing was that even in manual mode, you can take the revv counter to just ~4,000 rpm before the transmission shifts up on its own (too low IMHO). The response time to your commands in manual mode is reasonable. What is bothersome is that it's tuned too conservatively - it won't allow aggressive downshifts if the resultant rpm is a bit high. Honestly, most drivers will prefer to leave the gear lever in "D" mode and have the electronics do all the shifting for them.
The Verna diesel AT has an ARAI-certified fuel economy figure of 21.02 km/l, which is not as high as the two other diesel automatics available in the segment i.e. the Volkswagen Vento (22.15 km/l) and Skoda Rapid (21.72 km/l). Still, diesel ATs generally offer far better FE than their petrol AT siblings and the Verna should be reasonable in that aspect.
The automatic costs between Rs. 11.40 - 12.62 lakhs (ex-showroom, Delhi). At this price, it undercuts the Vento and Rapid. That said, compared to the SX(O), it misses out on equipment such as a smartkey (and engine start/stop button), side & curtain airbags, leatherette upholstery and ventilated front seats, which owners will surely miss.
Verna diesel now gets a 6-speed AT. Gear lever comes with a leather boot. Unlock button is conveniently placed & looks stylish too:
The shift lock release button. Pressing this button bypasses the gear lock system whereby you cannot move out of position "P" unless the key is inserted and the brake pedal is pressed. Use the shift lock button when you park on an incline and can’t move the lever out of "P". The feature could also be used when towing the vehicle:
Ride & Handling
The Verna rides on 16" rims with 195/55 rubber and comes with the ubiquitous McPherson strut suspension setup at the front and a coupled torsion beam setup at the rear. In a nutshell, urban ride quality is compliant. At lower speeds, bumps on the road are absorbed quite well. There is no choppiness or bumpiness. A little firmness is felt, although I feel it's due to the 16 inchers. Even at the rear, the ride is comfortable and bumps aren't jarring for occupants. Most of the time, the suspension functions silently too. It is only while tackling large bumps or potholes that any noise can be heard. It must be remembered that the lower variants of the Verna come with 15" wheels and 185/65 section rubber. Their taller sidewalls should improve the ride further.
On the highway, most road irregularities & undulations won't bother you. There is no wallowing or bouncing that was seen in the old Vernas. It is only large and sharp potholes that can make themselves felt. Hyundai suspensions have matured, with each new car from their stable exhibiting neutral on-road behaviour.
High speed stability is better than its predecessors. The Verna can cruise at triple digits all day long without any nervousness (no tank this, but stability is satisfactory). It feels planted enough and even slightly rough patches of road do not seem to affect its composure. In terms of handling, grip levels are healthy and the car can change direction very easily. This Verna is stiffer than its predecessors and body roll is adequately controlled. For a family sedan, its abilities are par for the course. Under hard cornering too, there is sufficient grip offered by the 195/55 R16 Hankook tyres. It is only on mid-corner bumps that the car can get unsettled (unlike some Europeans). Overall, the Verna's suspension does the job with no serious deal breaker. Where the previous-gen car was lovingly called a 'boat' by us, the 2017 Verna has sorted road manners (it's no Linea though). No doubt that the Elantra's more premium platform is a contributor here, as is the Hyundai engineering team finally learning how to tune suspensions.
The electric power steering is light at parking and city speeds. This makes it a very easy car to drive in urban situations. The Verna's turning radius of 5.18m is smaller than its competitors too (City = 5.3m & Ciaz = 5.4m). However, while the EPS does weigh up at speeds, enthusiasts are not likely to find its feel & feedback to their liking. Still, the steering is direct.
The unladen ground clearance is rated at 165 mm. That's at par with the Honda City. While we didn't scrape the undercarriage of the car over any bumps, we hadn't loaded it up with 4 passengers and luggage either. We’ll have to rely on BHPians’ ownership reports for real-world observations.
In 2011, when the previous-gen Verna was launched, it came with disc brakes all-round. However, when Hyundai introduced the facelift in 2015, rear disc brakes were dropped from the equipment list. Why this step back, Hyundai??!! You must lead by example instead of following the herd. The new Verna comes with disc brakes at the front and drum brakes at the rear. While braking performance is adequate for regular driving, spirited drivers will find it lacking. This is especially so in the AT variants where engine braking is limited. The pedal travels about an inch before the brakes start biting. The brakes do lack initial bite, but on applying more pressure, they do a fair job of stopping the car. Hyundai claims to have reduced the jerkiness of the brakes as complained by previous-gen Verna owners and made the brake application more gradual. For the performance on offer though, we feel that the brakes should have been more powerful. ABS + EBD is standard on all variants of the Verna.
A slide from Hyundai's presentation that illustrates some of the reasons behind its improved road manners:
• First unveiled in China at the Chengdu Motor Show in September 2016. Spotted testing in India in April 2017.
• Thanks to BHPian RavenAvi for bringing us the first uncamouflaged pictures of the Indian car.
• Thanks to BHPian RaghuChn for sharing an awesome ownership report of his new Verna.
• Thanks to BHPian Saiyan for uploading the Verna's user manual at this link.
• Unlike the Ciaz and City which are primarily designed for & sold in Asian markets, the Verna is sold all over the world, including developed countries like the USA.
• The Verna just had to be bang on as it's fighting formidable competitors. Before the new Verna's launch, the City & Ciaz accounted for over 3/4th of the segment's sales and both of them are strong offerings at their respective price points. Then of course, sedans have to fight the market's newfound fascination with SUVs! This segment is profitable (far more so than hatchbacks), hence an important one for Hyundai.
• Available in 4 variants - E, EX, SX & SX(O). The SX+ variant of the Diesel AT is based on the SX.
• It's depressing that the diesel + automatic transmission is not available in the SX(O) trim level. It misses out on stuff like keyless entry & go, 6 airbags, leatherette upholstery, ventilated seats, adjustable rear headrests, rheostat (illumination adjuster), luggage hooks & net, smart trunk, chrome door handles & AutoLink (details in the post below).
• The 2015 Verna Facelift got a cool feature called the 'ergo' lever with which, rear passengers could push the front passenger's seat forward (image link). Not there in this 2017 car.
• Following South Korea, China and Russia, India is the 4th production facility for the Verna. Hyundai plans to make India a global hub for the car.
• Hyundai is targeting an annual production of about 1,30,000 units of the Verna in India in the next few years. The company hopes to export 80,000 units each year. Based on that, we can safely assume that Hyundai will be happy with a consistent 4,000 domestic sales / month.
• Hyundai claims that over 25% of Verna buyers have chosen the AT in both, petrol and diesel variants. While on the topic, here's a recent Team-BHP poll.
• Standard warranty of 3 years / unlimited km. Extensions for the 4th and 5th years can be purchased. We strongly recommend the max possible coverage available.
• Fuel tank capacity = 45 liters (bigger than the City & Ciaz).
• 1.6L petrol engine has an ARAI rating of 17.70 km/l for the MT and 15.92 km/l for the AT. 1.6L diesel has an ARAI rating of 24.75 km/l for the MT and 21.02 km/l for the AT.
• First service visit at 1,500 km / 2 months, second at 10,000 km / 12 months. Subsequent services after every 10,000 km / 12 months.
• Available in 7 colours - Phantom Black, Sleek Silver, Stardust Grey, Fiery Red, Flame Orange, Polar White & Siena Brown.
• Doors auto lock at 15 km/h.
• On setting off without wearing the seatbelt, the seatbelt warning lamp in the instrument cluster starts blinking. A warning chime accompanies it. Even if you stop and put the car in P, the light keeps blinking and the chime keeps playing. Despite such measures & more, 75% of drivers in India don't buckle up - related thread.
• Even with the ignition off, you can electrically fold in & out the door mirrors. Thoughtful.
• Worldwide, Hyundai has sold over 8.8 million copies of the "Verna" (aka Accent) in more than 66 countries.
• No ICE remote control provided, but you can download the iBlue App if you want to control the audio from the back seat.
• Big thanks to BHPian Pathik for sharing the official accessories list & pricing here.
• Disclaimer : Hyundai invited Team-BHP for the Verna test-drive. They covered all the travel expenses for this driving event.
The Smaller yet Significant Things
Owners can connect to their cars via a scan tool fitted to the OBD port, and a smartphone app called 'Auto Link'. This is the setup screen:
Auto Link helps owners keep a check on the vehicle's health, monitor the driving pattern, get their driving history (distance, time, FE, hard braking, aggressive acceleration), get the parking location & time, call for roadside assistance, book a service appointment, check dealer locations etc. This is so cool :thumbs up
Apart from the Fiery Red colour of our test car, the Verna is available in 6 other shades. Here, it is seen in Sleek Silver…
...and the striking Flame Orange (courtesy naveen.raju):
All of 3 clear markings to indicate the car's diet. No spill protector provided though:
Petrol doesn't get any such labelling:
Yep, the ORVMs are India-friendly and will move the other way if a biker side-swipes them:
45L fuel tank is larger than that of the City & Ciaz, but significantly smaller than the Vento's 55L unit:
No LED headlamps, yet the halogen projectors do a good job of lighting up the road ahead:
With the high beam engaged, the throw is brilliant!
Recommended tyre pressure is 35 and 33 PSI (35 PSI all-round with a full load), which is on the higher side:
Rubber beading is soft and of good quality. It appears well-fitted (as is usually the case with Hyundais):
Soft foam insulation just behind the radiator grille:
Drive the Verna and its NVH package will blow you away. Some of the contributors:
All interior switches (including the engine start button) are backlit in blue:
Two hooks to stop the driver's floor mat from sliding around, with 'Verna' branding lined up perpendicular to you:
SX and lower variants don't get an animated 'door ajar' indicator on the MID, but a generic warning lamp instead. It does not specify which door is open:
A separate boot open warning has been provided (nothing for the bonnet like the top variant though):
Low fuel warning lamp comes on when the DTE falls to 50 km:
Green cruise control indicators in the SX appear inside the speedometer, instead of the MID like the SX(O):
Faux leather covers up the ugly gap between the dashboard & steering console - a premium touch:
Black keyfob is different from the one Hyundai gives in the Elantra, Creta and i20. Piano black insert is nice, while a skeleton key has been provided:
SX and lower variants get a flippy key sans the piano black insert:
Depression on the roof lining above the driver's door (where the grab handle would have been) gives the impression that something is missing:
Carpet is stuck to the floor with staple-like pins in the driver & passenger footwells. Looks cheap:
Boot carpet gets ribbed detailing on the wall behind the rear seat:
VIN is very lightly engraved on a beam, below the driver's seat:
Plate with VIN & engine number is stuck on the B-pillar (passenger's side):
Re: Hyundai Verna : Official Review
Thread moved from the Assembly Line to Official Reviews. Thanks for sharing, rating 5 stars for such a comprehensive review :thumbs up!
Among the diesels, the Verna is easily the pick in the segment. That 1.6L Diesel is simply beautiful and it's now powering a more all-rounded car. Hyundai has made strides with the 1.6L Petrol too - but I'd be tempted by the revv happier engines of the City & Vento TSI.
Still, I've recommended the new Verna to 6 out of the 10 people who called me & were looking at this segment.
Am also amazed by the level of equipment that's watering down to the mass market cars clap:. Some of these features were available only in the S-Class not so far back. Best part is, once a manufacturer offers these features, the others are forced to up the game as well.
Am looking forward to seeing the C2-sedan war in our sales charts. Hyundai has thrown down the gauntlet with the 2017 Verna!
Re: Hyundai Verna : Official Review
Very detailed review :). Rated 5 stars!
The output from stock headlights are pretty good, no need to upgrade. I always loved the Hyundai 1.6 diesel. Good to know that the dynamics are sorted, The Boat would be missed :D.
The fluidic Verna had all four disc brakes, but the braking was pathetic. I have driven 2 cars and it was the same. But I had observed that the braking was better in face lift version which did not have disc brakes at rear. Talk about brake bite, drive Hyundai Grand i10, too aggressive it is.
Re: Hyundai Verna : Official Review
Fantastic Review as always. And the new Verna is a looker , especially from Side and Rear clap:
The list of equipments and quality of fit and finish shows why Hyundai made it to the No.2 spot in Indian car industry. Huge respect !
But missing out the all wheel disc and non availability of fully loaded AT is a downer for sure :Frustrati
Re: Hyundai Verna : Official Review
I have completed 2000 Kms in my new Verna SX+ AT - can't agree more with one of the observations - braking. It could have been better. My observation is that the 'bite' isn't really consistent from time to time.
Another drawback is the horn & the lock/unlock beeps - both sound too cheap, sounds almost like a scooter. They don't fit the character and the segment of this car.
With good handling characteristics and decent power, the AT is a joy to drive. Suspension & ride quality isn't very impressive. If I compare it with the Punto, it is inferior.
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