A knowledge of music is not among my strengths but I have often wondered if a guitarist would be just as popular if he switched from an acoustic guitar to an electric one. In the right hands, both produce music but do they have the same fans? Is one’s gospel blasphemy for the other?
The Hyundai Creta has many fans but along with the option of petrol or diesel engines, they have one more powertrain to choose from because the king of the segment has gone electric. Competition has reason to be worried because the Hyundai Ioniq 5 is among the best electric vehicles (EV) we have driven yet and it is also priced well. If the battery-operated Creta is even half as good, Hyundai have already won. To verify, we descended into an overcast Chennai.
The electric Creta looks largely the same as the internal combustion engine (ICE) model, which is hardly a bad thing because why change a winning recipe? Furthermore, with a marked similarity to the N Line, there appears to be no cause for complaint. Notable differences include the front end with EV-specific changes and a new design for the 17-inch wheels. Dimensionally also the EV is only marginally different from the ICE model; it is 10 millimetres longer and 20 mm taller, to be precise. In some electric cars that also have ICE counterparts, manufacturers just seal the fuel-filler cap with indifference but Hyundai have opted to use a new panel instead. That deserves appreciation. From a design standpoint, the Creta’s transition to electric appears well planned and executed, which could go a long way because most customers prefer a proper EV to something that feels like a conversion job.
Just like the exterior, the cabin of the electric Creta has been influenced by the ICE models. The layout is similar and Hyundai continue to offer the same level of quality, too, which helps preserve the premium vibe of the interior. The steering wheel is a three-spoke unit and Hyundai have replaced the “H” logo with another one that reads “H” in Morse code. Why the sudden fascination for Morse code is unclear. Like the Ioniq 5, the drive selector is a stalk behind the steering wheel. That saves a lot of space on the centre console, making room for additional storage. Hyundai could have easily removed the centre console altogether and gone for a layout like that of the Ioniq 5 but they chose not to.
Similar revisions can be found throughout the car because it immediately feels more spacious than its ICE counterpart. There is a Bose sound system for audio needs but no wireless CarPlay. Despite that, we would say the cabin is better equipped because, in addition to the features already offered in the top-end ICE Creta, the EV also provides more features of convenience. Yes, the front seats are electrically adjustable but this car also has memory functions for two seat layouts, which is particularly useful if one is sharing the car with another or has a driver. With ventilated seats and a “driver-only” setting for the dual-zone climate control, we feel Hyundai have been thoughtful and efficient.
Between the front and rear, we feel the latter has received the bigger upgrade. There is a foldable tray for each passenger with a slot that can firmly hold an iPad in place, a do-it-yourself solution that mimics the rear seat entertainment in luxury cars, if we may say so. Air-conditioner vents for the rear add to the comfort but the highlight is that the passenger on the left can now adjust the front seat’s position using a couple of switches on the flank of the front seat. That should be quite popular among the chauffeur-driven. There is also a socket that allows one to charge a laptop on the go. It is worth noting that the height of the floor has increased to accommodate the battery beneath it, which is not great news for people over six feet tall. Head-room and under-thigh support are limited as compared to the ICE car. Space in the boot remains identical but there is additional storage at the front which can come in handy if one wants to carry extra ahem… beverages from Goa.
There are two battery variants to choose from: 42-kWh and 51.4-kWh. The key difference is that the former has a claimed range of 390 kilometres while the latter offers up to 473 km. They also have different power outputs. The lower capacity model develops 135 hp while the long-range variant is good for 171 hp. Between the two, the long-range model does seem like the obvious choice, which is also the car we drove. Silence is something that is expected from EVs but it must be said that Hyundai have gone a step further to insulate the cabin as much as possible. There is very little road noise in the car, certainly admirable for a product in this class.
As quiet as it is, what stood out for me is how similar it is to the ICE car to drive. Although the instant acceleration of the EV sets it apart, the throttle is calibrated well and the car responds to input with a likeable fluidity. It is as easy to drive slowly as it is to drive fast. The torque comes in gradually which allows fast overtakes with confidence. We were driving on the East Coast Road which is the fastest bit of tarmac near the Chennai coast and overtakes in excess of 80 km/h were executed effortlessly. Furthermore, the instant EV acceleration was good to have in slow overtake situations. There is a marked difference in the driving modes where each one lives up to expectations. During our time with the car we used all the modes and the car consistently returned approximately four km for every percentage of charge, which is efficient.
The electric Creta is a heavy car and its weight is felt when going round fast corners but having a low centre of gravity adds to the handling positively. It does not feel skittish or nervous at speed but the bulk is evident. While I would not expect much in the way of sporty from an electric SUV this size, it can be said that the steering input is translated well but could benefit from some more feedback. What it lacks in feel, it makes up for in convenience because low-speed manoeuvres are effortless. Ride quality is similar to that of the ICE Creta. This one also offers a ride that is similarly settled. One of the reasons why the Creta is so popular is that it is comfortable and Hyundai have ensured that is the case with this one too. It offers a pliant ride over bumpy surfaces and is similarly comfortable in the rear seats also.
During the drive, I was convinced that the Creta Electric had enough to outshine its rivals but I was wondering if the more powerful and better-equipped Mahindra BE 6 could lure some customers away. Of course, at the time I did not know the price. Less than a week later, Hyundai launched the Creta Electric with its ex-showroom price starting from Rs 17.99 lakh and going up to Rs 23.49 lakh, which makes it neither the most affordable nor the most expensive car in its segment. What is interesting is that the Mahindra BE 6 Pack Two and Pack Three Select are priced at Rs 21.90 lakh and Rs 24.50 lakh (ex-showroom) and that could be trouble in paradise for the Creta Electric.
Also Read: Hyundai Creta N Line Review
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