Amit Saraswat 
Upon receiving the first drive invite for the Creta, I couldn’t help but paint all sorts of weird faces in my head, given how radical Hyundai has become with its new line of SUVs. Truth be told, I grinded my teeth the moment I glanced over the first teaser images shared by Hyundai. The response must have been unanimous since Hyundai sent rather impressive design sketches of the Creta soon after, blowing out its proportions to refrain the media from forming their opinions.
But the damage was already done. Hyundai’s unabated chase to carve out heretical designs doesn’t seem to stop and the new Creta is not an exception. We caught the first glimpse of the new Creta right outside the Jodhpur airport — different from the conventional build-up, the fancy lighting and music, and also the staged performativity of it all. For some reason, the Creta seemed diminutive, not because I glanced at it from far off but because it had something to do with its design.
Putting it bluntly, the Creta looks like a bloated Venue from the front, with a pinch of neat LED trickery sprinkled across. But that was rather predictable and somewhat easy to digest based on the first images. It was the rear profile that had me bewildered, I know for a fact that it’s a continuation of its C-SUV dimensions, but my brain and eyes were struggling to be on the same page. I spent hours trying to comprehend what was missing from the puzzle; has Hyundai indeed shrunken the Creta or I must visit the nearest ophthalmologist right away?
Without baffling myself anymore, I grabbed the keys and sat inside the Creta, which to my surprise, felt pleasant. The dashboard features the signature twin-screen layout, amping up its premium quotient accompanied by a light shade of plastics. A few kilometres into the drive, the interior plastics were quick to show their light and fragile side — constant squeaking over speed breakers robbed away the premium quotient I thought the Creta now boasted. The centre console moved and squeaked every time my left knee brushed against it but it isn’t the first time I have experienced this in the Creta.
It was also disappointing to see that, even after years of pleading, Hyundai is somehow reluctant to offer wireless CarPlay in its flagship infotainment. It would’ve cushioned my emotions slightly if the Creta had type-C compatibility but you need an ancient type-A cable to mirror your phone.
Nonetheless, the remaining experience in the drive was pleasing. The diesel engine mated with a smooth torque converter automatic slushbox, chugged along the single-lane roads that we were driving on without any hassle. It is the same unit as before – 116PS and 250Nm feel right at home when driven sedately. However, it loses its composure when you ask it to respond corresponding to the pressure your right foot exerts on the throttle pedal. The transmission hunts for the right gear while the engine begins to feel strained. Within city confines, you drive the wave of torque the engine offers with minimal throttle inputs. It’s not entertaining enough for enthusiasts, but credit where it is due – it’s a frugal and dependable engine.
The suspension also does an impressive job of ironing out the speed breakers and crater-sized potholes. Ride comfort has been its forte and the Creta, now in its updated form, continues to be one of the most comfortable crossovers in its space. It also contains oscillations pretty well, something that was an issue in the first-gen Creta. An area where Hyundai could have done better is in terms of cabin insulation. While hiding the gravelly note of the diesel engine could be hard, the tyre noise could have been contained better.
To fare better in the crash test, Hyundai has strengthened the chassis of the Creta with the use of more advanced high-strength steel across the shell. A sneaky jugaad we found while inspecting the body shell was the addition of a bracket to support the accentuated LED tail light cluster at either end. It will serve the purpose for sure, but it doesn’t seem well integrated.
Hyundai has also crammed a lot of features into the new Creta to leap ahead of the competition. The new addition of features include Level-2 Advanced Driving Assistance Systems (ADAS), a blind spot monitor, an in-built Jio Saavan app with a 1-year complimentary subscription, a 10.25-inch digital instrument cluster and a surround-view camera. Another feature addition, which had the entire batch scratching their heads was the magnetic pad, sitting above the driver-side AC vent. While you may struggle to find its use case, we found a cunning way to justify Hyundai’s rather juvenile choice.
The following day, at the crack of dawn, we were handed over keys to the new Creta turbo featuring the 1.5L turbocharged petrol engine. Like before, the Creta turbo continues with a dual-clutch automatic transmission only. The engine puts out 160PS of power at 5,500rpm and 253Nm of torque between 1,500rpm and 3,500rpm. We have already sampled this engine in the Verna and the story is similar for the new Creta.
When the rev needle crosses the 2,000rpm mark, the engine offers brisk acceleration till its redline. It doesn’t shove you back into your seat but satisfies with a linear surge of power. Within city confines, the engine feels alert and the sport mode further amplifies the throttle response and steering feel. Although, the dual-clutch transmission could do with a bit more finesse. Sporadically, the transmission makes a creaking sound while transitioning from 1st to 2nd gear, especially when accelerating quickly.
On the dynamics front, the Creta hasn’t changed much. The only perceptible difference is the slightly heavier steering wheel, which induces a tad more feel and confidence at higher speeds. While going through a set of corners, it holds its composure fairly well but not in the same league as that of the VW Taigun or Skoda Kushaq. If it desires, Hyundai could grab a chunk of Taigun and Kushaq sales with the introduction of the Creta N Line.
Addressing the elephant in the room, the price. The updated 2024 Hyundai Creta prices start from INR 11 lakh and go up to INR 20 lakh ex-showroom. This price bracket covers the entire bracket of the C-SUV segment and the Kia Seltos is priced similarly to the Creta. If eye-pleasing design and good driving dynamics are your desired traits, the Kia Seltos should stand abreast of your expectations. But in every other regard; be it comfort or product value, the Creta holds an upper hand and makes a strong case for itself.
