The Drive Report: Hyundai Creta EV

Hyundai Creta EV has the advantage of being based on the same platform as the best-selling mid-size SUV in the country.

The spectre of the electrified Hyundai Creta has been looming large on our collective consciousness, for the better part of a year. To call the Creta a sales success would be hugely understating its segment-defining ability. The Creta remains a major leap forward for mass-market manufacturer Hyundai, marking its march away from entry-level cars and becoming the definitive mid-size SUV in the process. So it stands to reason that Hyundai’s first localised electric offering in the country will be a Creta. This is first and foremost, a Creta and an EV later.

So what does it have that other EVs of its ilk do not? For starters, it has the advantage of being based on the same platform as the best-selling mid-size SUV in the country. Some might consider it a disadvantage, since the Creta Electric, unlike the upcoming e-Vitara, or Mahindra’s latest duo of EVs, isn’t based on a born-electric platform. But we will get to those drawbacks later.

While the likes of Mahindra are utilising the skateboard architecture of the likes of the Be.6 to create an otherworldly and sensational form factor, Hyundai is going in the opposite direction, cashing-in on the sense of familiarity people associate with the Creta and sticking to it. As such the Creta Electric is in no way a dramatic departure from its ICE counterpart when it comes to design. The front-end isn’t a single opaque block. Yes, it’s sealed off, with active air flaps at the bottom which open-up when you start the car, but other than that and 17-inch aerodynamic wheels – this is pretty much a dead ringer for a regular Creta. It does feature 10 gorgeous colourways including a matt blue and a dark green which will really help distinguish it from the army of Cretas found on Indian roads.

The similarities continue on the inside as well. The battery pack has been placed in such a way that your overall driving position isn’t too elevated, nor is the ground clearance compromised in any way. The steering design is new, as is the drive selector lever on the lower right side of the steering. This also helps clear up space on the centre console, with a rotary knob (to switch driving modes) and an electronic parking brake and Auto hold switch being the only electronic functions on the console. The rest is for storing beverages and wirelessly charging your phone.

Battery

The Creta, features a front axle mounted motor which can be paired with one of two battery options: a 42 kWh lithium-ion battery or a 51.4 kWh battery. Both batteries feature NMC battery chemistry, something which can accommodate more charge, but isn’t as thermally resilient as LFP batteries which the Creta’s competitors feature. The smaller battery size makes about 133 bhp of power while the longer-range one makes about 170 bhp of power. The former’s ARAI tested range suggests it’s got 390 km in it while the latter makes 473 km. Hyundai claims that both batteries can be charged to 100% under 5 hours (precisely 4 hours for the 42 KWh one), using a 11 kW AC charger, but it also has DC fast charging capabilities which allow it to receive up to 100 kW of charge.

Turn it on and there isn’t any fake buzzing sound. This is a straight-forward car that transfers all the benefits of a Creta and adds electrification to the equation. Compared to a born-electric EV, you can feel the Creta’s bulk but in no way does it feel underpowered. Its regenerative braking, which can be modulated using paddle shifters, works phenomenally well, requiring single-pedal driving when cranked-up to max, even during highway speeds. In fact there isn’t a pronounced difference in the way the Creta Electric takes off in Eco, Normal or Sport mode. It gathers pace quickly, but not overwhelmingly slow. Think of it as a slightly quicker and smoother upgrade from the N-Line Creta.

THE USP

The Creta Electric chiefly benefits from the following things when pitted against the current competition. It is significantly better in fit and finish than anything both Tata and Mahindra have put out. Yes, the BE.6e does feel more agile, but in terms of practicality and comfort ,the Creta EV hits all the right notes. So, the first round goes to the Creta in terms of interior quality.

This being a Hyundai you get a lot of features. The basic set-up is the same so you get the same 10.5-inch infotainment unit which, rather conspicuously, does not feature wireless Apple CarPlay. In fact you still need to rummage around for a Type A USB port to connect Android Auto or Apple CarPlay. But in every other way, it’s stacked with features. The ADAS suite (Level 2 featuring lane keep assist, forward collision warning and blind spot monitoring, adaptive cruise control, and more) is the same one you get in the petrol or diesel Creta, as is the 8-speaker Bose sound system.

The top trim also features an in-car payment system for accessing public chargers. The amount can be topped-up via a Bluelink app and you can charge the car by simply pressing a button or two on the centre screen. Ventilated seats, an electronic sunroof are all part of the package for high-end variants, so it’s an easy upgrade for Creta users who wish to go electric.

Verdict

The Creta EV comes-in at a time when competition is fierce for mid-sized E-SUVs. But it has the advantage of being a Creta, albeit a more advanced, hassle-free and potentially future proof version. At a time when EV sales have fallen owing to higher purchasing costs and poor depreciation, it remains to be seen just what percentage of the Creta’s overall sales comes from its EV, but as a standalone product, there’s nothing it does wrong. Body roll is contained, suspension setup is supple and comfort-oriented and the performance, while not breathtaking, is remarkably quick and better than anything a Creta owner has experienced thus far. The Hyundai Creta EV –which is expected to be priced between Rs 18-25 lakh – is off to a promising start.