Fresh-faced Creta a head-turner
GENETICS: RADICALLY REDESIGNED HYUNDAI TAKES STYLING CUES FROM ITS SUV SIBLINGS
Standout feature of the new generation is its smooth ride quality.
As much as the statement has been used to the point of sounding like a badly scratched record, the simple truth is this: the SUV is here to stay in the capacity of the new family sedan.
Aside from what has been accepted as the traditional SUV blueprint – a unibody or body-onframe “off-roader” with seating for five or seven with or without all-wheel drive – the recent trend has been the creating or fi lling-in of niches.
Like nearly every manufacturer, Hyundai’s current line-up is no exception.
Stretching from the Venue to the Santa Fe, the South Korean automaker has offerings in almost every section of the market, with its latest entry being the second rendition of what has quickly become a local favourite.
First shown in its home market of India in February, the all-new Creta departs from the conservatively designed first generation that sold 14 811 units over three years to a radically redesigned second take, not only inspired by the Venue and Palisade, but also the GV80 made by Hyundai’s upscale Genesis division.
Positioned between the Kona and the outgoing Tucson, the Creta’s bold and dramatic looks, which involve an evolution of the split headlight design and corporate Cascading grille, commanded second looks at the local media launch last week, with the attention spilling over to motorists once the cavalcade hit the route.
The same applies to the rear, where the GV80 traits are most common in the rounded design of the boot lid, while the LED light clusters feature their own take on split design.
On top op of this, the range-top- range-topping Executive features a twotone paint option, combining polar white or lava orange hues with a phantom black roof.
Riding on the same platform as the Kia Seltos, the Creta backs up its polarising looks with dimensions of 4 300mm in overall length, a wheelbase of 2 610mm, width of 1 790mm and height of 1 620mm.
Despite the latter dropping by 10mm compared to the previous model, the length and wheelbase have been increased by 20mm and the width by 10mm, with the ground clearance remaining at 190mm.
The visual drama doesn’t extend to the interior which, while a step up, proved to be hit and miss.
Notwithstanding the red air vent accents, the x-motif faux aluminium spokes at the base of the steering wheel or the clean minimalist design, the choice of materials came as an unwanted surprise.
Ranging from soft touch to cheap feeling, the route from Germiston to Bronkhorstspruit saw a series of creaking sounds emerge from the centre console.
The easy-to-use infotainment system, with its series of short cut buttons, looked outdated in the graphics department.
It was on the move that the Creta showed its other cheek.
Under the bonnet, Hyundai has done away with the 1.6-litre engines for a choice of three new units; a normally aspirated 1.5-litre that produces 85kW/144Nm, a 1.5 CRDI turbodiesel that has been tuned to deliver 85kW/ 250Nm and, also from its sister model, the 1.4 T-GDI that makes 103kW/242Nm.
The only variant provided at the launch, the T-GDI, didn’t disappoint and felt eager with a good dollop of low-down torque the moment you touch the throttle.
Saddled with little lag, the engine is paired to a seven-speed dual-clutch gearbox as standard, which proved accomplished in being smooth and seamless, but also fast to kick down.
A Sport mode which holds on to the selected gear is activated with the gear lever in manual mode.
However, the gear shift paddles were missed.
On the other derivatives, the 1.5-litre comes equipped with either a six-speed manual gearbox or new CVT, dubbed Intelligent Variable Transmission, while the sole option for the diesel is a sixspeed torque converter automatic.
A ll models are front-wheel drive.
The standout of the Creta is its ride.
Soft but comfortable, it didn’t get spooked by sudden changes in road surface, while another front that impressed was refinement.
Sporting revised engine mounts, a more rigidly designed body, new exhaust system and different moulds for the windscreen, noise, vibration and harshness were dealt with, as very little road or engine noise seeped into cabin, while the steering felt on-point for the segment.
Despite being pricier, it still makes for a good package, albeit one that still needs final polishing.
1.5 Premium ..........................................R374 900 1.5 Executive IVT ..................................R429 900 1.5 Executive IVT two-tone ..................R434 900 1.5 CRDI Executive AT ...........................R469 900 1.5 CRDI Executive AT two-tone ............R474 900 1.4 T- GDI Executive DCT two-tone .......R484 900