The local crossover segment is an interesting one. What was once a category with segments delineated by size and price has turned into one with an almost confusing number of overlapping choices. No other segment offers buyers the choice of propulsion type—normally aspirated gas, turbocharged gas, diesel, hybrid—but also the number of seats , and even the country of origin . At last count, there are over 20 out there, and those are just the players in the A- and Small Utility space.
This is exactly the opposite of the Creta. The Hyundai starts out strong with its Parametric Jewel face. The plate armor-like grille and hidden LED DRLs show they’re willing to take chances design-wise, and here it has worked. It’s worth noting that the headlights aren’t in their usual spot, but are mounted at the edges of the bumper. Arranged vertically, this is where, from top to bottom, the low beams, high beams, and side turn signal lamps are.
The luggage compartment is where the Creta loses out by a mile. Despite having the same split-folding functionality, the cargo hold doesn’t form a completely flat space with the rear seats down. With the rear sears up, the area is shallower and narrower than the HR-V’s. There’s also no tonneau cover to keep valuables away from prying eyes. On the flip side, it does manage to accommodate a full-sized spare tire underneath compared to the T-type spare in the Honda.
In terms of fuel economy, these two are reversed. Both driven with the same sort of average speeds, and both fueled with the 95-octane Petron XCS—the staple fuel used in DOE fuel eco runs, the HR-V does 17.24 km/L in light, and 9.90 km/L in heavy traffic; the Creta returns 16.12 km/L in light, and 11.23 km/L in heavy traffic.Though priced in the same bracket, the positioning and, by extension, equipment levels of the HR-V and Creta couldn’t have been more different. As mentioned earlier, the 1.
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